EP3569766A1

EP3569766A1 - Road crash barrier device

Info

Publication number: EP3569766A1
Application number: EP18173270.2A
Authority: EP
Inventors: Rickard Ekdahl; Thomas Wuopio; Robin Vilén
Original assignee: Ata Hill & Smith AB
Current assignee: Ata Hill & Smith AB
Priority date: 2018-05-18
Filing date: 2018-05-18
Publication date: 2019-11-20
Anticipated expiration: 2038-05-18
Also published as: EP3569766B1

Abstract

The invention relates to a road crash barrier device configured to be positioned on a road and comprising a tire assembly (2) and an engaging and friction element (4) connected to the tire assembly (2) on a front side (29) thereof. The tire assembly (2) comprises:- a first tire row (6) comprising at least two tires (26);- a second tire row (8) comprising at least one tire (26).The first tire row (6) and the second tire row (8) are connected to one another, whereby the tires (26) are positioned so that a tread and a contact patch of the tires (26), respectively, are in contact with a road surface when the road crash barrier device is positioned on the road. The first tire row (6) and the second tire row (8) are connected to one another in a zip-like manner so that side walls of the tires (26) of the first tire row (6) are in contact with and at least partially overlap side walls of the tires of the second row (8) and wherein the first and second tire rows are connected via a shared flexible tensioning element (10, 10') that extends from one side of the tire assembly (2) to the other side of the tire assembly through the side walls of the tires of the first (6) and second tire rows (8).

Description

Technical Field

The invention relates to the field of road crash barrier devices to protect passengers of vehicles, workers, construction equipment and vehicles from major damages. The road crash barrier device is intended to be used as a buffer for example at long-term constructions sites or as a temporary roadblock in order to avoid that a vehicle can crash into workers or construction equipment in case a driver of a vehicle does not change lanes or brake for whatever reasons.

Background of the Invention

The herein disclosed concept for road crash barrier devices is based on the insight that friction can be used when slowing down a vehicle using a loosely positioned road crash barrier device and that the initial impact between crash barrier device and vehicle can be smoothened with appropriate design.
When installing the road crash barrier device it is positioned on the ground, preferably on a road or road surface prior to an obstacle as seen in a direction of vehicle movement on that road. The road crash barrier device is positioned on the road without fastening or anchoring. The road crash barrier device smoothly absorbs the impact of a vehicle and slowly brings the vehicle to a stop when a crash occurs.
Typically road crash barrier devices comprise of several columns of tires that are horizontally stacked and connected with one another. Horizontally thereby means that the tires are not in their usual position as when they are installed on vehicles with the friction surface or contact patch in contact with the road surface but rather oriented so that their side walls are in contact with or at least parallel to the ground. Usually several columns of a plurality of stacked tires are combined and positioned in front of a construction site or other obstacle. These columns work well for comparably low speeds (up to 50km/h) and as signalling elements so that a driver can see them from comparably a long distance. There are however limitations with such tire stacks when it comes to higher speeds and longer braking distances. After the first impact, for instance generated by a passenger vehicle such as a car, the road blocks typically fly away or, if they are filled with some sort of filler, do not move at all creating a hard and violent first impact. Flying debris or tires are dangerous for the workers that are present on the construction site and behind the road crash barrier device. A hard first impact creates high accelerations for the passengers of the vehicle leading to substantial and potentially fatal injuries.
The EP 1 706 542 B1 and SE 526 081 both disclose a solution for a road barrier device comprising columns of stacked tires that can be connected to another depending on the need for width of the road crash barrier device.
Another solution for providing a road crash barrier device is disclosed in SE 535 990 C2 and US2014/0301781 A1 , which disclose a road cash barrier device comprising tire rows that comprise truck tires standing on their contact patch or tread when installed on a road surface. The tires of each row are held together by rods and the tire rows are connected to one another by struts or the like. In front of the tire rows a friction mat is connected to the tire rows via wires. All tires of one row are connected to one another with their side walls being arranged in contact with side walls of the adjacent tire of the same row.
A disadvantage with the road barrier device illustrated in SE 535 990 C2 is that a first impact between a vehicle and the road barrier device is rather violent thus posing a hazard to vehicle passengers. The reason for this is that the tire rows are connected with their side walls in direct contact with side walls of adjacent tires of the same row and since the tire rows are connected via rods, which makes the whole assembly stiff and act like a compact element instead of a rather flexible assembly that absorbs forces from an impact. In addition the SE 535 990 C2 illustrates how the tire row is connected to the friction mat via connecting wires that connect to the tires by extending upwards towards the tires (position 4C and 4B in figure 2 of SE 535 990 C2 ). Such a connection can however lead to a problem when a vehicle is driving into the road barrier device. The oblique direction of the connecting wires can lift the vehicle during a crash and sending it in an uncontrolled movement away from the road crash barrier device.

Summary of the Invention

An object of the present invention is to provide a road crash barrier device that is safe and reliable.
Another object of the present invention is to provide a road crash barrier device that is easy to handle.
A further object of the present invention is to provide a road crash barrier device with an improved capability to absorb impacts of vehicle.
The inventor of the present invention has discovered that it is possible to provide a road crash barrier device with an improved capability to absorb impacts by connecting at least two rows comprising shock absorbing elements with flexible tensioning elements in a zip-like manner and by connecting an engaging and friction element with the rows to avoid that the rows fly away after a first impact and to provide friction so that the vehicle can be safely brought to a stop over a breaking distance.
Disclosed herein is a road crash barrier device configured to be positioned on a road and comprising a tire assembly and an engaging and friction element connected to the tire assembly on a front side thereof. The tire assembly comprises:

a first tire row comprising at least (N+1) tires;
a second tire row comprising at least (N) tires; whereby N is an integer number from 1 to 20. The first tire row may alternatively comprise at least two tires and the second tire row at least one tire.

The first tire row and the second tire row are connected to one another, whereby the tires are positioned so that a tread and a contact patch of the tires, respectively, are in contact with a road surface when the road crash barrier device is positioned on the road. The first tire row and the second tire row are connected to one another in a zip-like manner so that side walls of the tires of the first row are in contact with and at least partially overlap side walls of the tires of the second row and wherein the first and second tire rows are connected via a shared flexible tensioning element that extends from one side of the tire assembly to the other side of the tire assembly through the side walls of the tires of the first and second tire rows.
The road crash barrier device according to above specification is capable to absorb an impact of a vehicle driving at a speed of up to 100km/h in a smooth manner so that injuries to vehicle passengers can be minimized. The engaging and friction element is configured to keep the tire assembly in place during an impact and also to engage at least the front wheels of a vehicle upon impact.
In an embodiment the engaging and friction element is connected to the tire assembly via the shared flexible tensioning element so that it extends away from the first row and the front side of the tire assembly on the road, when the road crash barrier device is positioned on the road.
Alternatively the engaging and friction element may be connected to the tire assembly via the tires of the first row or in any other suitable way. Preferably, the engaging and friction element is connected to the tire assembly rather low close to the road surface when the road crash barrier device is installed on a road. This may prevent that a vehicle can rise above the tire assembly upon impact.
In one embodiment the tire assembly may comprise at least two shared flexible tensioning elements, spaced apart from one another as seen in a direction perpendicular to a plane defined by the road surface, that extend from one side of the tire assembly to the other side of the tire assembly through the side walls of the tires of the first and second tire rows.
Providing two shared flexible tensioning elements may improve the handling and stability of the tire assembly and therewith of the road crash barrier device.
In another embodiment the first tire row may further comprise a first flexible tensioning element and a first and second spacer and the second tire row may further comprise a second flexible tensioning element and a third spacer, the first, second and third spacers being connected to the treads of the tires of the first and second tire row, respectively, and wherein the first and second flexible tensioning elements extend from one side of the tire assembly to the other side of the tire assembly through the side walls of the first and second tire row, respectively.
The third spacer may be arranged close to the road surface on the tires of the second tire row.
The shared flexible tensioning elements, the first flexible tensioning elements and the second flexible tensioning elements may be wire ropes, in particular wire ropes of a wire rope safety fence. Alternatively, the shared flexible tensioning elements, the first flexible tensioning elements and the second flexible tensioning elements may be textile ropes, plastic ropes or any other suitable, flexible elements.
Providing first, second and third spacers that are connected to the tread of the tires of the first and second row, respectively, may improve stability of the tire assembly and also handling of the road crash barrier device. At the same time the first, second and third spacers ensure that the first and second flexible tensioning elements can at least be slightly pre-tensioned so that the tire assembly is held together. The pre-tensioning can however not be too strong otherwise the tires will be compressed and the flexibility/elasticity needed to absorb impacts will be reduced.
The first- and in particular the second flexible tensioning element may work as spacer for the tires of the first - and the second tire row so that tires are kept in place during an impact and handling of the road crash barrier device.
In a further embodiment the first and second flexible tensioning elements and the shared flexible tensioning elements may comprise steel cables.
The steel cables may provide for a flexibility or elasticity during an impact compared to steel rods or the like.
In another embodiment the tire assembly may further comprise a left booster element and a right booster element, wherein at least the shared flexible tensioning element(s) and preferably also at least one of the first and second flexible tensioning elements, are anchored with their respective free ends in the respective left and right booster element.
The left and right booster element may be in the form of a plate made of sheet metal. The left and right booster element may prevent that any of the tires, in particular the first and last tire of the first tire row, can be ripped out of the tire assembly and fly away during an impact or crash.
In an embodiment the engaging and friction element is made of reinforced rubber, for example conveyor belt rubber comprising textile reinforcement.
Rubber from conveyor belts, such as for example conveyor belts configured to transport gravel, are strong and durable and can withstand a crash or impact and an engagement in the vehicle in particular in its front wheels, without being separated from the tire assembly.
In an embodiment the engaging and friction element is shaped as a net that is configured to be in contact with the road surface when the road crash barrier device is positioned on the road.
The net may reduce overall weight of the road crash barrier device, which leads to better results when smoothening a first impact of a vehicle. The heavier the road crash barrier device is the harder and more violent a first impact will be but at the same time if it is too light the braking distance will be too long.
In another embodiment the engaging and friction element comprises road engaging portions on a side facing the road surface when the road crash barrier device is positioned in place.
The tires in particular the contact patch may also be equipped with such engaging portions, for example spikes to improve grip on the road surface.
In another embodiment the engaging and friction element may have a length of about 0.8m - 4m, preferably 1m to 3m as measured from the front side of the tire assembly to a free end of the engaging and friction element.
In an embodiment the first, second and third spacers may be made of tire treads including the tread's steel belt, thus the entire running surface of a tire but cut and stretched out flat.
Any other material such as plastic or the like may however be used to provide the first, second and third spacers.
In another embodiment the tires may be truck tires.
In still another embodiment the engaging and friction element may be connected to the first and/or second flexible tensioning elements close to the road surface when the road crash barrier device is positioned on the road.
As previously mentioned connecting the engaging and friction element close to the road surface may prevent a vehicle from rising above the tire assembly during an impact since no oblique connecting elements are present that would guide the vehicle upwards and away from the road surface.
The invention will now be describe in more detail referring to the figures. In particular the term zip-like will become clearerwhen the figures are considered.

Brief Description of the Drawings

The present invention will now be described, for exemplary purposes, in more detail by way of an embodiment(s) and with reference to the enclosed drawings, in which:

Fig. 1: schematically illustrates a perspective view of a road crash barrier device according to the invention;
Fig. 2: schematically illustrates a top down view onto the road crash barrier device shown in figure 1;
Fig. 3: schematically illustrates a side view of a road crash barrier device according to figure 1, and
Fig. 4: schematically illustrates a cross sectional view onto a cut through line A-A shown in figure 1.

Detailed Description

Figure 1 show a road crash barrier device 1 according to the invention comprising a tire assembly 2 and an engaging and friction element 4. The tire assembly 2 comprises a first tire row 6 and a second tire row 8, shared flexible tensioning elements 10, 10', a left and a right booster element 12, 12' and connectors 14 for a signalling panel or the like. Each of the first and second tire rows 6, 8 comprise a plurality of tires 26, in the illustrated embodiment the first tire row 6 comprises five tires and the second tire row 8 comprises four tires. Any other combination of straight number of tires in the second row and odd number of tires in the first tire row or vice versa is possible and lies within the scope of the invention.
The tires of the first tire row 6 and the tires of the second tire row 8 are connected to one another in a zip-like manner so that their side walls overlap with one another and are in direct contact with neighbouring tires of the other tire row. Thus a first tire of the first tire row 6 is in contact with a side wall of a first tire of the second tire row 8 and the other side wall of the first tire of the second tire row 8 is in contact with a side wall of a second tire of the first tire row 6 and so on. The zip-like manner is also well visible in figure 2 and will be further described below.
The first tire row 6 comprises further a first and second spacer 28, 28' and a first flexible tensioning element 30.
The second tire row 8 comprises further a third spacer 34 and a second flexible tensioning element 36. The flexible tensioning element 36 is well visible in figure 2 as well.
The functioning of the shared flexible tensioning elements 10, 10' and the first and second flexible tensioning element 30, 36 will now be described. The tire assembly 2 is held together by the first and second flexible tensioning elements 30, 36 and the shared flexible tensioning elements 10, 10'. The first flexible tensioning element 30 extends through the sidewalls of all tires 26 of the first tire row 6 (first flexible tensioning element 30) from one side of the tire assembly 2 to the other side of the tire assembly 2. The second flexible tensioning element 36 extends through the sidewalls of all tires 26 of the second tire row 8 (first flexible tensioning element 30) from one side of the tire assembly 2 to the other side of the tire assembly 2 (second flexible tensioning element 36). The shared flexible tensioning elements 10, 10' extend through the sidewalls of all tires of the first and the second tire row 6, 8 in order to keep the tire assembly 2 in place and steady. The shared flexible tensioning elements 10, 10' and the first and second flexible tensioning elements 30, 36 can be ropes, for example steel ropes or steel wires in order to provide a good flexibility and elasticity of the tire assembly 2 during an impact of a vehicle. The shared flexible tensioning elements 10, 10' and the first flexible tensioning element 30 are installed by compressing the tire assembly 2 slightly and then connecting the left and right booster elements via a nut, washer and sleeve connection. The left and right booster element 12 are made of sheet metal and their function is to prevent at least the first and last tire of the first tire row 6 from being ripped away from the tire assembly 2 during an impact or a crash of a vehicle.
The first, second and third spacers 28, 28', 34 are configured to keep the tires 26 of the first and second tire row 6, 8 in place during the installing and tensioning of the shared flexible tensioning elements 10, 10' and the first and second flexible tensioning elements 30, 36. The first, second and third spacers 28, 28', 34 are made of treads including steel belts of tires, thus of tire contact surfaces without the side walls. Any other suitable material such as plastic or the like may however be used.
On a front side 29 of the tire assembly 2 a signaling element, reflector or the like may be positioned to make it easier for a driver to see the road crash barrier device from a distance. From the front side 29 the engaging and friction element 4 in the form of a net made of conveyor belt rubber or reinforced rubber is extending. The engaging and friction element 4 has a length as measured from the front side 29 of about 1 m to 5m, preferably 1.2m to 4m and more preferably 1.4m to 3m and even more preferably from 1.4m to 2.5m. The different straps of the net of the engaging and friction element 4 may be connected to one another via a not and bolt-screw connection or the like.
The tires may be truck tires as shown in figure 1. The tire assembly 2 and the road crash barrier device 1, respectively, may further comprise rope portions 38 for easy lifting of the road crash barrier device 1, when the latter is positioned on a road surface.
Turning now to figure 2, which illustrates a top down view onto the road crash barrier device 1 according to figure 1, the zip-like connection of the first and second tire row 6, 8 of the tire assembly 2 becomes more clear and easier to understand. The tires 26 of the first and second tire row 6, 8 are configured to be standing with their contact patch on the road surface when the road crash barrier device 1' is installed on a road. The tires 26 are thus not stacked but standing as when they are installed on a vehicle. In their standing orientation the tires 26 of the first tire row 6 are connected to the tires of the second row 8 so that the tires of each row overlap with at least a part of their side wall. The tire assembly 2 thus becomes compact and easy to handle. The shared tensioning elements 10, 10' extend from one side of the tire assembly 2 to the other side of the tire assembly 2, similarly as the second flexible tensioning element 36 illustrated in figure 2, but through the side walls of all the tires 26 of the tire assembly 2. This is indicated with a dashed line in figure 2.
Figure 3 illustrates the road crash barrier device 1 comprising the tire assembly 2 and the engaging and friction element 4 in a side view. The right booster element 12 is well visible such are the connections holding the net of the engaging and friction element 4 together. The bolts or nuts of the connections may further serve as portions that engage the road surface during an impact; - alternatively the engaging and friction portion may comprise specific portions to do so, such as spikes for example for the use of the road crash barrier device 1' during winter. The first and second tire rows 6, 8 are further also well illustrated showing how the tires 26 are connected to one another via the shared flexible tensioning elements 10, 10' and the right (and left) booster element 12, respectively. It is possible to only provide one single shared flexible tensioning element 10 and no other further tensioning element such as no first and second flexible tensioning element 30, 36. It is however better for stability and handling of the device to provide the first and second flexible tensioning element 30, 36 and at least two shared flexible tensioning elements 10, 10'. In the same way it is possible to provide more of the shared flexible tensioning elements and more than the first and second flexible tensioning elements.
The shared flexible tensioning elements 10, 10' are spaced apart in a direction perpendicular to a plane defined by the road surface or in a direction perpendicular to a plane defined by the flat part of the engaging and friction element 4. Such a spaced apart arrangement of the shared flexible tensioning elements 10, 10' improves the handling of the road crash barrier device 1 and it also improves the stability during an impact.
The engaging and friction element 4 can be folded on top of the tire assembly 2 during transport and storage for easier handling. Corresponding hooks (not shown) or the like may be provided on the tire assembly 2 to keep the engaging and friction portion 4 in place during such storage or transport.
Figure 4 illustrates a cross sectional view onto the road crash barrier device 1, the cross section being cut through line A-A of figure 1. It can be seen how the belts or straps of the net of the engaging and friction element 4 are wrapped or folded around the first flexible tensioning element 30 in between the tires 26. The folded strap is then riveted or screwed together by a bolt/nut connection in order to keep the net and the engaging and friction element 4, respectively, in position. The first flexible tensioning element 30 is arranged at a lower portion of the first tire row 6, below the centre of the tires towards a road surface, when the road crash barrier device 1 is put in place. Figure 4 further also illustrates the first and second spacers 28, 28' in the form of outspread treads of tires 26 or anything similar.
The invention has now been described referring to the figures and one embodiment. The description shall however not be considered to be limited to the embodiment shown. The engaging and friction element 4 for example may be a mat or rubber mat instead of the net. The road crash barrier device 1 may further comprise a third, fourth, etc. tire row (not shown) having the same amount of tires as the first and second tire row 6, 8, respectively, or a different amount of tires. The first tires row 6 may comprise at least two tires and the second tire row 8 at least one tire. Any higher number may however be possible to choose. In order to build the road crash barrier device 1 in a symmetric manner it may be beneficial to provide always an even number of tires in one of the first or second tire row 6, 8 and an uneven number of tires in the other of the second or first tire row 8, 6.

Claims

A road crash barrier device configured to be positioned on a road and comprising anassembly (2) and an engaging and friction element (4) connected to the assembly (2) on a front side (29) thereof, the assembly (2) comprising:
- a first row (6) comprising at least two shock absorbing elements (26);

- a second row (8) comprising at least one shock absorbing element (26);; the first row (6) and the second row (8) being connected to one another, whereby the shock absorbing elements (26) are positioned so that a tread and a contact patch of the shock absorbing elements (26), respectively, are in contact with a road surface when the road crash barrier device is positioned on the road, characterized in that the first row (6) and the second row (8) are connected to one another in a zip-like manner so that side walls of the shock absorbing elements (26) of the first row (6) are in contact with and at least partially overlap side walls of the shock absorbing elements of the second row (8) and wherein the first and second rows are connected via a shared flexible tensioning element (10, 10') that extends from one side of the assembly (2) to the other side of the assembly through the side walls of the shock absorbing elements of the first (6) and second rows (8).
The road crash barrier device according to claim 1, wherein the shock absorbing elements are tires and wherein the assembly is a tire assembly and wherein the first row (6) is a first tire row (6) and wherein the second row (8) is a second tire row (8).
The road crash barrier device according to claim 2, wherein the tire assembly (2) comprises at least two shared flexible tensioning elements (10, 10'), spaced apart from one another as seen in a direction perpendicular to a plane defined by the road surface, that extend from one side of the tire assembly (2) to the other side of the tire assembly (2) through the side walls of the tires of the first (6) and second tire rows (8).
The road crash barrier device according to claim 2 or 3, wherein the first tire row (6) further comprises a first flexible tensioning element (30) and a first and second spacer (28, 28') and wherein the second tire row (8) further comprises a second flexible tensioning element (36) and a third spacer (34), the first and second spacers being connected to the treads of the tires of the first and second tire row, respectively, and wherein the first and second flexible tensioning elements extend from one side of the tire assembly (2) to the other side of the tire assembly through the side walls of the first and second tire row, respectively.
The road crash barrier device according to the previous claim, wherein the first (30) and second flexible tensioning elements (36) and the shared flexible tensioning elements (10, 10') comprise steel cables.
The road crash barrier device according to any of the previous claims 2 - 5, wherein the tire assembly (2) further comprises a left booster element (12) and a right booster element (12'), wherein at least the shared flexible tensioning element(s) (10, 10') and preferably also at least one of the first (30) and second flexible tensioning elements (36), are anchored with their respective free ends in the respective left and right booster element.
The road crash barrier device according to any of the previous claims, wherein the engaging and friction element (4) is made of reinforced rubber, for example conveyor belt rubber comprising textile reinforcement.
The road crash barrier device according to any of the previous claims, wherein the engaging and friction element (4) is shaped as a net that is configured to be in contact with the road surface when the road crash barrier device is positioned on the road.
The road crash barrier device according to any of the previous claims, wherein the engaging and friction element (4) comprises road engaging portions on a side facing the road surface when the road crash barrier device is positioned in place.
The road crash barrier device according to any of the previous claims, wherein the engaging and friction element (4) has a length of about 0.8m - 4m, preferably 1 m to 3m as measured from the front side (29) of the tire assembly to a free end of the engaging and friction element.
The road crash barrier device according to the previous claim, wherein the first, second and third spacers (28, 28', 34) are made of tire treads including the tread's steel belt.
The road crash barrier device according to any of the previous claims, wherein the tires are truck tires.
The road crash barrier device according to any of the previous claims, wherein the engaging and friction element (4) is connected to the first and/or second flexible tensioning elements (30, 36) close to the road surface when the road crash barrier device is positioned on the road.