WO1999039054A1

WO1999039054A1 - Safety barrier unit for race tracks

Info

Publication number: WO1999039054A1
Application number: PCT/GB1999/000137
Authority: WO
Inventors: Gordon Cunningham
Original assignee: Trackcare Limited
Priority date: 1998-01-31
Filing date: 1999-02-01
Publication date: 1999-08-05
Also published as: GB9802065D0; GB0021318D0

Abstract

A safety barrier unit comprises a plurality of eight aligned tubes (2). Each tube (2) comprises a row of co-axial tyres (4) held together by a first restraining means (6). An outer restraining means (20) is adapted to hold the tubes (2) together in alignment. The tyres (4) are held together in stacked rows, and the rows are held in alignment whereby the barrier unit is provided with an organised presentation of the tyres (4) to any impact, leading to more controlled and organised shock absorption.

Description

SAFETY BARRIER UNIT FOR RACETRACKS

The present invention relates to a safety barrier unit and covers therefor, particularly but not exclusively for use around racetracks.

Safety barriers around racetracks, e.g. for racing cars or motorbikes, are currently generally either loose tyres, bales of straw or hay, or air-bags. However, loose tyres present no organised shock absorption. When bales of straw or hay become wet, they lose their resilience and become too hard for safety purposes. Also they are not fire- retardant. Air-bags have a tough but flexible skin or covering, but once this is torn even slightly, the air-bag is redundant. An air-bag may not therefore last long. Also, air-bags have to be fully inflated before each race. According to one aspect of the present invention, there is provided a safety barrier unit comprising a plurality of aligned tubes, each tube comprising a row of co-axial tyres held together by a first restraining means, and an outer restraining means adapted to hold the tubes together in alignment.

The use of tyres provides high impact energy absorption as well as resilience, i.e. the main attributes of tyres. By holding the tyres together in stacked rows, and then holding the rows in alignment, the barrier unit provides an organised presentation of the tyres to any impact, leading to more controlled and organised shock absorption.

The tubes may be aligned in any direction within the outer restraining means, and they may be aligned in one or more rows and one or more columns, preferably creating an organised geometric pattern. More preferably, the tubes are laid out horizontally, with the tyres facing the likely direction of impact.

The barrier unit may have any size, shape or design, generally depending on the number of tyres in each tube, and the number of tubes and their arrangement within the outer restraining means. Preferably, the size of the unit is such that it is still moveable for local relocation or alignment by one or only a few people. Specially sized or shaped units could be located in areas of special concern, e.g. 'black spots'.

The first and outer restraining means include one or more openings for the insertion and removal of tyres and tubes respectively. The openings may be a side or end of each means, or a smaller flap or just a seam. Fastening or locking means to reversible seal the openings could be integral or separate, and include VELCRO (RTM), rope, toggles, hooks, twist-locks, etc.

The first and outer restraining means may each be made from any suitable material or combination of materials. This includes metal, plastics and fabrics, made into sheets, nets or meshes, etc. Preferably, the restraining means should be tough and flexible to provide resilience and wearing against impact, be made from a substantially non-tear material, and if possible also be fire-retardant or have a fire-retardant coating. The outer restraining means at least is preferably a solid covering, so as to provide an aesthetic outer appearance for the barrier unit and to provide some weather-proofing. Advertising, etc., could also be added onto a solid covering or some of the coverings could have different or distinctive colourings, e.g. to indicate more dangerous areas of the racetrack.

According to a preferred embodiment of the present invention, the first and outer restraining means are made from a tarpaulin-type material, which may be textile reinforced, e.g. KEVLAR.

The barrier unit may include one or more straps partly, substantially or wholly therearound. The strap(s) are preferably integrally formed or permanently attached to the outer restraining means. The straps could assist the strength and resilience of the unit, especially the outer restraining means, after impact. The unit may also include one or more handles, either integrally formed by the straps, or separate therefrom, for ease of movement when the unit is erect and full. The barrier unit should be able to return or reform itself into its original shape and pattern after at least most impacts. The unit should therefore be re-usable after impact, with preferably little or no human assistance, other than possibly to return the unit to its original location. According to another preferred embodiment of the present invention, the first and/or outer restraining means are adapted to provide controlled exhaustion and/or controlled re-entry of air out of and into the unit upon and/or after impact, preferably to allow relatively rapid compression and relatively slow recoil of the unit. The first and/or outer restraining means may include means to control the rate of air flow either into or out of each restraining means. Means for controlling air flow includes air-valves, and the design of the restraining means, especially its opening(s).

Controlling the rate of flow of air from each tyred-tube and/or the whole barrier unit upon impact allows some control over the rate and speed of deflation of the unit upon impact, and thus hopefully a safer impact. Controlled air flow re-entry also provides for some control over the reformation of the unit after impact, and thus hopefully some control over any recoil from the unit to the impacting object. The rate and form of recoil are often the problem with prior types of safety barrier.

The rate of air flow into and out of the first and outer restraining means may be controllable by the size, type and number of air valves, and tightness of any seams in the restraining means. Such is a matter of trial and error, depending upon the rate of air flow desired or necessary and the size, shape and design of the tubes and the overall unit. Adjustable air valves could be used to alter the rate of flow on site.

The barrier unit is preferably easy, simple and quick to erect and deconstruct if not required for permanent location. Tyres, especially used tyres with insufficient tread, are sourceable almost everywhere, and especially at or near racetracks where vehicles such as motorbikes, sports cars and racing cars race. Thus, as sourcing tyres is not usually a problem, there is a second aspect of the present invention comprising a kit for a safety barrier unit comprising a plurality of first restraining means, each adapted to hold together a row of co-axial tyres, and an outer restraining means adapted to hold together in an aligned manner a plurality of tyre-filled first restraining means.

Restraining means which are flexible or collapsible, e.g. made from tarpaulin material, are generally easily transportable as they can be 'flat-packed'. Such means can thus easily be transported and/or reused wherever required for local erection.

Preferably, any tear in the restraining means, more usually the outer restraining means, does not immediately destroy the shock-absorbing property of the barrier unit. This is contrast to an air-bag. Most tears are result of an impact. Any torn restraining means can easily and rapidly be replaced by another restraining means.

The barrier unit of the present invention is also preferably free-standing, again in contrast to an air-bag which must be located against a solid supporting structure. The unit will normally be sufficiently heavy to be self-standing and to prevent any casual movement through the weight of its enclosed tyres. The unit may however include means to fix or attach it to the ground or other supporting structure.

The barrier unit may also include one or more inter-fastening and/or interlocking means, to allow the conjoining of two or more units together in a row and/or in a column. Such means includes ropes, hooks, locks, etc. Conjoining of a number of units provides two advantages. Firstly, lateral transfer of some of the impact-kinetic energy from the impacted unit to other units, and secondly to help maintain alignment of the units during and after impact.

The barrier unit may also include one or more impact-absorbing means such as struts or a sheet, to help spread or transfer the impact load across the whole of the unit from the point of impact. One such means is a rubber sheet located across the whole side or sides of the outer restraining means likely to be impacted.

The unit may include a ground skirt extending outwardly from the front of the outer restraining means. The skirt should be securely attached to the unit, preferably integral with the outer restraining means. The skirt is designed to be located under at least one wheel of an impacting vehicle, so as to prevent separation (due to the weight of the vehicle on the skirt) of the barrier unit from the vehicle upon impact.

The barrier unit of the present invention is particularly suitable for use around racetracks for vehicles. However, it is also usable in other locations or environments.

An embodiment of the present invention will now be described by way of example only and with reference to the accompanying diagrammatic drawings in which:-

Figs. 1a and 1 b are inner perspective and outer perspective views respectively of a safety barrier unit according to the present invention; Fig. 2 is a plan view of the unit in Figs. 1 a and 1 b;

Figs. 3a and 3b are cross-sectional side and front views respectively of a tyred tube shown in Fig. 1a and 2;

Fig. 4 is a front view of an air valve shown in Fig. 1 b and 3b;

Fig. 5 is a side view of the air valve in Fig. 4; and Fig. 6 is a plan view of a unit in a series of interlocked units having a cover thereover.

Referring to the drawings, Figs. 1 a, 1 b and 2 show a safety barrier unit having eight tubes 2, aligned in two rows of four. As also shown in Fig. 3a, each tube 2 comprises a row of eight co-axial tyres 4 held together by a first tarpaulin covering 6 acting as the first restraining means. The covering 6 is a typical tarpaulin covering having a polyester panama weave. It includes a polyvinyl chlorine coating as a fire retardant. The barrier unit is of parallelepiped shape and typical dimensions of a barrier unit are 1 m x 1 m x 2.5m.

Whilst Figs. 2 and 3a show the tyres 4 in spaced relationship, this is for clarity. Usually the tyres 4 abut each other, and are held closely together by the first covering 6. Similarly, whilst Figs. 1a and 2 show the tubes 2 in spaced relationship, usually the tubes 2 abut each other. The first covering 6 is preferably of tubular shape, one end being closed and the other end, shown in Fig. 3b, being closeable by a cord-toggle 7. As shown in Fig. 3b, the front face of a tube 6 may include an inner flap 8 of material, which flap 8 includes a nonreturn air-valve 10 to control air exhaustion from the tube 6 upon impact. The air valve 10 is shown in more detail in Figs. 4 and 5. It comprises a back plate 12 with centrally attached smaller front plate 14. The front plate 14 is flexible, and covers four apertures 16 in the back plate 12. As shown in Fig. 5, air from direction A can pass through an aperture 16 and force the front plate 14 outwardly, because of its flexibility, to allow air exhaustion. Air flow in direction B is not possible as outer air pressure or an inner vacuum will force the front plate 14 wholly against the back plate 12, blocking the apertures 16.

The air valve 10 provides controlled air exhaustion from the tube 6 upon impact. The valve 10 can therefore hopefully provide a degree of control over the rate of compression of the tube 6 and hence the rate of deceleration of a vehicle impacting the tube 6. After impact, i.e. when all kinetic energy has become potential energy, the rate of reformation of the tyres 4 and tube 2 into their original shape is controlled by the tightness of the seams and any other openings in the first covering 6. Controlled reformation hopefully provides a degree of controlled recoil from the tyres 4 and unit to the impacting the vehicle. The outer restraining means is a covering 20 is of a substantially non-tear material and formed from a solid tarpaulin material, similar to the tube covering 6. As well as holding together the tubes 2, the covering 20 also provides some weather protection, and possible advertising space. Around the sides of the covering 20 are attached two rows of heavy-duty strapping 22 having a breaking strain of several tons. On one side the strapping 22 secures two snap-clips 24 to the unit. Corresponding rings 26 are attached to the opposite side of the unit, so that two or more units may be easily and rapidly conjoined together to form an aligned row of units, i.e. a continuous safety barrier. Extending from the front of the unit is a ground skirt 28. The skirt is integral with the outer covering 20. Its size depends upon the vehicles of interest, but typically it extends about 1 metre or so. The skirt 28 is designed to be under one or more wheels of an impacting vehicle, and thus maintain the unit next to the vehicle. The skirt 28 is also held in place by gravel or other heavy discrete material placed over it.

The unit also includes a 5-15mm rubber sheet 30 across its impact-face side. The sheet 30 may be loose, or held against the inside of the outer covering 20. The sheet 30 helps spread the impact energy across all the tubes 2 from the point of impact. In a preferred arrangement (as shown in Fig. 6), the impact-absorbing means is provided internally of the outer restraining means in front of the tubes in the intended direction of impact. The impact-absorbing means includes a first layer 30' of resilient substantially solid foam of, for example 1 inch in depth, to spread the impact load, a second layer 31 of resilient high density foam material of greater depth than the first layer, for example 4 inches, and a third layer 33 formed of bags of light-weight balls 34. The balls are hollow, have a soft surface and are air-filled.

A plurality of handles 36 are provided on each of the four lateral sides of the outer restraining means.

A cover 38 is provided to extend over a series of interlocked units, the front or impact face or lateral side having a skirt 28' and being secured to the units by tying to thhe handles of the impact face and also tied to the handles on the opposite lateral side. The front or impact lateral side is solid and adapted to receive printed or painted sign- writing or other promotional material thereon.

In the sides of the unit are six air valves 10. As mentioned above for the tyred- tubes 2, the air valves 10 provide controlled air release from the unit upon impact. The covering 20 may have more air valves elsewhere. Re-admittance of air is determined again by the tightness of the seams and any other openings in the outer covering 20. In use, each loose tube covering 4 is filled with eight tyres 6. The tyres 6 may be of any quality, as it is the inherent quality of the tyre materials that are used in the present invention. Used tyres are usually plentiful in and around racetracks.

Once each tube 2 is filled and the draw-cord 7 pulled tight, the tubes 2 are located

I horizontally in the outer covering 20, with the tyre faces facing the lightly impact face.

The outer covering 20 has an openable seam 32 on its bottom side, through which the tubes 2 are inserted and the seam 32 then sealed, e.g. by threading and tightening rope through eyelets on each side of the seam 32. The unit is then ready for use. A bottom opening seam 32 is advantageous in that is not visible to the public, prevents easy and/or unwanted access into the unit during use, and also helps prevent any unwanted release of tyres from the unit upon exceptional impact and tearing of the coverings.

The present invention provides a safety barrier unit of simple construction, the bulk of which is readily available tyres. The unit uses the inherent energy absorption and resilience of tyre material, with controlled deflation and re-inflation of the unit able to provide at least some controlled deceleration and recoil to an impacting vehicle. Tearing of the tube or outer coverings does not ruin the complete unit, and advertising space is provided.

Variations and modifications can be made without departing from the scope of the invention described above and as claimed hereinafter.

Claims

CLAIMS:

1. A safety barrier unit comprising a plurality of aligned tubes, each tube comprising a row of co-axial tyres held together by a first restraining means, and an outer restraining means adapted to hold the tubes together in alignment.

2. A unit as claimed in Claim 1 , wherein the tyres are held together in stacked rows, and the rows are held in alignment whereby the barrier unit is provided with an organised presentation of the tyres to any impact, leading to more controlled and organised shock absorption.

3. A unit as claimed Claim 1 or 2, wherein the tubes are aligned in any direction within the outer restraining means, and they are aligned in one or more rows and one or more columns.

4. A unit as claimed in Claim 3, wherein the tubes are laid out horizontally, with the tyres facing the likely direction of impact.

5. A unit as claimed in any one of the preceding Claims, wherein its size is such that it is still movable for local relocation or alignment by one or only a few people.

6. A unit as claimed in any one of the preceding Claims, wherein the first and outer restraining means include one or more openings for the insertion and removal of tyres and tubes respectively.

7. A unit as claimed in Claim 6, wherein the or each opening is a side or end of each means, or a smaller flap or just a seam. 10

8. A unit as claimed in Claim 7, wherein fastening or locking means to reversible seal the openings are integral with the means or separate therefrom.

9. A unit as claimed in Claims 6, 7 or 8, wherein the first and outer restraining means are each made from any suitable material or combination of materials.

10. A unit as claimed in anyone of the preceding Claims, wherein the restraining means is tough and flexible to provide resilience and wearing against impact and be made from a substantially non-tear material.

11. A unit as claimed in Claim 10, wherein the restraining means are also fire- retardant or have a fire-retardant coating.

12. A unit as claimed in anyone of the preceding Claims, wherein the outer restraining means is a solid covering so as to provide an aesthetic outer appearance for the barrier unit, to provide some weather-proofing, and to provide one or more surfaces to receive printed or painted material.

13. A unit as claimed in Claim 12, wherein the first and outer restraining means are made from a tarpaulin-type material.

14 A unit as claimed in Claim 13, wherein the material is textile reinforced.

15. A unit as claimed in anyone of the preceding Claims, wherein one or more straps are provided partly, substantially or wholly therearound. 11

16. A unit as claimed in Claim 15, wherein the strap(s) are integrally formed or permanently attached to the outer restraining means.

17. A unit as claimed in Claim 15 or 16, wherein the straps assists the strength and resilience of the unit, especially the outer restraining means, after impact.

18. A unit as claimed in Claim 15, 16 or 17, wherein the one or more handles are provided, either integrally formed by the straps, or separate therefrom, for ease of movement when the unit is erect and full.

19. A unit as claimed in anyone of the preceding Claims, wherein the barrier unit is able to return or reform itself into its original shape and pattern after at least most impacts.

20. A unit as claimed in Claim 19, wherein the unit is re-usable after impact, with little or no human assistance, other than possibly to return the unit to its original location.

21. A unit as claimed in anyone of the preceding Claims, wherein the first and/or outer restraining means are adapted to provide controlled exhaustion and/or controlled re-entry of air out of and into the unit upon and/or after impact to allow relatively rapid compression and relatively slow recoil of the unit.

22. A unit as claimed in Claim 21 , wherein the first and/or outer restraining means includes means to control the rate of air flow either into or out of each restraining means.

23. A unit as claimed in Claim 22, wherein the means for controlling air flow includes air-valves, and the design of the restraining means, especially its opening(s). 12

24. A unit as claimed in Claim 22 or 23, wherein controlling the rate of flow of air from each tyred-tube and/or the whole barrier unit upon impact allows some control over the rate and speed of deflation of the unit upon impact, and thus a safer impact.

25. A unit as claimed in Claim 24, wherein controlled air flow re-entry also provides for some control over the reformation of the unit after impact, and thus some control over any recoil from the unit to the impacting object.

26. A unit as claimed in Claim 24 or 25, wherein the rate of air flow into and out of the first and outer restraining means is controllable by the size, type and number of air valves, and tightness of any seams in the restraining means.

27. A unit as claimed in anyone of the preceding Claims 23 to 26, wherein adjustable air valves are used to alter the rate of flow on site.

28. A unit consisting of a kit for a safety barrier unit comprising a plurality of first restraining means, each adapted to hold together a row of co-axial tyres, and an outer restraining means adapted to hold together in an aligned manner a plurality of tyre-filled first restraining means.

29. A unit as claimed in Claim 28, wherein the restraining means being flexible or collapsible and are generally easily transportable as they are capable of being 'flat- packed'.

30. A unit as claimed in anyone of the preceding Claims, wherein damage by any tear in the restraining means, more usually the outer restraining means, does not immediately destroy the shock-absorbing property of the barrier unit. 13

31. A unit as claimed in anyone of the preceding Claims, wherein it is sufficiently heavy to be self-standing and to prevent any casual movement through the weight of its enclosed tyres.

32. A unit as claimed in anyone of the preceding Claims, wherein one or more inter- fastening and/or interlocking means is provided to allow the conjoining of two or more units together in a row and/or in a column.

33. A unit as claimed in anyone of the preceding Claims, wherein one or more impact- absorbing means are provided to help spread or transfer any impact load across the whole of the unit from the point of impact.

34. A unit as claimed in anyone of the preceding Claims, wherein a ground skirt extending outwardly from the front of the outer restraining means is provided.

35. A unit as claimed in Claim 34, wherein the skirt is securely attached to or integral with the outer restraining means.

36. A unit as claimed in Claim 35, wherein the skirt is constructed to be located under at least one wheel of an impacting vehicle, so as to prevent separation of the barrier unit from the vehicle upon impact.

37. A unit as claimed in anyone of the preceding Claims, wherein the impact- absorbing means is provided internally of the outer restraining means in front of the tubes in the intended direction of impact. 14

38. A unit as claimed in Claim 37, wherein the impact-absorbing means includes a first layer of resilient substantially solid foam to spread the impact load.

39. A unit as claimed in Claim 38, wherein the impact absorbing means includes a second layer of resilient high density foam material of greater depth than the first layer.

40. A unit as claimed in Claim 39, wherein the impact-absorbing means includes a third layer formed of bags of light-weight balls.

41. A unit as claimed in Claim 40, wherein the balls are hollow and have a soft surface.

42. A unit as claimed in Claim 41 , wherein the balls are air-filled.

43. A unit as claimed in anyone of the preceding Claims 18 to 42, wherein the outer restraining means is of parallelepiped shape and a plurality of handles are provided on each of the four lateral sides.

44. A unit as claimed in anyone of Claims 34 to 43, wherein a cover is provided to extend over a series of interlocked units, the front or impact face or lateral side having a skirt and being secured to the units by tying to the handles of the impact face.

45. A unit as claimed in Claim 44, wherein the cover is also tied to the handles on the opposite lateral side. 15

46. A unit as claimed in Claim 44 or 45, wherein the front or impact lateral side is solid and adapted to receive printed or painted sign-writing or other promotional material thereon.

47. A barrier unit substantially as hereinbefore described with reference to the accompanying drawings.