GB2564704A

GB2564704A - Barrier system

Info

Publication number: GB2564704A
Application number: GB1711744.1A
Authority: GB
Inventors: John Todd David
Original assignee: Hardstaff Barriers Ltd
Current assignee: Hardstaff Barriers Ltd
Priority date: 2017-07-21
Filing date: 2017-07-21
Publication date: 2019-01-23
Also published as: GB201711744D0

Abstract

The vehicle barrier comprises one or more pre-fabricated vehicle barrier blocks 1A,1B comprising at least one hole, and a shield plate 20,30 mounted to one or more barrier blocks via the hole. The barrier preferably comprises a plurality of blocks and a shield plate mounted to the plurality of blocks. The shield plate may be mounted to a joining end of the one or more blocks. Each block preferably has first and second joining ends, each with a shield plate mounted to it. The shield plate preferably comprises a hollow section which may comprise a portion of a tube. One or more connecting bands preferably interconnect the plurality of blocks. A locking lug comprising a tapered end face with a groove in it is preferably at least partially insertable into the hole to engage with a fixing element of the shield plate. Also claimed is a shield plate for a vehicle barrier.

Description

Barrier system

Field of the Invention

The present invention relates to barrier systems, in particular to re-deployable, temporary barriers of the type made from pre-cast concrete. More specifically, the invention relates to a temporary barrier comprising a re-deployable reinforcement structure.

Background

Re-deployable vehicle barriers are used to temporarily impede vehicle access and may be used to protect construction sites or as inter-lane barriers to guide traffic.

An exemplary barrier is shown in Figures 1 and 2. Figures 1 and 2 show an isometric view and top view, respectively, of a barrier 1 of the prior art. The barrier 1 is a socalled “V28 Multibloc” pre-cast concrete vehicle barrier (PCVB). The barrier 1 is a unitary concrete block of about 3 metres length, 0.8 metres height and about 0.45 metres width, and weighs about 2.5 tons (2500 kg). Herein, the 3m x 0.45m faces are referred to as barrier top or barrier base, respectively, the 3m x 0.8m faces are referred to as barrier sides, and the 0.8m x 0.45m faces are referred to as joining ends. The barrier top, base and sides are generally flat and the barrier is stable when resting on the 3m x 0.45m base. The joining ends comprise a scarp joint 5. The scarp joint 5 is a nibbed scarp joint, ie with surface comprising, in section, a “Z” silhouette. The scarp joints are oriented parallel to each other, providing a C2-symmetry to the barrier 1, meaning that a barrier 1 can be rotated by 180 degrees without affecting an engagement between the scarp joints 5 of consecutive barriers.

Thereby, the scarp joints 5 allow multiple barriers 1 to be joined in a longitudinal series with an overlap, ie joining end to joining end, to provide a wall of about 0.8 metres height and about 0.45 metres width. The overlap provided by the scarp joints 5 achieves that the wall has no straight gap perpendicular to the longitudinal extension of the wall. Such a wall is suitable, for instance, as perimeter protection or to fit between two vehicle lanes. In Figure 2, parts of two adjacent barriers 1S are indicated in dotted lines on either side of the barrier 1 to illustrate a wall arrangement. In Figure 2, the arrow V1 indicates the direction from which a head-on collision may be expected, and the arrow V2 indicates the direction in which a collision may be expected from a vehicle veering off its assigned lane.

The barrier 1 comprises a plurality (here: four) bores 3, each bore extending from a barrier side (ie the outside) to the scarp joint 5 (ie a side between adjoining barriers) at an angle of about 45 degrees. Each bore 3 comprises an outer opening 2 on the outside of the barrier 1 and an inner opening 4 on the scarp joint 5. Each bore 3 is arranged such that the bores 3 of two adjacent barriers join to provide a series of two bore sections suitable for receiving a joining means (such as a bolt) to connect two adjacent barriers.

In addition, the barrier 1 comprises a plurality (here: two) grooves 6 each on the barrier top and base, and a central groove 7 extending along the longitudinal extent of the barrier 1. The grooves correspond to the dimensions of standard fork-lifts. In addition, the barrier 1 comprises a plurality of blind holes 8 (only shown in Figure 2). The blind holes are located in the grooves 6. The grooves 6, the central groove 7 and the blind holes 8 are provided to facilitate the handling of the concrete block, eg by facilitating handling with a fork-lift truck or by allowing hoisting gear (such as hooks) to be attached. Further, practically every external edge of the barrier 1 is chamfered by a chamfer 9, which assists with de-moulding. The chamfers 9 are also less prone to chipping as might otherwise be the case with right-angled concrete edges.

Different types of barrier elements exist with different joint geometries, eg scarp joints as shown in Figures 1 and 2 or tongue-groove engagements. In practice, a single type of barrier element is used at an installation, as this helps to ensure that the barriers can be joined in series.

It is an object of the present invention to provide improvements to concrete barrier blocks.

Summary of the Invention

In accordance with a first aspect of the invention, there is provided a re-deployable vehicle barrier as defined in claim 1.

The re-deployable vehicle barrier comprises one or more pre-fabricated vehicle barrier blocks comprising at least one hole, and a shield plate mounted to the one or more barrier blocks via the hole.

The pre-fabricated vehicle barrier may be of the “V28 Multibloc” type described above with reference to Figures 1 and 2.

It will be understood that a shield plate is an externally facing plate capable of absorbing at least a part of an impact force before this is transferred to the barrier block barrier, thereby providing a shield function. The shield plate distributes at least to some extent impact forces over a larger area of the barrier block. As such, a shield plate is distinguished from hoisting fixture that may be attached to an opening in a groove.

In some embodiments, the re-deployable vehicle barrier comprises a plurality of barrier blocks and a shield plate mounted to the plurality of barrier blocks.

A shield plate may be mounted across a plurality of barrier blocks. This is believed to help to dissipate any impact energy from the shield plate onto multiple barrier blocks.

The shield plate is for the one or more barrier block, ie provided to provide improved impact protection. As such its shape may at least on one side correspond to the silhouette of the portion of the one or more barrier blocks to which it is mounted. The shield plate may have one or more flat abutment surfaces with the barrier block. A shield plate with a plurality of abutment surfaces may have at least one angled bend, so as to follow a contour of a barrier block with an edge. A shield plate is distinguished from barrier elements that may be positioned to bridge a perimeter gap between two spaced-apart concrete blocks.

In some embodiments, the shield plate is mounted to a joining end of the one or more barrier blocks.

As described with reference to Figures 1 and 2, a pre-cast barrier block may comprise joining ends configured to allow multiple barrier blocks to be joined in series.

The present inventor has appreciated that barrier blocks may be installed in an orientation perpendicular to the orientation normally installed. le, instead of longitudinally following a perimeter outline to provide a wall in which the 3m x 0.8m faces provide an impact side (ie the side facing in the direction from which an impact is expected), a barrier block may be installed with the 0.8m x 0.45m joining end facing constituting the impact side.

Such barriers are suitable for a so-called “sparse” deployment, a sparse deployment being an installation in which units are spaced apart, for instance to permit pedestrian access while preventing vehicle access. For instance, barrier units may be installed between 0.8 m to 1 m apart, with a gap between two barrier units that is too narrow for a vehicle. The joining ends, particularly of concrete blocks, are not usually designed for head-on impact protection. While still suitable for impeding a vehicle impact, the edges are prone to chipping and this may happen during routine deployment and redeployment. Chipping may be more apparent on concrete barriers that have been in use for some time and/or on multiple sites.

While not a particular concern in file traffic, this is not desirable if such barriers are used in pedestrian areas, where it is desirable to avoid rough edges eg at which a person’s clothing or bag may catch. The provision of a shield plate allows a smoother surface to be provided by covering the edges of a joining end.

In some embodiments, each of the one or more barrier blocks comprises a first joining end and a second joining end, and the shield plate is mounted to the first joining end and another shield plate is mounted to the second joining end.

The first and second joining ends are understood to be opposite each other, eg one joining end facing in the impact direction and the other joining end facing away from the impact direction. The second shield plate covers edges of the joining ends of the one or more barrier blocks.

In embodiments comprising a plurality of barrier blocks, the second shield plate is also believed to improve the connection between two barrier blocks, to reduce the load from an impact that would otherwise affect a shield plate facing the impact side.

In some embodiments, the shield plate comprises a hollow section.

The hollow section extends perpendicular to the direction of an expected impact. The hollow section provides a crumple zone or crush-collapsible zone that further dissipates impact energy to reduce impact forces that would otherwise act directly on the one or more barrier blocks.

In some embodiments, the hollow section is provided by a portion of a tube.

For instance, the hollow section may be provided by plates that are welded onto the shield plate. In practice, the shield plate will comprise a barrier-facing side that is mounted to the barrier and an impact-facing side that faces away from the expected impact.

A tube provides a rounder engagement surface and so is believed to provide an improved impact resistance due to an ‘egg-shell shape’ effect.

Furthermore, manufacture of a shield plate is facilitated because a tube section requires potentially fewer weld lines than a more complex shape may require, while still achieving comparable levels of impact stability.

In some embodiments, the one or more barrier blocks comprise one or more connecting bands to interconnect the plurality of barrier blocks.

The connecting bands may further improve the stability of a vehicle barrier by improving the connection between the barrier blocks. Barrier blocks can be expected to comprise a number of blind bores that are usually provided for attaching hooks or hoisting gear. The blind bores can be used to attach the connecting bands.

In some embodiments, the re-deployable vehicle barrier further comprises a locking lug at least partially insertable into the hole to engage with a fixing means of the shield plate.

The locking lug assists with anchoring a shield plate to a barrier block. The locking element may comprise a threaded bore to receive a bolt whereby the shield plate may be anchored to the barrier block.

To provide an illustrative explanation with reference to Figures 1 and 2, a shield plate may be positioned on the joining end 5 and fixed via the through hole 3. The locking lug of the invention may be inserted in the outer opening 2 to engage a bolt extending through the shield plate, the inner opening 4 and through bore 3.

The locking lug facilitates a secure anchoring using the existing through holes of the barrier. The locking lug facilitates assembly and disassembly, and therefore the logistics of deploying and re-deploying the vehicle barriers.

In some embodiments, the locking lug comprises a tapered end face.

By way of the tapered end face, the locking lug can be installed in an orientation so as to be flush with the surface of the barrier block when the locking lug is inserted into one of the through hole extending at an angle inclined relative to the barrier surface plane.

This allows multiple barriers to be installed side-by-side without a locking lug protruding beyond the barrier surface.

In some embodiments, the locking lug comprises a groove on an end face.

The groove allows the locking lug to be held with a suitable tool (eg a screw driver) to facilitate assembly and disassembly of the vehicle barrier.

This facilitates the assembly of the vehicle on site or prior to deployment.

In accordance with a second aspect of the invention, there is provided a shield plate for a re-deployable vehicle barrier of the first aspect, as defined in claim 11.

The shield plate comprises a front face and a rear face and comprises a centre plate section and two side wings, one side wing on a first edge of the centre plate section and the other side wing on a second edge opposite the first edge of the centre plate section, the side wings bent at a bend line towards the rear face at an obtuse included angle relative to the centre plate section, the shield plate further comprising on the front face a tube element on the centre plate section between the bend lines, the side wings each comprising one or more attachment features for mounting the shield plate to a structure to be provided such that the tube element is held on the structure facing away from the structure.

The shield plate is suitable for use with embodiments of the first aspect. The tube structure may be a semi-cylindrical tube section, ie a tube section consisting of half a cylinder mantle, with semi-circular cross section, with the straight mantle edges of the semi-cylindrical section providing contact lines for joining to the centre plate section. The back-bent wings allow the shield plate to be mounted to two adjoined nibbed scarp joints of a V28 Multibloc pre-cast barrier block. The attachment elements are provided in the wings of the shield plate. This allows the tube element to cover practically the whole surface of the centre plate section. This avoids interference with the attachment mechanism.

Description of the Figures

Exemplary embodiments of the invention will now be described with reference to the Figures, in which:

Figure 1 shows an isometric view of a prior art pre-cast concrete vehicle barrier;

Figure 2 shows a top view of the Figure 1 barrier;

Figure 3 shows a top view of an embodiment of the invention;

Figure 4 shows a top view of a component used in the embodiment;

Figure 5 shows a front view of the Figure 4 component;

Figure 6 shows a top view of another component used in the embodiment;

Figure 7 shows a front view of the Figure 6 component;

Figure 8 shows a section view of another component used in the embodiment; and Figure 9 shows an enlarged detail view of a portion of Figure 3.

Description

Figures 1 and 2 have been described before. Turning to Figure 3, this shows a top view of a barge 10 constituting a re-deployable vehicle barrier. The barge 10 comprises a plurality of barrier blocks 1A and 1B. Each barrier block 1A and 1B corresponds to the barrier block 1 described in Figures 1 and 2, and the same reference numerals are used, with the addition that the suffix “-A” is used to denote elements of the first barrier block 1A and the suffix “-B” is used to denote elements of the second barrier block 1B. In Figure 3, the arrow V indicates the direction from which a vehicle impact would be expected. The impact in the Figure 3 arrangement is expected perpendicular to the arrangement of Figure 2, ie onto the joining ends provided by the scarp joint 5 (here: scarp joints 5A and 5B).

The barrier blocks 1A and 1B are arranged in a side-by-side configuration, such that aligned grooves 6A and 6B of the barrier blocks 1A and 1B join to one elongate groove. The first barrier block 1A is flipped relative to the second barrier block 1B, such that the barge 10 exhibits mirror symmetry, ie the protruding end of one scarp joint 5A abuts the protruding end of the other scarp joint 5B. The two barrier blocks 1A and 1B are connected by two connecting bands 12 that are mounted in the grooves 6 via the blind holes 8 (holes 8 not indicated in Figure 3).

At the forward end, which in the reading orientation of Figure 3 is the lower end, the barge 10 is provided with a first plate 20. At the rear end, which in the reading orientation of Figure 3 is the upper end, the barge 10 is provided with a second plate 30. The first plate 20 and the second plate 30 will be described with reference to Figures 4 to 7 below. Where the plates 20, 30 extend across the barriers 1A and 1B, they cover any chamfers 9 beneath the plates, thereby bridging a gap between two chamfers, to provide a continuous surface. Both plates 20, 30 are anchored by an anchoring engagement 50 to the barge 10 via the through holes 3 of each barrier block, by way of bolts inserted into the inner openings 4A and 4B, respectively, to engage in locking lugs 40 inserted into the outer openings 2A and 2B, respectively. The locking lug 40 is illustrated in Figure 8 and the anchoring engagement 50 is illustrated as an enlarged drawing in Figure 9.

The barrier 1A, 1B may be concrete barriers, in particular pre-cast concrete barriers. The first and second plates 20, 30, connecting bands 12 and locking lugs 40 may be from different materials or from the same material. As an example, the first and second plates 20, 30, connecting bands 12 and locking lugs 40 may be made from metal, in particular steel, such as S275 mild steel with a galvanised finish so as to reduce corrosion on steel-concrete interfaces.

As shown in Figure 3, the barge 10 may have a length of 3 metres and a height of about 0.8 metres, corresponding to the length and height of a single barrier. The width is about 0.9 metres and the weight in the region of 5 tons (5000 kg), ie double the wright of a single barrier. The impact-facing side comprises, by way of the first plate 20, a semi-circular external face, covering the chamfered edges and any chips. Upon impact, it is far less likely for one of the barriers 1A or 1B to crumble. The first plate 20 is provided on the joining end of the barriers 1A and 1B and so the barrier sides are free from attachment. This arrangement allows two or more barges 10 to be installed side-by-side in abutment, if desired. This also facilitates storing assembled barges 10 in close proximity. Likewise, this allows for efficient use of space on a lorry during transport of assembled barges.

Turning to Figures 4 and 5, these show a first plate 20 constituting a shield plate. Figure 4 shows a top view (top in the configuration in which the shield plate is intended to be installed to the barge 10). Apart from mounting holes (shown in Figure 5) the section of the first plate 20 is homogenous along the longitudinal extent of the first plate 20 and so the top view of Figure 4 is suitable to illustrate the features of the first plate.

The first plate 20 has a generally symmetric design and comprises a centre plate section 21 and two lateral wings 22 constituting side wings. Each wing 22 is bent back (back being on the top in the reading orientation of Figure 4) at an obtuse angle at a bend line 24 relative to the centre plate section 21. Each wing 22 ends in outer edges 23 that define the width of the first plate 20. The centre plate section 21 comprises on the face opposite the bent-back wings 22 a tube section 26. The tube section 26 has a semi-circular profile provided by a longitudinally halved cylindrical tube. The tube section 26 comprises two half-mantle edges 25 that correspond to the sides of a rectangular cylinder section and are welded to the centre plate section 21. As such, only two weld lines corresponding to the half- mantle edges 25 are required between the tube section 26 and the centre plate section 21. The diameter of the tube section 26 is close to, but slightly less than, the width of the centre plate section 21. The inner space between the mantle of the tube section 26 and the centre plate section 21 defines a semi-circular hollow space 27. The follow space 27 provides a crumple zone, or crush-collapsible zone.

Turning to Figure 5, this shows the first plate 20 from the front, as it would appear from the intended direction of an impact (see arrow V in Figure 3). The same numerals are used for corresponding elements in Figure 5 as in Figure 4. Figure 5 shows a plurality (here: four) mounting holes 29 for mounting the first plate to a barge 10. The mounting holes are provided on the wings 22 between the outer edge 23 and the bend 24 of a wing 22. This allows the tube section 26 to be mounted via the mounting holes 29 on the wings 22 without the tube section 26 itself being structurally weakened by mounting apertures. Furthermore, this allows the tube section 26 to be dimensioned practically as wide and high as the centre plate section 21. The rear-facing silhouette of the first plate 20 corresponds to three sides of a trapezoid and is suitable for closely covering the protruding nibs of the scarp joints 5A, 5B of two barrier blocks 1A, 1B arranged side-by-side (as shown at the base of Figure 3).

Figures 6 and 7 show a rear plate 30. Figure 6 shows a top view (top in the configuration in which the rear plate is intended to be installed to the barge 10). Apart from mounting holes (shown in Figure 7), the section of the rear plate 30 is homogenous along the longitudinal extent of the rear plate 30 and so the top view of Figure 6 is suitable to illustrate the features of the rear plate 30.

The rear plate 30 has a generally symmetric design and comprises a centre plate section 31 and two side wings 32, one side wing 32 on the first edge of the centre plate 31 and the other side wing 32 on the second edge of the centre plate that is opposite the first edge. Each wing 32 is bent back (back being on the top in the reading orientation of Figure 6) at an obtuse angle at a bend line 34 relative to the centre plate section 31. Each wing 32 ends in outer edges 33. The two outer edges define the width of the rear plate 30.

Figure 7 shows the rear plate 30 face that would be facing the rear of the barge 10 (see Figure 3). The same numerals are used in Figure 7 as in Figure 6 for corresponding elements. Figure 7 shows a plurality (here: four) mounting holes 35 for mounting the rear plate 30 to a barge 10. The mounting holes are provided on the wings 32 between the outer edge 33 and the bend 34 of a wing 32. The front-facing silhouette of the rear plate 20 corresponds to three sides of a trapezoid and is suitable for closely covering the recesses of the scarp joints 5A, 5B of two barrier blocks 1A, 1B arranged side-byside (as shown at the top of Figure 3).

Figure 8 shows a section of a locking lug 40 that may be used to mount the first plate 20 and the rear plate 30 to the pair of barrier blocks 1 A, 1B of a barge 10. The locking lug 40 comprises a generally cylindrical body 42 with a first cylinder end 43 and a second cylinder end 45. Within the first cylinder end 43 there is provided a threaded portion 44 for receiving a bolt. The second cylinder end 45 is tapered at an incline relative to the cylinder axis. On the second cylinder end 45, the locking lug 40 comprises a groove 46 extending across the diameter of the second cylinder end 45. The groove 46 may be used for engagement with a fixing tool, such as a screw driver.

Figure 9 shows an anchoring engagement 50 indicated in Figure 3. Illustrated are a portion of the first barrier 1A including the joining end 5A, a portion of the rear plate 30 provided with a mounting hole 35, a mounting bolt 60 with a threaded tip 62. The mounting bolt may be a galvanised M24 set screw. Washers may be provided to improve the bolt connection. At the scarp joint 5A of the joining end, the first barrier 1A comprises a through hole 3A extending from an outer opening 2A on the barrier side to an inner opening on the scarp joint 5A. Inserted into the outer opening 2A is a locking lug 40. The through hole 3A extends generally perpendicularly to the chamfered surface of the scarp joint 5A and so is oriented at an incline to the side wall of the barrier 1A. Due to the taper of the second cylinder end 45 of the locking lug 40, the second cylinder end 45 is flush with the surface of the barrier side. Referring back to Figure 3, the locking lugs 40 at the forward end of the barge 10 are close to each other and so would not permit a close side-by-side abutment of the barriers 1A and 1B if one of the locking lugs 40 protruded beyond the side barrier surface. Turning back to Figure 9, the rear plate 30 is anchored to the barrier block 1A by the mounting bolt 60 extending through the mounting hole 35 and the through hole 3A to engage with the threaded portion 44 of the locking lug 40. The thread engagement between the threaded portion 42 of the locking lug 40 and the threaded tip 62 of the bolt 60 may be in the region of 30 to 50 millimetres. Prior to assembly, the threads may be provided with anti-seize grease to facilitate assembly and subsequent disassembly.

Other attachment mechanisms may be used. The hole in the barrier may be a through hole as the through holes 3A, 3B described in the embodiments. The hole in the barrier may be a blind hole suitable for anchoring a shield plate to the barrier. The hole may be created upon assembly, eg by drilling attachment features into the barrier, thereby creating a bore hole. It will be appreciated that the type of hole may be determined by the design of the pre-fabricated barrier unit. As such, the attachment mechanism to fix the shield plate to one or more barriers may be modified so as to be suitable for a particular barrier type.

The connecting arrangement comprising the first plate 20, the second plate 30, and the connecting bands 12 avoids a connector on the base of the barrier blocks. Thereby, a pre-assembled barge 10 can be lifted by a fork-lift truck by way of the grooves 6 on the base of each barrier 1A and 1B.

While the embodiment of Figure 3 shows a barge comprising two barrier blocks, a larger number of barrier blocks may be used. For barrier blocks of the V28 Multibloc type with C2 symmetry, the use of an even number of barrier blocks allows the protruding portions of two scarp joints to be adjoined to provide a chevron. The cylindrical section covering practically the area of the centre shield plate provides a rounded impact surface that is believed to better dissipate impact energy opposed to an arrangement without shield plate. This is believed to reduce impact-induced fragmentation of a barrier that might otherwise occur, particularly in unshielded concrete barriers.

Claims

CLAIMS:

1. A re-deployable vehicle barrier comprising one or more pre-fabricated vehicle barrier blocks comprising at least one hole, and a shield plate mounted to the one or more barrier blocks via the hole.

2. The re-deployable vehicle barrier according to claim 1, comprising a plurality of barrier blocks and a shield plate mounted to the plurality of barrier blocks.

3. The re-deployable vehicle barrier according to claim 1 or 2, wherein the shield plate is mounted to a joining end of the one or more barrier blocks.

4. The re-deployable vehicle barrier according to claim 3, wherein each of the one or more barrier blocks comprises a first joining end and a second joining end, and wherein the shield plate is mounted to the first joining end and another shield plate is mounted to the second joining end.

5. The re-deployable vehicle barrier according to any one of the preceding claims, wherein at least one shield plate comprises a hollow section.

6. The re-deployable vehicle barrier according to claim 5, wherein the hollow section is provided by a portion of a tube.

7. The re-deployable vehicle barrier according to any one of claims 2 to 6, further comprising one or more connecting bands to interconnect the plurality of barrier blocks.

8. The re-deployable vehicle barrier according to any one of the preceding claims, further comprising a locking lug at least partially insertable into the hole to engage with a fixing means of the shield plate.

9. The re-deployable vehicle barrier according to claim 8, wherein the locking lug comprises a tapered end face.

10. The re-deployable vehicle barrier according to claim 8 or 9, wherein the locking lug comprises a groove on an end face.

11. A shield plate for a vehicle barrier according to any one of the preceding claims, the shield plate comprising a front face and a rear face and comprising a centre plate section and two side wings, one side wing on a first edge of the centre plate section

5 and the other side wing on a second edge opposite the first edge of the centre plate section, the side wings bent at a bend line towards the rear face at an obtuse included angle relative to the centre plate section, the shield plate further comprising on the front face a tube element on the centre plate section between the bend lines, the side wings each comprising one or more attachment features for mounting the shield plate to a 10 structure to be provided such that the tube element is held on the structure facing away from the structure.