FLEXIBLE TENSIONED CRASH BARRIER

The present invention relates to a flexible tensioned crash barrier. More particularly but not exclusively it relates to a crash barrier for roadside use that utilises a flexible strap under tension that has a planar surface facing the road.

BACKGROUND

Flexible tensioned wire rope barriers have been used for many years as an economical solution for road safety. They are typically used on the side of, or in between, lanes of a road. If an errant vehicle impacts the barrier, the flexible wire ropes may be able to redirect the errant vehicle back towards the lane it came from. For car and truck occupants, this solution has reduced the risk of injury from an accidental collision with oncoming traffic, as well as from any vehicle leaving the roadway. These traditional wire rope barriers utilise an upright post which is configured to disengage or break near the ground so that the vehicle does not roll when it hits or impacts the upright. The wire ropes may be able to become disengaged from the upright upon impact of a vehicle to the crash barrier.

The upright is designed to bend upon vehicle impact and release the flexible barrier; typically, this allows the wire ropes to deflect by 1-2 metres during the process of redirecting the errant vehicle. Flexible barriers typically have the benefit of redirecting or absorbing energy from the errant vehicle.

Flexible wire rope barriers may be dangerous for motorcycle users and cycle users (riders). The low cross-sectional area of the wire rope in tension may create a high pressure point should an errant user of a motorcycle impact the wire rope. This may lead to rider injuries.

Other variations of crash barriers are available, such as rigid and semi-rigid crash barriers. Rigid and semi-rigid crash barriers may be safer for motorcycle users as they can have a higher surface area which allows a motorcycle rider to slide along the barrier, instead of a high pressure point being created like in a wire crash barrier.

However, rigid and semi-rigid crash barriers may be more expensive to install and manufacture compared to flexible crash barriers. Further, some rigid and semirigid crash barriers specific to arresting errant motorcycles or their rider(s), are often mounted low to the ground and mounted such that during a collision, they pivot about a lower edge thereof and/or displace upwardly resulting in the tendency to trap the limbs of errant rider(s) during a collision, exasperating the risk of serious injury. In this specification, where reference has been made to external sources of information, including patent specifications and other documents, this is generally for the purpose of providing a context for discussing the features of the present invention. Unless stated otherwise, reference to such sources of information is not to be construed, in any jurisdiction, as an admission that such sources of information are prior art or form part of the common general knowledge in the art.

For the purposes of this specification, the term "plastic" shall be construed to mean a general term for a wide range of synthetic or semisynthetic polymerization products, and generally consisting of a hydrocarbon-based polymer.

It is an object of the present invention to provide a flexible tensioned crash barrier which overcomes or at least partially ameliorates some of the above mentioned disadvantages or which at least provides the public with a useful choice.

STATEMENTS OF INVENTION

Accordingly, in a first aspect the present invention relates to a road crash barrier configured for deflecting errant vehicles, the barrier comprising at least one elongate tensioned flexible strap comprising a planar face facing the road in use.

In one embodiment, the strap's elongate direction extends parallel the road, or lane of a road, in use.

In one embodiment, the planar face has a normal direction facing the road.

In one embodiment, the planar face is perpendicular a surface of the road.

In one embodiment, the planar face is vertical.

In one embodiment, the strap is in at least 20kN of tension in use.

In one embodiment, the strap is tensioned to over 40kN in use.

In one embodiment, the strap is tensioned to over 200kN in use.

In one embodiment, the strap is configured to be tensioned to between 200kN and 400kN.

In one embodiment, the planar face comprises a surface that is relatively smooth, and/or continuous along the length of the strap. In one embodiment, the strap is flat.

In one embodiment, the strap is composed of two distinct straps sandwiched together.

In one embodiment, the strap has a generally rectangular cross section perpendicular its elongate direction.

In one embodiment, the strap in cross section is perpendicular its elongate direction and has a height far greater than its thickness.

In one embodiment, the strap, and therefore the planar face, has a height between 30mm and 500mm.

In one embodiment, the strap, and therefore the planar face, has a height between 30mm and 300mm.

In one embodiment, the strap, and therefore the planar face, has a height between 40mm and 100mm.

In one embodiment, the strap has a thickness of between 3mm and 10mm.

In one embodiment, the strap has a thickness of 4mm.

In one embodiment, the strap has a tensile strength of at least 400 MPa.

In one embodiment, the strap has a tensile strength of at least 800 MPa.

In one embodiment, the strap has an E value between of 40 GPa and 210 GPa.

In one embodiment, the strap is relatively flexible and pliable, and/or has low stiffness.

In one embodiment, the strap comprises of one or more selected from; plastics, glass, synthetics, and metals

In one embodiment, the strap is composed of one or more selected from; plastics, glass, synthetics, and metals.

In one embodiment, the strap is composed of steel. In one embodiment, the steel has a yield strength greater than 300 MPa, greater than 400 MPa. or greater than 500 MPa.

In one embodiment, the steel allows an elongation greater than 9%.

In one embodiment, the strap is coated, and/or the strap is coated in a plastics material.

In one embodiment, the strap is composed of a fibre based composite.

In one embodiment, the strap is composed of at least fibreglass.

In one embodiment, the strap is composed of at least aramids.

In one embodiment, the strap is composed of a composite material.

In one embodiment, the strap is composed of pultruded fibreglass.

In one embodiment, the barrier comprises multiple straps.

In one embodiment, the barrier comprises both composite and metal straps.

In one embodiment, the multiple straps are tensioned to a combined tension of over lOOkN in use.

In one embodiment, the multiple straps are tensioned to a combined tension of over 200kN in use.

In one embodiment, the barrier comprises a supporting arrangement configured to support the strap at a height above the ground in use.

In one embodiment, the supporting arrangement, or a portion thereof, is configured to release from the strap during or after impact from an errant vehicle and/or rider.

In one embodiment, the supporting arrangement is a rigid, semi-rigid, or deformable barrier.

In one embodiment, the supporting arrangement is an upright.

In one embodiment, the supporting arrangement is a plurality of uprights. In one embodiment, the supporting arrangement comprises a plurality of deformable and/or collapsible uprights.

In one embodiment, the supporting arrangement is configured to bend, deflect, crumple, break or otherwise move when impacted by a vehicle or rider.

In one embodiment, the supporting arrangement comprises a mount to mount the strap to the upright.

In one embodiment, the mount is configured to releasably disconnect from the upright, and/or releasably disconnect from the strap.

In one embodiment, the uprights support the strap above the ground.

In one embodiment, the mount comprises a retainer.

In one embodiment, the retainer retains the straps or straps to the mount.

In one embodiment, the mount and retainer are releasably engaged with each other via a retainer connection.

In one embodiment, the retainer connection is configured to disconnect when the supporting arrangement is impacted by a vehicle or rider.

In one embodiment, upon disconnection the retainer connection is configured to release the retainer from the mount.

In one embodiment, the release of the retainer from the mount frees the retained straps from the mount.

In one embodiment, the retainer connection is a frangible, snap, or barb type configuration.

In one embodiment, the retainer connection is re-connectable after disconnection.

In one embodiment, the retainer connection comprises a plug.

In one embodiment, the plug is composed of polymer material.

In one embodiment, the plug is composed of a fibre reinforced of polymer material. In one embodiment, the retainer retains the straps within the retainer, and/or to the adjacent straps, after disconnection.

In one embodiment, the mount and upright are engaged to each via a sliding mount connection.

In one embodiment, the mount connection comprises a socket on the mount configured to receive the upright.

In one embodiment, the mount connection is configured to allow the upright to slide out of the mount, or the mount can slide off the upright, upon impact by a vehicle or rider.

In one embodiment, the supporting arrangement comprises a ground anchor.

In one embodiment, the upright is configured to releasably engage to one or more of the ground anchor and the mount.

In one embodiment, the supporting arrangement comprises an engineered weakness or connection between the ground anchor and the upright.

In one embodiment, the ground anchor comprises a ground engaging screw.

In one embodiment, the crash barrier does not utilise brakes, wheels, or payout spools.

In one embodiment, the length of straps in a system are between 20m and 2km.

In a second aspect the present invention relates to a roadside crash barrier configured for deflecting errant vehicles and road users, the barrier comprising one or more flexible straps with a major planar face configured to face a road in use, and a supporting arrangement configured to extend from the ground in use, to removably retain the one or more straps at a height above the ground.

In one embodiment, the straps are removed from retainment during deflection.

In a third aspect the present invention relates to a roadside crash barrier configured for deflecting errant vehicles and road users of a road, the barrier comprising one or more flexible straps with a major planar face having a normal direction generally facing the road, and a supporting arrangement configured to extend from the ground in use, to removably retain the one or more straps at a height above the ground.

In one embodiment, the straps are removed from retainment during impact from said errant vehicle or road user of the road

In a fourth aspect the present invention relates to a roadside crash barrier comprising at least one flexible strap under tension comprising a vertical planar face.

Other aspects of the invention may become apparent from the following description which is given by way of example only and with reference to the accompanying drawings.

As used herein the term "and/or" means "and" or "or", or both.

As used herein "(s)" following a noun means the plural and/or singular forms of the noun.

The term "comprising" as used in this specification and claims means "consisting at least in part of". When interpreting statements in this specification and claims which include that term, the features, prefaced by that term in each statement, all need to be present but other features can also be present. Related terms such as "comprise" and "comprised" are to be interpreted in the same manner.

It is intended that reference to a range of numbers disclosed herein (for example, 1 to 10) also incorporates reference to all rational numbers within that range (for example, 1, 1.1, 2, 3, 3.9, 4, 5, 6, 6.5, 7, 8, 9 and 10) and also any range of rational numbers within that range (for example, 2 to 8, 1.5 to 5.5 and 3.1 to 4.7).

The entire disclosures of all applications, patents and publications, cited above and below, if any, are hereby incorporated by reference.

This invention may also be said broadly to consist in the parts, elements and features referred to or indicated in the specification of the application, individually or collectively, and any or all combinations of any two or more of said parts, elements or features, and where specific integers are mentioned herein which have known equivalents in the art to which this invention relates, such known equivalents are deemed to be incorporated herein as if individually set forth.)

The invention will now be described by way of example only and with reference to the drawings in which: Figure 1: shows a front top perspective view of an embodiment vehicle crash barrier;

Figure 2: shows a front top perspective view of an embodiment vehicle crash barrier without the ground anchor;

Figure 3: shows a front top perspective view of an embodiment vehicle crash barrier exploded into parts;

Figure 4: shows a front top perspective view of the mount;

Figure 5: shows a cross section of Figure 4;

Figure 6: shows a side view of Figure 5;

Figure 7: shows a front top perspective view of a roadside crash barrier system;

Figure 8: shows a front top perspective view of an anchor;

Figure 9: shows a front top perspective view of an alternative vehicle crash barrier;

Figure 10: shows a front top perspective view of an alternative vehicle crash barrier;

Figure 11: shows a top schematic view of a vehicle impacting a roadside crash barrier system ;

Figure 12: shows a top front perspective view of an alternative vehicle crash barrier;

Figure 13: shows a top cross sectional view of Figure 12 highlighting the mount and retainer engagement;

Figure 14: shows a front top perspective view of an alternative vehicle crash barrier,

Figure 15: shows a side cross-sectional view of Figure 14 highlighting the mount, plug and retainer engagement;

Figure 16: shows a side view of one of the plugs in Figure 14;

Figure 17: shows an exploded view of Figure 14 highlighting the plugs and retainers;

Figure 18: shows a front top perspective view of a crash barrier with a C post;

Figure 19: shows a rear view of Figure 19;

Figure 20: shows a cross-sectional view of Figure 19;

Figure 21: shows a rear top perspective view of a vehicle crash barrier with deformable rivets;

Figure 22: shows a front top perspective view of Figure 21;

Figure 23: shows a front perspective view of an embodiment roadside crash barrier system comprising an embodiment motorbike crash barrier; Figure 24: shows a rear perspective view of the embodiment roadside crash barrier system of Figure 23;

Figure 25: shows a rear detailed perspective view of the motorbike crash barrier of Figure 23;

Figure 26: shows a front detailed perspective view of the motorbike crash barrier of Figure 23;

Figure 27: shows a side view of the shock-absorbing support arrangement of the motorbike crash barrier of Figure 23;

Figure 28: shows a detailed front perspective view of the flanges of the motorbike crash barrier of Figure 23;

Figure 29: shows a side view of the motorbike crash barrier of Figure 23 in its default or non-impacted condition;

Figure 30: shows a side view of the shock-absorbing support arrangement of the motorbike crash barrier of Figure 29 in its intermediate position;

Figure 31: shows a side view of the shock-absorbing support arrangement of the motorbike crash barrier of Figure 30 in its fully collapsed or impacted condition;

DETAILED DESCRIPTION

With reference to the above drawings, in which similar features are generally indicated by similar numerals, a roadside vehicle crash barrier of the present disclosure is generally indicated by the numeral 1 and will be described with reference to Figures 1 to 31.

Following which, a roadside motorbike crash barrier of the present disclosure, which may be employed as part or, or separately from, the roadside vehicle crash barrier 1, is generally indicated by the numeral 200 and will be described with reference to Figures 23 to 31.

Both the roadside vehicle crash barrier 1 and/or the roadside motorbike crash barrier 200 may be employed in unison, or separately, to form a roadside crash barrier system 100, 1000 as will described herein.

Therefore, those skilled in the art will appreciate that in some embodiments, the roadside vehicle crash barrier 1 may be employed in and of itself, absent the roadside motorbike crash barrier 200, and vice versa, and/or either the roadside vehicle crash barrier 1 may be employed in combination with another motorbike crash barrier arrangement know in the art or the roadside motorbike crash barrier 200 may be employed in combination with another vehicle crash barrier arrangement know in the art.

For instance, the roadside motorbike crash barrier 200 may be employed as part of a rigid, semi-rigid, or tensioned wire rope vehicle crash barrier as known in the art, and/or the vehicle crash barrier 1 may be employed together with a rigid, semirigid or otherwise configured motorbike crash barrier as known in the art.

A roadside crash barrier system 100 utilising only the vehicle crash barrier 1 is shown in Figures 7, 9 and 11. However, a roadside crash barrier system 1000 utilising both the vehicle crash barrier 1 and motorbike crash barrier 200 is shown in Figures 23 to 31.

It will be understood that "vehicle" as used herein may encompass any nonmotorbike (or non-two-wheeled vehicle), such as a passenger car, a utility truck, passenger truck, van, bus or commercial/industrial truck or carriage and the like, such vehicles typically being supported off the ground by four or more wheels, typically housing occupants within enclosed compa rtment(s) thereof, and generally colliding with the vehicle crash barrier 1 at a height above the ground-level.

It will thus also be appreciated that "motorbike" as used herein may encompass any two-wheeled vehicle, such as a motorbike/motorcycle, road-bike (nonpowered or otherwise), moped/scooter, and the like where such a "motorbike" would comprise a substantially lower height than the "vehicle/s" described above, and typically provides no compartment for housing occupants/passengers/riders etc. therein, such that a "rider" thereof (as used herein) together with said "motorbike" may together, or separately, collide with the motorbike crash barrier 200 at a height proximate ground-level.

Thus, the roadside crash barrier system 1000 utilising both the vehicle crash barrier 1 and motorbike crash barrier 200 as shown in Figures 23 to 31 can be seen to have the motorbike crash barrier 200 positioned vertically proximate the groundlevel of a road or carriageway with the vehicle crash barrier 1 positioned vertically higher relative said motorbike crash barrier 200.

An embodiment vehicle crash barrier 1 is shown in Figure 1 and will now be described. The vehicle crash barrier 1 generally comprises the following components; a supporting arrangement 70, and one or more flexible members, preferably straps 20 connected to the supporting arrangement 70. The supporting arrangement 70 may be a rigid or semi rigid crash barrier, however, in the preferred embodiment, the supporting arrangement 70 is similar to that used in current flexible crash barriers - comprising a member or upright 30. The flexible straps 20 may be retrofitted onto existing crash barriers, where improved rider safety is required.

A roadside crash barrier system 100 utilising the vehicle crash barrier 1 will have straps 20 extending laterally between multiple supporting arrangements 70, or engaged to and parallel alongside a rigid or semi rigid crash barrier. Multiple of said vehicle barriers 1 may form a length as needed, where the length is the length of barrier between end anchors (not shown) that define/terminate the vehicle barrier 1. The end anchors may be used to hold and/or ground the straps 20.

The straps 20 define a border or boundary 74 generally colinear the strap's elongate direction 71, as shown in Figure 7. The straps 20 can subject a vehicle 75 to a direction deviation or correction, or at least resist movement past the boundary. The straps 20 act in a similar fashion to traditional wire flexible crash barriers, where the straps 20 are configured to deflect vehicles from the boundary 74, and in doing so absorb some energy from the errant vehicle 75. A schematic view of a vehicle 75 impacting a roadside crash barrier system 100 is shown in Figure 11, where there are three vehicle crash barriers 1 forming a crash barrier system 100. A vehicle 75 is impacting the middle vehicle crash barrier 1 and deflecting it so that the straps 20 are disengaging from the middle vehicle crash barrier 1 and deflecting away from the boundary 74.

In one embodiment, the supporting arrangement 70 may be comprised of an upright 30 and a mount 50 as shown in Figure 4. In one embodiment, as shown in the Figures 1 to 7, the straps 20 are engaged at or towards an upper region 32 of a plurality of uprights 30. The upright 30 is mounted to the ground at a lower region 33 of the upright 30. The boundary typically extends between the uprights 30.

Preferably the vehicle crash barrier 1 comprises multiple straps 20, either above and/or below other straps, and/or on either side of the upright 30. The straps 20 are preferably mounted to the upright 30 via the mount 50 that engages with the upright 30. In one embodiment the mount 50 is integral with the upright 30. However, in the preferred embodiment the mount 50 is a separate item and may be disengageable with the upright 30 as will be later on described in more detail.

In a crash barrier system 100 employing the vehicle crash barrier 1, the straps 20 are preferably under tension along their length, and at the ends of the crash barrier system 100 the straps 20 are anchored to an end anchor and tensioned along their length. A variety of end anchors or 'terminal ends' or 'departing ends' as known in the industry may also be used with the vehicle crash barrier 1. The end anchor is securely fixed to the ground and redirects or holds the tension forces of the straps 20.

Upon impact, the upright 30 is able to disengage from the straps 2. In some embodiments, the straps 20 are preferably removably engaged to the upright 30, via the mount 50 or via retainers 60.

In one embodiment, the straps are preferably removably engaged to the mount via retainers 60. The retainers 60 are preferably disengageable from the mount 50 when an errant vehicle impacts the vehicle crash barrier 1 and allow the upright 30 and/or straps 20 to move away from their static location. Due to the straps 20 being in tension and resisting deflection, and the upright 30 being moved away by a vehicle and/or the deflecting straps, the retainers 60 are configured to disengage from the mount 50 to allow the upright 30 and straps 20 to separate from each other.

In other embodiments, the retainer 60 stays engaged with the mount 50 upon being impacted by an errant vehicle; however, the mount 50 disengages with the upright 30. In other embodiments, both the retainer 60 and the mount 50 can be disengaged from their respective mountings. I.e. the retainer 60 disengages with the mount 50, and the mount 50 disengages from the upright 30.

Figure 1 shows a two-sided vehicle crash barrier 1 which has three straps 20 on both sides of the upright 30. This type of vehicle crash barrier 1 is or could be used to separate two lanes of a road 76. However, the two-sided vehicle crash barrier 1 may also be used in situations where a higher redirection strength is required. I.e. on one side of a road where many trucks bypass, or where lower strength straps are used so more straps are required to make up the total strength.

In other embodiments, the vehicle crash barrier 1 may have straps 20 only on one side (as shown in Figure 9, 10 and 14). This type of vehicle crash barrier 1 may be used on the external sides of a lane of a road. However, a skilled person in the art may utilise straps 20 on both sides of an upright 30 so there is increased resistance to an errant vehicle, or as a general design variable, where the location and number of straps 20 is at the discretion of the skilled person. Figure 14 shows a one-sided vehicle crash barrier 1 which has 6 straps 20 on one side of the upright 30.

The upright 30 is in the general form of a rolled hollow section extrusion.. A skilled person in the art will realise there are many ways of forming an upright 30 that is capable of achieving the correct characteristics required for the crash barrier. The characteristics may include, but are not limited to, deforming upon impact by an errant vehicle, stiff enough to support the straps 20 in tension, relative cheap to manufacture.., The upright 30 may have a region of engineered weakness between the upper region and the ground. The region of engineered weakness allows the pivoting or deformation to allow an upper region of the upright to move relative a lower region of the upright.

In some embodiments the vehicle crash barrier 1 comprises a ground anchor 40 configured to engage to the lower region 33 of the upright 30. The ground anchor may be described as being part of the supporting arrangement 70. Preferably the ground anchor 40 is removably connected to the upright 30, however in other embodiments the ground anchor 40 may be integral with the upright 30.

The engineered weakness may be located at a region along the length of the upright 30, or may be at the connection between the upright 30 and ground anchor 40, or both.

In one embodiment the anchor 40 comprises a connection or connections, such as a socket 42, that is able to receive or at least engage with the upright 30 as shown in Figure 3. The upright 30 can disengage with the socket 42 when required. For example, when replacing an upright 30 that has been damaged onto the existing ground anchor 40. Alternatively, the upright 30 may comprise a socket that is able to fit over the ground anchor 40 - not shown. There are many variations envisaged that allow the upright 30 disengage from the ground anchor 40 during impact from an errant vehicle, yet allow a new upright 30 to engage with the existing ground anchor 40.

In one embodiment, the anchor 40 comprises a screw 41. Where the screw 41 is configured to screw into the ground. Ground screw technology is known in the art. Preferably the ground anchor 40 positioned in a controlled manner for quality assurance. Preferably the ground anchor 40 is torqued to a specific torque and/or pullout force. The depth that the anchor 40 is screwed into the ground may be predetermined by a GPS surveyor. The height and location may be recorded to confirmed coordinates with predetermined parameters.

An example of a length of a ground anchor 40 is approximately 1000mm. However, a skilled person in the art will realise that many lengths of ground anchor 40 may be used as required for the specific purpose. For example, the length of the ground anchor 40 may vary between 200 mm and 2000 mm. An upper region of the ground anchor 40 and/or socket 42 is preferably composed of tube. The tube is preferably composed of metal, such as steel, high tensile steel, aluminium, stainless steel, or mild steel. The tube in one embodiment has a diameter of 114mm, with a wall thickness of 3mm.

The ground anchor, or components of it, are preferably composed of high tensile steel. In one embodiment, the ground anchor 40 or components of it, have a strength of 350 megapascals, have a skilled person in the art will realise that materials of other characteristics will also be sufficient. In one embodiment the ground anchor 40 is hot-dip galvanized to provide resistance to corrosion. In one embodiment, the upright 30 is comprised of also be of a similar material to the ground anchor.

Where weaker ground formation or soil types are encountered, or where stronger foundations are required, cement grout or other settable fluids may be injected through the ground anchor after installation. This allows the ground anchor to become cemented to the ground, or at least have the engagement between ground anchor and ground become stronger.

The supporting arrangement 70, or the upright 30, ground anchor and/or mount 50, may be composed of steel or plastics. The upright 30 may be configured to bend, crush, flex, and/or crumple upon impact. This design allows a number of characteristics. Firstly, the upright 30 is preferably able to be released from, or at least move relative to, the ground anchor 40; secondly the upright 30 is preferably able to move upon being impacted so as not to significantly damage a vehicle; and thirdly, preferably it also allows the upright 30 to move away or release from the straps 20. This allows the straps 20 to try and maintain their location on the boundary 74 without being pulled or moved with the upright 30, whilst the upright 30 is moved away with the errant vehicle. An upright may bend at ground level upon vehicle impact but desirably the straps do not move down with the folding upright so that the straps remain in a condition to help control an errant vehicle.

The upright 30 as previously described may be formed of rolled hollow section (RHS), typically of a size 100mm by 50mm. The wall thickness of the RHS may be varied from between 2mm and 4mm or what is required to achieve the desired performance or characteristics.

In operation the rectangular section or upright 30 will provide strong resistance to vertical movement of the strap 20 and weak resistance to lateral impact of an errant vehicle.. The point of failure of the upright 30 is preferably at ground level, where the upright 30 is connected to the significantly stronger ground anchor 40. It is intended that when an incident occurs, the uprights 30 and mounts 50 will be replaced into existing ground anchors 40 and the existing straps 20 of the crash barrier 1.

In some embodiments, one as shown in Figure 9, the supporting arrangement 70 is partially formed from an existing rigid crash barrier. Thus, as can be seen from Figure 9, the strap 20 can be combined with existing crash barriers. Thus, the system may have the characteristics of the present invention, as well as some of the benefits of the rigid or semi rigid barriers. The upright or member 30 as shown in Figure 9 may extend out at an acute angle from the rigid crash barrier, so that the member 30 can more easily deflect or crumple upon impact by an errant vehicle. In this embodiment, preferably the strap 20 has an ideal deflection that is less than the distance away from the rigid or semi rigid crash barrier.

The present crash barrier system 100, 1000, motorbike crash barrier 200 or vehicle crash barrier 1, may be retrofitted to existing crash barrier systems.

Preferably the straps extend in a lateral direction 71 away from the upright 30. However, in some embodiments, the straps 20 may be at an angle from the lateral direction 71 from the upright 30, as the vehicle crash barrier 1 is extending around a curve or corner.

The straps 20 may be composed of a composite material or a metal material. For example, a composite material may include a fibre with a binder, i.e. glass, plastics, synthetics, aramids or other type fibre with a resin, binder or filler. In one embodiment, the straps 20 are created from fibreglass and a resin. The straps may be formed by a pultrusion process.

Preferably the straps 20 have a tensile strength of 800 megapascals or greater. However, it is envisaged that a skilled person in the art will be able to create a strap 20 according to the considerations and characteristics required by the vehicle crash barrier 1. For example there may be more straps 20, with a lower tensile strength, or less straps 20 with a higher tensile strength. Alternatively the straps 20 may have a lower or higher tensile strength depending on their potential working load required. For example, a vehicle crash barrier 1 according to the present invention with six straps 20 may have a combined ultimate tensile strength of l,250kN on each side of the upright 30. In one embodiment, the strap 20 has a rectangular cross section (perpendicular its elongate length). As can be seen from the figures, the straps 20 are generally flat. Preferably the strap in cross section perpendicular it's elongate direction, has a height far greater than its thickness.

In one embodiment the straps 20 have a thickness between 3mm and 10mm. Preferably the straps 20 have a thickness of 4mm. In one embodiment the straps 20 have a height of between 40mm and 200mm. Preferably, the straps 20 have a height of between 40 mm and 200 mm. Wherein the height is parallel the direction 72 of the elongate axis of the upright 30, i.e. typically vertical.

The straps 20 have an internal face 21 that faces (direction 73, a direction normal to the face 21) the lane of a road. The internal face 21, is a major face 21 of the strap. The straps 20 also have an external face 22 opposite the internal face 21 that does not face the adjacent lane of a road. The external face 22 may also be a major face. Preferably at least one of these faces 21 and 22, and preferably the internal face 21, has a relatively large surface area, or is at least substantially planar.

Between faces 21 and 22 is a top edge 23 and bottom edge 24, these may be minor edges or minor faces if slightly thicker. Preferably the top edge 23 and bottom edge 24 are rounded. Preferably these rounded edges are configured so as reduce the ability to slice into vehicles. A radius for a top edge 23 and/or bottom edge 24 is between 2 and 10 mm. Where the radius is larger, then the straps will need to be thicker, however in some embodiments a bead may be applied to the edges so they have a higher surface area and are less prone to cut into objects.

The straps could be of a number of different configurations. As long as the straps 20 have a generally large road facing face 21 that presents a large surface area to an errant vehicle. The face 21 has a normal direction facing the road. The face 21 is generally upright or vertical, or perpendicular the road surface.

Preferably the internal face 21 has a surface which is smooth and not abrasive so to allow a errant vehicle to slide more easily along the length of the strap 20. In some embodiments, a certain roughness may be required to try and arrest or slow down a vehicle.

Preferably the straps 20 do not have edges, connections, and/or protrusions that present themselves outward from the lateral direction 71 of the straps 20. The figures show an embodiment with three straps 20. However, in other embodiments, there may be only one or two straps, or more than three straps. For example, there may be anywhere between one and ten straps on one side of an upright 30. If there is only one strap 20, that strap may have a larger cross-sectional area, i.e. present a larger surface on the face 21 to the adjacent lane of a road compared to where multiple straps are used. Figure 12 shows an embodiment with six straps on one side. This embodiment is a two-sided version, so there are another six straps on the other side of the upright 30. The straps 20 on the other side may act to deflect vehicles coming from either side of the upright.

In some embodiments the straps 20 may be close to the ground. Figure 12 shows an embodiment where the straps 20 are configured to be near the ground in use. A preferred height from the ground in such embodiments may be between 100mm and 200mm.

Where there are multiple straps 20 in a crash barrier system 100, 1000, there may be gaps between adjacent straps 20. The gaps may be between 10mm and 100mm in height. Preferably the gaps are 50mm in height. The gaps i.e. the distance between the straps 20, may be configured depending on the characteristics required for the crash barrier system 100, 1000.

Where there are multiple straps 20 in a crash barrier system 100, 1000, the straps 20 may be identical to each other, or may differ from each other. Such difference may be in; composition, location, size, and/or physical characteristics, etc.

Preferably the straps 20 are tensioned between their ends, along the elongate direction 71. In one embodiment, the combination of straps 20 on one side of the upright 30 is pretensioned to a combined tension (all of the straps on one side) between lOOkN and 400kN, however they may be tensioned higher or lower. A typical combined pretension of wire rope flexible road crash barriers is around 80kN.

The higher strength of the straps 20 compared to the prior art flexible members (i.e. wire rope), means higher pretension can be achieved, and hence the ability for the system 100, 1000 to reduce the distance an errant vehicle passes past the boundary 74. In one embodiment, the strap has an E value between of 40 GPa and 210 GPa.

In other embodiments the straps are composed of metal. In one embodiment and the straps are composed of high-strength ductile steel. Preferably the ductile steel has a high yield capacity and has elongation after yield. Where high yield capacity is a yield strength greater than 450 MPa.

The steel strap must be ductile. Preferably also be capable of elongation of more than 9%. During an impact this means the barrier will provide restraint at yield strength. During yield the strap will elongate and in an extreme situation arrest the impacting vehicle over a greater deviation.

In one embodiment, the steel strap is composed of 450 grade steel, with a 530 MPa yield, and elongation of 15% after yield. However, there may be many other variations on grade, yield strength and elongation that are applicable for particular crash barrier requirements. Preferably the steel strap is 3mm in thickness, but thickness may vary depending on barrier requirements. Preferably the strap has a height (also the front face height) of 55mm.

In one embodiment the strap is composed of two or more layers of strap. This may be applicable for both composite and metal, and it may be a combination of the two. In one embodiment the strap is a double layer of steel. It is an object of the strap to reduce the ability of errant vehicles to penetrate or pierce the strap. Having two layers of straps, and in particular, two layers of steel straps will reduce the likelihood of penetration of the second layer.

Where steel straps are used, it is recommended that the edges should be rounded or otherwise protected to prevent injury. On the uprights or upper edges of the upright or retainer there should be rounded edges or a cap to prevent injury. The cap may be composed of plastics. The steel strap may comprise a plastics coating.

The length of straps in a system may be between, 20m and 2km. The straps may be connected to each together to extend their length.

In one embodiment, the retainer 60 is configured to retain the straps 20 to the upright/support arrangement (via the mount 50 if provided in one embodiment) whilst the system is at its static or non-impacted condition.

The mount 50 and/or retainer 60 serve to secure the straps 20 to the upright 30 until vehicle impact. After or during impact; a) the mount 50 disconnects from the upright 30, and the retainer 60 stays connected with the mount 50 and straps such the straps act as a net to deflect errant vehicles, or b) the mount 50 disconnects from the upright 30, and the retainer 60 disconnects from the mount 50, allowing the straps 20 to be free, or c) the mount 50 stays connected with the upright 30, and the retainer

60 disconnects from the mount 50 and stays connected to the straps 20.

In a preferred embodiment, the mount 50 remains connected with the upright 30 and the retainer 60 disconnects from the mount 50. The retainer 60 retains the straps in relation to each other so as to help the straps 20 stay in a net formation to act together as a combined deflector even when disconnected from the mount 50/supporting arrangement 70.

In an alternative embodiment, the mount 50 disconnects from the upright 30 and the retainer 60 also pops off from the mount 50, so the straps 20 are free from the impacted supporting arrangement 70.

As described above, the retainers 60 are configured to release from the supporting arrangement 70 upon impact to ensure the straps 20. This can help in ensuring the straps don't dragged down with the collapsing supporting arrangement 70. In one embodiment, as shown in Figure 1 to 6, the connection 51 of the retainer 60 to the mount 50 is configured as a weak point to allow disconnection from the mount 50 at a predetermined force or movement.

This predetermined force or movement is typically achieved during impact from an errant vehicle into the vehicle road barrier 1 (i.e. with the supporting arrangement 70, or the straps 20). The connection 51 of the retainer 60 from the mount 50 may be a snap disconnection. Where parts of the mount 50 and/or retainer 60 flex or bend to allow disengagement between the two.

The disconnection of the retainer 60 from the mount 50 may be in a direction 73 perpendicular to both the upright elongate direction 72 and strap elongate direction 71 (said directions illustrated in Figure 7, for example). There are many ways of engineering a system or connection that can disengage upon high forces. For example, the mount 50 may have frangible tabs 65 that engage with the retainers 60, that are broken or deformed upon impact of a vehicle with the barrier 1.

In one embodiment, the connection 51 of the retainer 60 to the mount 50 may also act by sliding in a direction parallel the elongate axis direction 72 of the upright 30. This allows the retainer 60 to engage or re-engage with the mount 50. One possible connection 51 is seen in Figure 4, and alternative connections are shown in Figure 13 and Figure 15. A barb or snap type connection is shown in Figure 13, where Figure 13 shows a top cross-sectional view of the vehicle crash barrier 1 of Figure 12.

The engagement and disengagement direction of the retainer 60 with the mount 50 in the embodiment of Figure 13 is the same.

In a further embodiment, a plug type retainer connection is shown in Figure 15, where Figure 15 shows a side cross-sectional view of the vehicle crash barrier 1 of Figure 14.

Allowing the straps to be free of both the mount 50 and upright 30 allows the straps 20 to deflect away from the boundary 74. The straps 20 may deflect by 1-2 metres from the defined boundary 74 during a process of redirecting an errant vehicle.

The straps when retained by the retainer 60, may be held between the retainer 60 and a surface 51 of the mount 50. Preferably the straps 20 are retained in the upright 30 elongate direction 72 by a recess 52 and guide on the mount 50, and/or on the retainer 60. These features may be modified depending on the characteristics required of the vehicle road barrier 1, for example how close together the straps 20 are to each other, how thick the straps are, etc.

In one embodiment, the mount 50 and retainer 60 stay engaged with the straps 20 after impact, to allow the straps to stay in their pre-impact arrangement, i.e. the straps are engaged to one another, so they continue to work together or at least move together.

In one embodiment, for example with a two-sided vehicle road barrier 1, the impact side retainer 60 may pop off from the mount, whilst the other retainer 60 stays retained to the straps external to the road side. The mount for example, may stay retained with the straps 20, and the upright 30 may slidingly disengage from the mount 50 as it is impacted by the vehicle.

In one embodiment, the straps may be held by a retainer that comprises an outer retainer plate 60A and inner retainers plates 60B and 60C, which are connected with plugs 62 that engage with slots 56 of the supporting arrangement of the mount 50. This is shown in Figures 14 to 17. The retainer 60 is engaged to the mount 50 or supporting arrangement by the plug 62. In alternative embodiments, a separate connection means is used to connect the retainer 60 to the mount 50, that is separate from the plug 62. In the embodiment shown in Figures 14 to 17, the inner retainer plate 60A and the outer retainers plates 60B and 60C, connected by plugs 62, stay engaged with the straps 20 after impact, to allow the straps to stay in their pre-impact arrangement.

The plugs 62 may be configured such that the strength of the connection between the retainers plates 60A,60B and 60C is greater than the strength of the connection between the retainer 60 and the mount 50. In one embodiment, the plug 62 and retainer configuration allow disconnection of the retainer assembly (the retainer assembly comprising the retainers plates 60A-C) from the mount 50 at a force of lOkN. Where preferably this force is direction 73, however forces in other directions may increase or decrease the pull out strength of the plug 62 from the mount 50.

The plugs 62 may be composed from a polymer material which may be reinforced with fibres to form a fibre-reinforced polymer. The polymer material used may include nylon, epoxy resin, or silicone. The fibre material used may include glass, carbon, aramid, basalt, or like fibres. In a preferred embodiment the plugs 62 are fabricated from 30% glass fibre reinforced nylon. Preferably the plug has some give or flexibility that allows it collapse inwards or deform so it can be pulled through the slots 56 during impact. In other embodiments the plug has frangible sections.

To install the straps 20 onto the mount 50 of the vehicle crash barrier 1 shown in Figure 14, the plugs 62 are used to create a retainer assembly. The plugs 62 are first pressed through the holes in the outer retainer plate 60A. The straps 20 are then aligned with the top of each plug 62 before the plugs are pressed through inner retainers 60B and 60C, such that the straps 20 are secured between retainer plates 60A and 60B. In one embodiment, the inner retainer plates 60A and 60B may be slightly taller than inner retainer plate 60C such that the top cap 63 can be placed over the top ends of retainer plates 60A and 60B to secure the contained top strap 20 against vertical movement, and/or along with an extra retention between the retainer plates 60A and 60B. The retainer assembly (60A-C) can then be mounted by vertically slotting the ends of the plugs 62 into the slots 56 on the mount 50. A cross-section of the final assembly is shown in Figure 15.

The connection of the plugs 62 to the slots 56 in the mount 50 is configured as a weak point to allow disconnection of the retainer assembly 60 from the mount 50 at a predetermined force or relative movement. This predetermined force or movement is typically achieved during impact from an errant vehicle into the vehicle crash barrier 1. The disconnection of the plugs 62 from the mount 50 may be in a direction 73 perpendicular to both the upright elongate direction 72 and strap elongate direction 71, or any combination of the above. The disconnection may be facilitated with frangible, or engineered weakness mounting tabs on the plugs 62, or by an engineered weakness of the slots 56 or the plugs 62. Alternatively, and/or in combination, impact forces may cause the plugs 62 to move vertically within the slots 56, thereby causing disconnection.

In one embodiment, the plugs 62 have exterior circumferential surfaces of varying diameters suitable to engage with holes in one of the retainers, or with slots 56 of the mount 50. The outer surface 80 sits in a hole of outer retainer plate 60A, and also supports a strap 20. The intermediate surface 81 sits in a hole of inner retainer plate 60B, while the inner surface 82 sits in a hole of inner retainer plate 60C. The mounting surface 83 slots into a slot 56 of the mount 50. These surfaces are shown in Figure 16.

Preferably the retainer 60 is of a low-profile design so to be as flush as possible with the surface of the face 21 of the straps 20.

The mount 50, and/or other features of the upright 30 or ground anchor 40, do not significantly protrude past the straps 20 towards the road. Preferably the retainer 60 is significantly flush or planar with the external face 21 of the straps 20. Preferably the external surface of the retainer 60 does not extend more than 6 mm past the external face 21 of the straps 20.

In alternative embodiments the retainer 60 may extend further past the face 21. In this embodiment, preferably the retainer 60 slopes gradually from the face 21 to inner most roadside facing surface of the retainer, this may reduce point impacts to a vehicle. A slight chamfer 63 can be seen on the retainer 60 in the figures, this reduces point loading or edges that could snag or impact a vehicle.

In one embodiment, as shown in Figures 18 to 20, straps are held between a retainer 60, which is connected with plugs 62 that engage with slots 56 in the mount 50. The mount 50 comprises a tab 65 that will facilitate the disengagement of the plug from the slot as described herein previously. In this embodiment, the mount and/or upright is a C shaped post. Further, the slot 56 is a height that facilitates the plug 62 to have a larger direction of travel before engaging with the tab 65. This allows a greater vertical movement of the straps before disengagement with the mount. These elongated slots require an upward movement of the strap to separate the straps from the supporting arrangement and this ensures the straps are held in a correct position for vehicle engagement and does not release early too early during impact.

In one embodiment, as shown in Figures 21 and 22, rivets 64 hold the retainer 60 and straps 22 the mount 50. The rivets 64 comprise a deformable sleeve or feature 64a that can perform during vehicle impact into the crash barrier. The deformable sleeve or feature 64a is able to release the retainer from the mount 50.

In one embodiment, the flat straps 20 of the vehicle crash barrier 1 may be substituted into a modified traditional wire barrier support arrangement. In this embodiment, not all of the benefits of the present disclosure will be achieved - such as a continuous smooth sliding surface. Yet, other benefits, such as increased tensile strengths and larger impact area (the flat face 21) may be achieved.

A roadside motorbike crash barrier 200 will now be described with reference to Figures 23 to 31, where it is shown as part of a roadside crash barrier system 1000 utilising both the above-described vehicle crash barrier 1 and motorbike crash barrier 200.

The below description of the roadside motorbike crash barrier 200 may apply equally to embodiments thereof employed by themselves (i.e., not with any other road barrier system), embodiments thereof employed together with the above-described vehicle crash barrier 1 (i.e., as part of a roadside crash barrier system 1000) and/or embodiments thereof employed together with any other road/vehicle barrier system known in the art.

The vehicle crash barrier 1 shown here in Figures 23 to 31 may once again comprise at least one elongate tensioned flexible strap 20, and a supporting arrangement 70 configured to support the at least one strap 20, wherein said flexible strap 20 and/or supporting arrangement 70 shown are exemplary only and may comprise any of the above-described arrangements, configurations or embodiments thereof.

For the sake of clarity, the supporting arrangement 70 of the vehicle crash barrier 1 is shown in a simplified state in Figures 23 to 31, wherein the ground anchor(s) 40 and mount(s) 50 is/are hidden from view, and wherein the retainer(s) 60 shown are exemplary only and may comprise any of the above-described retainer arrangements, configurations or embodiments. It will of course be appreciated that only a single exemplary length of the vehicle crash barrier 1 and motorbike crash barrier 200 are shown in Figures 23 to 31 and that the actual length(s) thereof may extend continuously beyond what is shown when forming part of a road or carriageway barrier system (i.e., the straps 20 and rub-straps 220 may be continuous with a plurality of support arrangements 70 and shock-absorbing support arrangement 270 positioned along the lengths thereof).

Turning now to the motorbike crash barrier 200, it is generally positioned vertically proximate the ground-level of a road or carriage way so as to deflect errant motorbikes and/or their riders. In accidents involving errant motorbikes (or other twowheeled vehicles as described above), the riders thereof may often become dislodged or disconnected from their motorbike, and thus "slide" along the ground of a road or carriageway. The same may be said of the then-riderless motorbike (or other twowheeled vehicles), where they too may often slide along the ground of a road or carriageway.

It is for this reason that the motorbike crash barrier 200 is generally positioned vertically proximate the ground-level (indicated generally as a substantially horizontal surface of the road or carriage way G in Figures 23 to 31). However, it will be appreciated that the motorbike crash barrier 200 may be configured at a range of heights as desired, depending on any number of design, engineering/installation and/or regulatory/safety considerations.

The motorbike crash barrier 200 comprises at least one elongate tensioned flexible rub-strap 220 comprising a planar face 221 facing the road in use. The motorbike crash barrier 200 also comprises a shock-absorbing support arrangement 270 configured to support the rub-strap 220 above the ground in use.

The rub-strap 220 can deviate or correct an errant motorbike and/or it's rider, and in doing so absorb at least some of the collision energy therefrom together with the shock-absorbing support arrangement 270. The shock-absorbing support arrangement 270, thereby generally comprises of at least one shock-absorbing element 280 biased in direction towards the road in use so as to bias the flexible rubstrap 220 in a direction towards the road in use. This in part provides some of the shock-absorbing mechanical behaviours/characteristics of the motorbike crash barrier 200, as will hereinafter be described. In Figures 23 to 31 only one rub-strap 220 is shown, however, multiple rubstraps 220 may be employed in other embodiments of the motorbike crash barrier 200.

The shock-absorbing support arrangement 270 is configured such that the flexible rub-strap 220 displaces in a substantially horizontal direction together with at least part of the shock-absorbing support arrangement 270 upon and during impact by an errant motorbike and/or rider, and the planar face 221 of said rub-strap 220 maintains a substantially perpendicular and upright orientation relative a horizontal surface of the road G during said impact, as will hereinafter be described.

The planar face 221, facing the road in use, presents a surface that is substantially uniformly flat, smooth and/or continuous along the length of the rubstrap 220, with the rub-strap 220 comprising rounded upper and lower horizontally extending edges 220A, 220B shown in Figures 25 and 26.

The at least one shock-absorbing element 280 is shown extending from a rear of the flexible rub-strap 220 (in particular from the rear face 222 thereof) to a support post 290 of the shock-absorbing support arrangement 270.

More particularly, as shown in Figure 26, the at least one shock-absorbing element 280 extends from a substantially upright member 282 to which the rear of the flexible rub-strap 220 (in particular from the rear face 222 thereof) is connected to said support post 290 of the support arrangement 270, wherein the rounded edges 220A, 220B of said rub-strap 220 fold around and behind top and bottom edges 282A, 282B of said upright member 282.

This is shown in Figures 25 and 26 where the "front" (road-facing) planar face 221 of the rub-strap 220 is shown as is the "rear" (non-road-facing) face 222 of the rub-strap 220 is shown, as are rounded upper and lower horizontally extending edges 220A, 220B. These upper and lower edges 220A, 220B of the rub-strap 220 are integrally formed and continuous extensions of the planar face 221, and so extend therefrom to fold or round toward the rear face 222, as shown.

In this manner, the motorbike crash barrier 200 provides an arresting or deflecting surface, being the planar face 221 of the rub-strap 220, that has no protrusions and/or extrusions or the like extending past the rub-strap 220 towards the road. This, in combination with the rounded or folded upper and lower edges 220A, 220B, ensure that the risk of a rider being cut or sliced when colliding with said motorbike crash barrier 200 is reduced. This may also reduce damage to the colliding motorbike too, and in both cases, may reduce the risk of the rider and/or motorbike snagging or catching onto the rub-strap 220, and instead either sliding thereagainst until fully arrested to a stationary stop and/or otherwise being deflected away from the rub-strap 220.

Figures 25 and 26 also show that the supporting arrangement 70 of the vehicle crash barrier 1 may form at least part of and/or define at least part of the shock-absorbing support arrangement 270 of the roadside motorbike crash barrier 200, in that the uprights 30 of the vehicle crash barrier 1 described above are shown forming or defining said support post(s) 290 of the shock-absorbing support arrangement 270 and thus forming or defining at least part of the shock-absorbing support arrangement 270 of the roadside motorbike crash barrier 200.

Thus, because uprights 30 of the vehicle crash barrier 1 described above are shown forming or defining said support post(s) 290 of the shock-absorbing support arrangement 270 in Figures 23 to 31, the shock-absorbing support arrangement 270 of the roadside motorbike crash barrier 200 may be said to directly connect to, or extend to/about, said uprights 30 of the supporting arrangement 70 of the vehicle crash barrier 1.

In other embodiments, the shock-absorbing support arrangement 270 of the roadside motorbike crash barrier 200 may be only operatively connected to or supported by the supporting arrangement 70 of the vehicle crash barrier 1, i.e., may operatively connect to the uprights 30 of the supporting arrangement 70 of the vehicle crash barrier 1 via flanges, plates or the like.

In other embodiments, the shock-absorbing support arrangement 270 of the roadside motorbike crash barrier 200 may be completely separate the supporting arrangement 70 of the vehicle crash barrier 1. For instance, the support posts 290 of the shock-absorbing support arrangement 270 may instead comprise vertically- extending upright posts or members 290 provided spaced-apart and separate from the uprights 30 of the supporting arrangement 70 of the vehicle crash barrier 1. Figures 25 and 26 show that the at least one shock-absorbing element 280 comprises or may take the form of a resilient elongate bar 284. Said resilient elongate bar 284 may comprise or be formed from any suitable metal or metal-alloy materials, such as steel, iron, aluminium and the like. Generally, the resilient elongate bar 284 may connect to the upright member 282, and may be formed from the same materials (metal or metal-alloy) as the upright member 282, and may either connect operatively thereto, or directly thereto, or even be integrally formed therewith.

Further, the resilient elongate bar 284 is generally configured to be substantially elongate in the horizontal/longitudinal direction and generally thin in the vertical direction i.e., a thin planar elongate bar or member, as shown.

In this manner, the resilient elongate bar 284 may present generally resilient, elastic, compressible and/or springy physical/mechanical properties, so as to assist in acting as a shock-absorbing element 280 during impact of the rub-strap 220 by an errant motorbike and/or rider.

The resilient elongate bar 284 has a first end 285 extending from said rear of the flexible rub-strap 220 (in particular the rear face 222 thereof) to a second end 286 located at said support post 290 of the shock-absorbing support arrangement 270.

In particular, Figure 27 shows that the at least one shock-absorbing element 280 comprises at least two resilient elongate bars 284, one extending from at or around the top end 282A of said upright member 282 to said support post 290 of the shock-absorbing support arrangement 270 and the other extending from at or around the bottom end 282B of said upright member 282 to said support post 290 of the shock-absorbing support arrangement 270.

In some embodiments, only one, or three or more, shock-absorbing element 280 taking the form of resilient elongate bars 284 may be provided, with an increase in the number thereof generally providing greater resistance to impact upon the rubstrap 220 by an errant motorbike and/or rider.

As shown in Figure 28 (where the rub-strap 220 and resilient elongate bars 284 are hidden from view), both of the resilient elongate bars 284, which will hereinafter be referred to as upper resilient elongate bar 284A (having first end 285A and second end 286A) and lower resilient elongate bar 284B (having a first end 285B and a second end 286B) extend and connect to said support post 290 by way of a flange 287A, 287B at each second end 286A, 286B of each resilient elongate bar 284A, 284B. These flanges 287A, 287B are shown having a generally planar and thin rectangular configuration, and having the same thickness as the resilient elongate bars 284A, 284B from which they extend. However, they may take other shapes and configurations in other embodiments.

These flanges 287A, 287B are shown in Figure 28 positioned so as to overlap with one another such that apertures 288A, 288B extending through each flange 287A, 287B are aligned for receipt of fastening members 289 extending from and through said apertures 288A, 288B to a fastening flange 287C arranged at an opposing end of said support post 290, wherein said fastening flange 287C comprises apertures 288C configured to correspond and align with apertures 288A, 288B of said flanges 287A, 287B of the two resilient elongate bars 284A. 284B. The apertures 288B of the second flange 287B are hidden from view in Figure 28 due to said overlapping configuration.

By being in an overlapping configuration, and of the same general shape and size, these flanges 287A, 287B of the resilient elongate bars 284A, 284B provide a focused support point against which impact forces upon the flexible rub-strap 220 (travelling through the resilient elongate bars 284A, 284B and upright member 282 etc.) may be transferred. This helps to ensure that the deflection of the rub-strap 220, upon impact, is uniformly directed in the horizontal direction, against the bias of the resilient elongate bars 284A, 284B, irrespective of where along the height or length of the rub-strap 220 the impact force(s) are focused.

Figure 29 shows the resilient elongate bars 284A, 284B extending from their first ends 285A, 285B to their second ends 286A, 286B, in an inverted v-shape comprising an apex 283A, 283B of said resilient elongate bars 284A, 284B positioned between said first and second ends 285A, 285B, 286A, 286B.

This inverted v-shape may also be described as an inverted chevron shape, inverted delta shape, triangular shape and the like, where the resilient elongate bar or bars 284 of a given embodiment generally extend angularly upwardly from the first end 285 to a peak or apex 283 before descending angularly to their second end 286.

As shown in Figure 29 this may result in a substantially acute internal angle Al, A2 of the elongate bar or bars 284, wherein said internal angle may be understood as the angle at said apex or peak 283A, 283B, in between the angularly upwardly extending portion of the elongate bar or bars 284 lying between the upright member 282 and apex 283, and the angularly descending portion of the elongate bar or bars

284 lying between the apex 283 and the support post(s) 290.

By having such an inverted v-shape and substantially acute internal angle, the elongate bar or bars 284 are poised or configured to collapse inwardly, against their bias, towards the support post 290 of the shock-absorbing support arrangement 270, acting in a spring-like and/or resilient manner.

Further, Figure 29 also shows that the rub-strap 220, and in particular, the planar face 221 thereof, is oriented approximately vertically upright relative the substantially horizontal surface of the road or carriage way, and has an angle Bl that is substantially acute relative said substantially horizontal surface of the road or carriage way.

This sloped orientation of the planar face 221 of the rub-strap is so configured such that a lower portion thereof (i.e., proximate the lower edge 220B) is most likely to be impacted first by a motorbike and/or rider sliding against the ground surface G.

In this manner, upon impact, since the lower resilient elongate bar 284B informs the movement or displacement of a lower part of the rub-strap (i.e., proximate the lower edge 220B thereof), and since said lower part of the rub-strap 220 is more likely to be impacted initially (and thus displace horizontally to a greater extent), the degree of movement, or horizontal displacement, of the lower resilient elongate bar 284B must be generally greater than that of the upper resilient elongate bar 284A, such that the rub-strap 220 displaces in a substantially horizontal direction upon/during impact.

Thus, the internal angle A2 of the lower resilient elongate bar 284B, is configured to generally be less than the internal angle Al of the upper resilient elongate bar 284A, such that there is a greater degree of movement (i.e.. reduction) of the internal angle A2 of said lower resilient elongate bar 284B (since the lower part of the rub-strap 'sticks-out' towards the road more than the upper part) compared to the upper resilient elongate bar 284A, resulting in a substantially horizontal displacement of the rub-strap 220 upon/during impact.

This is shown in Figures 30 and 31, wherein in Figure 30 the motorbike crash barrier 200 is an intermediate position between its default or non-impacted condition and it's fully collapsed or impacted condition. Here it can be seen that upon initial impact, the angle A2 decreases more than the angle Al, resulting in a displacement of the rub-strap 220 that results in the angle Bl thereof increasing from its default substantially acute orientation relative the substantially horizontal surface of the road or carriage way to a substantially perpendicular (about 90 degree) orientation relative thereto.

Then, from said intermediate position of Figure 30, the rub-strap 220 remains in the substantially perpendicular orientation while displacing horizontally further towards the support post(s) 290 of the shock-absorbing support arrangement 270, until it contacts said support post(s) 290 in its fully collapsed or impacted condition as shown in Figure 31.

It can be seen that angle Al may change or decrease only a small amount during the transition of the motorbike crash barrier 200 from its default or nonimpacted condition of Figure 29 to its fully collapsed or impacted condition of Figure 31, with angle A2 almost decreasing to zero or about zero.

This may be achieved through appropriate configuration of the first ends 285A, 285B of the resilient elongate bars 284A, 284B and/or the apexes 283A, 283B of the resilient elongate bars 284A, 284B in a manner such that the upper resilient elongate bar 284A provides greater resistance to a decrease of angle Al than the lower resilient bar 284B provides to a decrease of angle A2.

For instance, a thickness and/or width of the upper resilient elongate bar 284A, at its first end 285A and/or apex 283A, may be greater than that of the lower resilient bar 284B at its first end 285B and/or apex 283B. Alternatively, or additionally, the shape or geometry of the upper resilient elongate bar 284A, at its first end 285A and/or apex 283A may be configured such that said first end 285A and/or apex 283A is/are more resilient to translational or angular displacement or deformation during impact.

In some embodiments, the shock-absorbing arrangement 270, in particular the resilient elongate bar or bars 284 thereof, may be configured such that, in the fully collapsed/impacted state of the motorbike crash barrier 200, the angle Bl of the rub-strap 220 relative the substantially horizontal surface of the road or carriage way becomes obtuse, or greater than 90 degrees (i.e., such that a lower part of the rubstrap proximate the lower edge 220B thereof is displaced horizontally further than an upper part proximate the upper edge 220A thereof).

However, in the embodiments described herein in relation to the Figures 23 to 31, the shock-absorbing arrangement 270, and in particular the at least one shockabsorbing element 280 thereof taking the form of resilient elongate bars 284A, 284B, is configured to affect a substantially horizontal displacement of the rub-strap 220, in that it, and in particular it's planar face 221, remain in a substantially upright or perpendicular orientation relative the substantially horizontal surface of the road or carriage way during said impact.

Moreover, the shock-absorbing support arrangement 270 will be generally configured such that, during said impact, the flexible rub-strap 220 displaces in a manner that substantially inhibits vertical and/or angular displacement of the flexible rub-strap.

In this manner, the limbs or clothing of an errant rider, are less likely to catch underneath the rub-strap 220 (i.e., move into a space between the lower edge 220B thereof and the ground G, if such a space is present), helping to ensure that the body of the rider is safely and wholly encompassed by the rub-strap 220 upon and during a collision, reducing the chances of severe injury while the rider is arrested by/along or deflected from the rub-strap 220.

It will be appreciated that in the embodiments shown throughout Figures 23 to 31, the resilient elongate bars 284A, 284B, the upright member 282 and the flanges 287A, 287B may all be formed from a continuous and integrally formed body of material. In this manner, at least these parts of the shock-absorbing support arrangement 270 (i.e., not including supports post 290 shown as separate components) may be formed from a single piece of material, i.e., laser-cut or stamped out from a sheet of spring steel, for instance.

Those skilled in the art will appreciate that at least these parts of the shockabsorbing support arrangement 270 being integrally formed from a continuous body of material as such may assist in providing or improving the generally resilient, elastic, compressible and/or springy physical properties, or mechanical behaviour, of the shock-absorbing support arrangement 270 as a whole during impact of the rub-strap 220 by an errant motorbike and/or rider.

In other embodiments, these parts of the shock-absorbing support arrangement 270 may not be formed from a continuous and integrally formed body of material, and may instead be separate and discrete components operatively or directly connected to one another, via e.g. riveting, fasteners, welding or any other suitable means known in the art, depending on the material composition of said parts.

In some embodiments, a thickness of the flexible tensioned rub-strap 220 may be between about 0.85 mm and about 1.15 mm. Further, the flexible tensioned rub-strap 220 may be configured to be tensioned to between about lOkN and about 20kN.

Those skilled in the art may envisage other appropriate thicknesses and tensions of the rub-strap 220 depending on any number of design, engineering/installation and/or regulatory/safety considerations.

Those skilled in the art will also appreciate that the angles Al, A2, Bl, shown in the embodiments of Figures 23 to 31 are exemplary only, and may be increased or decreased as long as the mechanical behaviour or response of the rub-strap 220, in a substantially horizontal displacement during a collision, is maintained.

Moreover, the length(s), thickness(s) and/or width(s) of the resilient elongate bars 284A, 284B, and their connection(s) to the upright member 282 and flanges 287A, 287B (i.e., the geometries of the first and second ends 285A, 285B, 286A, 286B) shown in the embodiments of Figures 23 to 31 are also exemplary only, and may likewise be varied depending on any number of design, engineering/installation and/or regulatory/safety considerations, as long as the mechanical behaviour or response of the rub-strap 220, in a substantially horizontal displacement during a collision, is maintained.

Where in the foregoing description reference has been made to elements or integers having known equivalents, then such equivalents are included as if they were individually set forth.

Although the invention has been described by way of example and with reference to particular embodiments, it is to be understood that modifications and/or improvements may be made without departing from the scope or spirit of the invention.