US2825987A

US2825987A - Paired yielding roadway barriers

Info

Publication number: US2825987A
Application number: US435400A
Authority: US
Inventors: Emerson D Sawyer
Original assignee: Individual
Current assignee: Individual
Priority date: 1954-06-09
Filing date: 1954-06-09
Publication date: 1958-03-11
Anticipated expiration: 1975-03-11

Description

E. DQSAWYER PAIRED YIELDING ROADWAY BARRIERS March 11, 1958 Filed June- 9, 1954 rm: N

VvEEEEk mIIW Kn XKVHAH M United States atent fitice PAHKED YIELDING ROADWAY BARRIERS Emerson D. Sawyer, Chicago, iii.

Application June 9, 1954, Serial No. 435,400

2 Claims. (Cl. 39-4) My invention relates to certain novel improvements in yielding barrier outline construction, and involves a general construction of the barrier carrying framework that will enable the use of these barriers readily on twinroadway construction, and in a manner to provide a well balanced structural framework to be projected to the public view. Under ordinary circumstances barriers, built on a twin roadway construction in which the center island is narrow and a separate column for each barrier has to be located on the island between the curb lines, are in offset relationship to one another. This offset, disassociated barrier appearance is not only unattractive but is also unduly expensive.

Therefore the present invention has for its primary object to provide a novel single island supported column for dual highway barriers which is simple in construction, makes for attractive dual barrier installation appearance while permitting the use of the usual barrier movement control means, and enables closely adjacent lane barriers to be readily positioned for disposition at right angles to the highway lanes.

A further object of the invention is to furnish a barrier column-provided guideway arrangement which enables duplicate barrier supporting drum-incorporating slide boxes to be used.

Additionally, the invention contemplates a dual lane barrier installation which provides a supporting structure of uniform strength for each lane.

Invention also resides in certain novel features of construction, combination and arrangement of the various parts and in modes of operation thereof.

The barrier is best understood by reference to the drawings, in which Figure 1 is a plan view of such a barrier construction as constructed on this type of a bridge having twin roadways and showing the barrier outline in plan view.

Fig. 2 is an enlarged plan of the barrier in plan view, showing the plan view of the barrier device with the housing indicated thereon, taken on lines 11 and 1-1 of Pig. 1. 1

Fig. 3 is an elevational view showing the columns and portals stretched between the columns, with the net shown in addition, taken on line 2-2 of Fig. 2.

Fig. 4 is a further enlarged plan showing the directions of the shafts and nets in plan view, taken on line 3--3 of Fig. 3.

Figure 5 is a sectional elevational view of one of the side columns showing the mechanism which drives the barrier between

columns

2 and 3 taken on line 5-5 of Fig. 3.

Fig. 6 is a sectional elevational view of one of the side columns showing the mechanism which drives the barrier between columns 1 and 2, taken on line 44 of Fig. 3.

In referring to the three barrier patents, 2,397,330, 2,602,249, and 2,605,829 the various drawings of each of these patents show the general mechanism used within supporting structure of these barriers, both for the mechanisrn that runs vertically in the columns and the mechanism located on the outside columns of the barriers.

Normally speaking, each one of the barriers described previously have been opposite-sided barrier construction, with the driving mechanism and the mechanism within the columns showing as right and left-hand members.

In the present invention, the mechanisms which function in the columns and the mechanism within the columns will be set up as right-hand members only.

In the drawing 1 represents a barrier column to the left of Fig. 2; 2 represents a column on the center roadway or median strip; 3 represents a column on the righthand side of the road; 4 represents a portal between columns .1 and 2; and 5 represents a portal between

columns

2 and 3; in Fig. 3 6 represents a net stretched between columns 1 and 2, and 7 represents a net stretched between

columns

2 and 3. Further in Fig. 3, 8 represents the shaft stretched between columns 1 and 2, and 9 represents the shaft stretched between

columns

2 and 3.

In Fig. 4, which is a plan view section showing in an enlarged form the same shafts shown above 8 and 9 with the pinions attached at their ends it}, ill, 12 and 13. Pinions 10 and 11 are first a driving pinion 10 and a driven pinion 11, whereas in the opposite roadway pinion 13 is the driving pinion and the pinion 12 is the driven pinion.

it will be noted that these pinions set on a slight diagonal with the

barrier columns

1, 2 and 3. In Figs. 5 and 6 the driving mechanism is set on the same slight skew on which the above pinions are set. This driving mechanism of course consists of a motor and a speed reducer such as described in the earlier noted applications.

In Figs. 4 it will be noted that the counterweights are both arranged for the left-hand roadway with the counterweight above the center line of the structure. These counterweights are 14 and 15, whereas the boxes in this same roadway are box 16 and box 17, 'but of the same right-hand construction; in the right-hand roadway the counterweights i8 and 19 are set on the lower side of the center line of the structure, whereas the boxes 20 and 21 are set opposite one another in

columns

2 and 3.

It will be noted that the openings in the boxes 16 and 17 fall on opposite sides of the boxes 16 and 17, but in plan view, Fig. 4, boxes 16 and 17 although of the same construction, are set in the columns 1 and 2 in their reverse position. This applies also to boxes 20 and 21, in

columns

2 and 3, where the boxes although similarly fabricated, are located in the

columns

2 and 3 in their reverse direction.

The openings 22 and 23 in the columns 1 and 2, are placed as shown to accommodate the space for the barrier nets in columns 1 and 2 so that the net 6 can be stretched directly across the roadway between columns l and 2. This same feature applies to openings 24 and 25 in

columns

2 and 3, which are placed as shown so as to permit the net '7 to run directly across the roadway. Boxes 20 and 21, although built similarly, are set in the

columns

2 and 3 in reverse position. Thus it is seen that the two networks 6 and 7 pass directly across the roadway independent of the diagonal line of the top shafts.

The openings marked 20, 21, 22 and 23 are shown in their columns in the proper location at the time of fabrication of the columns, the central column 2 being a double-faced column, whereas with the two side columns 1 and 3 an additional pocket is formed within the columns so as to bring the symmetry of the whole structure into view without any deficiencies in the structural frame. These two false openings in columns 1 and 3 are designated as pockets 26 and 27, with pocket 26 on one side of column 1, and the pocket 2'7 on the opposite side of column 3.

It can be readily seen from this arrangement that the barriers will function with full efiiciency under these circumstances without providing any other additional material other than the general arrangement of the structural steel work, together with the regular functioning parts of a regular barrier without using the left-hand boxes in the barriers themselves and only the boxes shown as 16, 1'7, 20 and 21, which are all right hand boxes.

Fig. 5 shows the arrangement taken on line 5-5 of Fig. 3, showing the slight skew necessary in the driving mechanism, with speed reducer 29, bottom sprocket and driving chain 33. This view shows a slight angle of the mechanism in the base of column 3.

Fig. 6 shows the arrangement taken on line 44 of Fig. 3, showing the slight shew necessary in the driving mechanism, with speed reducer 28, bottom sprocket and driving chain 32.

It should be noted that sprocket 35) is directly below sprocket it) of Fi 4, and that sprocket 31 of Fig. 5 is directly below sprocket 13 of Fig. 4.

Barriers designed as shown in this patent application are used in a most imposing position on the bridge surface, and the exterior effect of the outer portions of the design must conform to regularity, and this regularity imposes another feature on the barrier designer, who must make his structure conform to the general outline of the exposed position in which his barrier falls. internally, the barrier must be able to function with the same efiiciency that it has always functioned, and it is this feature that has brought about new devices in barrier construction.

While I have illustrated and described the preferred forms of construction for carrying my invention into effect, these are capable of variation and modification without departing from the spirit of the invention. I do not wish to be limited to the precise details disclosed, but desire to avail myself of such variations and modifications as fall Within the scope of the appended claims.

I claim:

1. In a yieldable barrier installation for divided highways providing a single upstanding central island-carried barrier end-supporting column between separate lanes, said installation providing separate yieldable barriers for each lane including actuating shaft-incorporating operating means therefor, drum-incorporating slide boxes carried by each end of each of said barriers and having barrier exit openings, there being further provided separate lane-spanning and barrier-actuating shaft-housing portals overlying the respective barriers, upstanding portal end-supporting and slide box guideway-providing columns at the outer margins of each lane, the guideways of said outer columns slidably receiving and retaining the outermost ones of the barrieucarrying slide boxes, and said guideways providing openings registe'ing with said slide box openings; said single upstanding island-supported column providing adjacent vertical guideways which are laterally aligned with one another longitudinally of the highway and slidably receive the inner ones of said barrier-carrying slide boxes, said adjacent island column-provided guideways having openings for registry with related slide box openings, said portals being in longitudinal alignment and the inner ends thereof carried by the open upper guideway ends of said islandsupported column, the respective guideways of the island column being ofiset forwardly and rearwardly with respect to the related outer column-provided guideway, said barrier-actuating shafts extending diagonally across the longitudinal axes of the respective portals, the shaft end portions being supported by and extending across the related outer column and island column-provided guideways, and slide box-operating gear-incorporating means operatively connected to the slide boxes and to adjacent end portions of said actuating shafts.

2. In a yieldable barrier installation for divided highways providing a single upstanding central island-carried be.rriei'ci1d-supporting column between separate lanes, said installation providing separate yieldable barriers for each lane including actuating shaft-incorporating operating means therefor, drum-incorporating slide boxes carried by each end of each of said barriers and having barrier exit openings, there being further provided separate lane-spanning and barrier-actuating shaft-housing portals overlying the respective barriers, upstanding portal endsupporting and slide box guideway-providing columns at the outer margins of each lane, the guideways of said outer columns slidably receiving and retaining the outer most ones of the barrier-carrying slide boxes, and said guideways providing openings registering with said slide box openings; said single upstanding island-supported column porviding adjacent vertical guideways which are laterally aligned with one another longitudinally of the highway and slidably receive the inner ones of said barrier-carrying slide boxes, said adjacent island columnprovided guideways having openings for registry with related slide box openings, said portals being in longitudinal alignment and the inner ends thereof carried by the open upper guideway ends of said island-supported column, the respective guideways of the island column being oliset forwardly and rearwardly with respect to the related outer column guideway, said barrier-actuating shafts extending diagonally across the longitudinal axes of the respective portals, the shaft end portions being supported by and extending across the related outer column and island column-provided guideways, slide box-operat- D gear-incorporating means operatively connected to the slide boxes and to adjacent end portions of said actuating shafts, the pairs of column guideway-provided exit openings for the respective barriers being offset with respect to one another longitudinally of the roadway and arranged to dispose said barriers in ofiset operative positions normal to said lanes, the guideways being of similar cross-section and the slide boxes being duplicates of each other, and the exit openings of the island column-pro vided guideways being located correspondingly adjacent opposite guideway sides so that the operative position of the particular ones of said duplicate slide boxes which are located in the respective island column-provided guideways with their exit openings in registry with the guideway openings, is reversed with respect to that of the related outer column-carried slide boxes, whereby the slide boxes may be interchangeably used with respective guideways.

References Cited in the file of this patent UNITED STATES PATENTS