FLEXIBLE TENSIONED CRASH BARRIER

The present invention relates to a flexible tensioned crash barrier and end anchors for said flexible tensioned crash barrier and/or for a road 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 barrier/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.

In operation, the upright may provide strong resistance to longitudinal movement (vertical) of the barrier wires, but weak resistance to the lateral (side) impact from an errant vehicle. This may allow an upright to give way under the impact. The tensioned wires, combined with the sacrificial uprights may allow good directional correction of an errant vehicle without causing a vehicle to roll.

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 semirigid crash barriers may be more expensive to install and manufacture compared to flexible crash barriers. Rigid and semi-rigid crash barriers may have the benefit of redirecting vehicles quicker, for example, if there is a cliff behind the barrier then it is not desired for the crash barrier to deflect over the cliff.

A person skilled in the art of crash barriers will be aware that semi-rigid or rigid crash barriers can reduce the injury level to motorcyclists, however, rigid solutions are not as cost-effective as flexible tensioned crash barriers. Semi-rigid or rigid crash barriers may not always be a viable option for some roads.

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 at least some embodiments of the present invention to at least 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.

It is an object of at least some embodiments of the present invention to at least provide an end anchor for anchoring the ends of flexible members of a road 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

In a first aspect, the invention provides an end anchor for anchoring one or more flexible members of a road barrier, the end anchor comprising a road barrier end arranged to meet the flexible members of the road barrier and an opposing terminal end, wherein the end anchor further comprises: a support unit for securing to the ground, wherein the support unit is configured to restrain the ends of the flexible members; a support post pivotally coupled to the support unit for receiving the flexible members at or near the road barrier end, wherein the support post is moveable between an erect position, in which support post supports the flexible members under tension, and a collapsed position, in which the support post pivots in a direction away from the terminal end, at least partially ceasing to support the flexible members under tension; a bracing arrangement releasably coupled between the support post and the support unit, the bracing arrangement comprising: at least one bracing element for bracing the support post in the erect position when the bracing element is secured to the support unit; and a cam arrangement rotatably coupled to the support unit, wherein the cam arrangement is rotatable between a locked position, in which the bracing element is secured to the support unit, and an unlocked position in which the bracing element is released from the support unit, wherein the release of the bracing arrangement permits the support post to move to the collapsed position; a trigger post pivotally coupled to the support unit at or near the terminal end and having a portion presented for contact by an oncoming vehicle, wherein the presented portion of the trigger post is configured to pivot towards the barrier end when contacted by an oncoming vehicle; an actuator extending between and coupling the trigger post and the cam arrangement, such that said pivoting of the trigger post causes rotation of the cam arrangement from the locked position to the unlocked position, thereby releasing the bracing arrangement and permitting the support post to move into the collapsed position.

Preferably, movement of the support post from the erect position to the collapsed position lowers a height of a least part of the road barrier and/or end anchor for limiting or preventing rollover of the oncoming vehicle, preferably by lowering the flexible members proximate the road barrier end.

Preferably, the support post is moveable from the collapsed position to the erect position.

Preferably, the bracing arrangement is arranged such that the bracing element can be re-secured to the support unit to re-brace the support post in the erect position.

Preferably, the locked position is an over-centre locked position, and wherein optionally the over-centre position is maintained by tension of the flexible members.

Preferably, the at least one bracing element is secured to the support unit via a releasable pivot joint.

Preferably, the cam arrangement comprises at least one cam flange having a bracing slot and the at least one bracing element comprises or is connected to a pivot pin, wherein the bracing slot is arranged to receive and engage the pivot pin to form at least part of the releasable pivot joint.

Preferably, the support unit comprises a U-shape plate and wherein at least one side wall of the U-shape has a plate slot arranged to receive the pivot pin, wherein the plate slot and the bracing slot cooperate to releasably secure the pivot pin to form the releasable pivot joint.

Preferably, the plate slot is arranged to retain the pivot pin within the bracing slot of the at least one cam flange.

Preferably, rotation of the cam arrangement moves the pivot pin along the plate slot. Preferably, rotation of the cam arrangement towards the locked position moves the pivot pin along the plate slot until the pivot pin is abuts against a closed end of the plate slot, wherein the closed end of the plate slot is limits further rotation in the first direction thereby defining the locked position.

Preferably, rotation of the cam arrangement towards the unlocked position moves the pivot pin towards an open end of the plate slot, wherein the at least one bracing element is released from the support unit when the pivot pin exits the slot.

Preferably, the support unit comprises an elongate U-shape plate extending longitudinally from at or near the road barrier end to at or near the terminal end.

Preferably, the U-shape plate at least partially houses the support post, the trigger post, the actuator and/or the cam arrangement.

Preferably, the support post and/or trigger post and/or cam arrangement are pivotally connected between side walls of the U-shape plate.

Preferably, the presented portion of the trigger post is located above where the trigger post is pivotally coupled to the support unit and the actuator is secured to a portion of the trigger post below where the trigger post is pivotally coupled to the support unit, such that movement of the presented portion towards the road barrier end pulls the actuator in a direction away from the road barrier end.

Preferably, the at least one bracing element is pivotally connected to the support post.

Preferably, the support unit comprises one or more flexible member mounts between the road barrier end and the terminal end for restraining the one or more flexible members.

Preferably, the support post is substantially upright when in the erect position and is arranged to move to an acute or substantially horizontal orientated when in the collapsed position, and/or wherein the trigger post is substantially upright prior to being contacted by an oncoming vehicle and is arranged to move to an acute or substantially horizontal orientation upon contact by an oncoming vehicle. Preferably, the actuator is a flexible cable.

Preferably, the trigger post is pivotally coupled to the support unit via a pivot pin.

Preferably, the trigger post is pivotally coupled to the support unit via one or more flanges.

Preferably, the end anchor comprises a pair of bracing elements arranged to flank the support post on either side.

Preferably, the cam arrangement comprises a pair of cam flanges spaced apart along a shaft.

In a second aspect, the invention provides a road barrier system comprising one or more flexible members anchored by the end anchor of any preceding claim.

In a third aspect the present invention may be said to be 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 100kN 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 strap is tensioned between two end anchors as described in the fifth and sixth embodiment.

In one embodiment, the crash barrier does not utilise brakes, wheels, or pay-out spools.

In one embodiment, the length of straps in a system are between 20m and 2km. In a fourth aspect the present invention may be said to be 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 fifth aspect the present invention may be said to be a roadside crash barrier configured for deflecting errant vehicles and road users of a carriageway, the barrier comprising one or more flexible straps with a major planar face having a normal direction generally facing the carriageway, 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 carriageway

In a sixth aspect the present invention may be said to be a roadside crash barrier comprising at least one flexible strap under tension comprising a vertical planar face.

Wherein any one or more of the above embodiments of any one of the first to fourth aspect(s) may relate to any other of the first to fourth aspect(s).

In a seventh aspect the present invention may be said to be an end anchor for an elongate flexible tensioned roadside crash barrier, where the end anchor comprises

- two or more supporting arrangements configured to be secured to the ground, where one supporting arrangement is nearer more or at a terminal end of the end anchor; at least one supporting arrangement comprising one or more attachment points for one or more tensioned flexible members to extend in a first direction away from the terminal end towards the crash barrier,

- a stiff tensile member removably engaged at one end to a lower region of at least one supporting arrangement and also removably engaged at its opposite end to an upper region of a connected supporting arrangement spaced apart in the first direction. In one embodiment, the supporting arrangements are secured to the ground via ground screws or piles.

In one embodiment, the uprights are secured to the ground via a ground plate.

In one embodiment, the tensile member is under tension when the flexible member(s) are under tension.

In one embodiment, the tensile member comprises a thread at each end configured to receive a nut.

In one embodiment, the supporting arrangements are configured to pivot and/or deform at a region of engineered weakness below the lower region.

In one embodiment, the pivoting and/or deformation of the supporting arrangement allows the tensile member to be released or partially released from the said pivoting and/or deformed supporting arrangement at the lower region.

In one embodiment, the pivoting and/or deformation of the supporting arrangement allows the tensile member to be released or partially released from the connected supporting arrangement.

In one embodiment, the tensile member has a lower end removably engaged to the lower region, and an upper end removably engaged to the upper region of a connected supporting arrangement.

In one embodiment, the lower end is removably engageable to the supporting arrangement via a lower mount comprising an upwardly facing slot that receives the lower end.

In one embodiment, the upper end is removably engageable to the connected supporting arrangement via an upper mount comprising a downwardly facing slot that receives the upper end.

In one embodiment, as the supporting arrangement pivots and/or deforms the lower mount releases the lower end. In one embodiment, the upper mount on the connected supporting arrangement is configured to release the upper end as the lower end is released from the lower mount.

In one embodiment, the pivoting and/or deformation of the supporting arrangement releases tension in the tensile member.

In one embodiment, the pivoting and/or deformation of the supporting arrangement causes release of either or both ends of the tensile member.

In one embodiment, the end anchor comprises multiple supporting arrangements in a spaced apart row each with respective tensile member adjoining them from a lower region to an upper region.

In one embodiment, the supporting arrangements are adjoined to the directly adjacent supporting arrangement via the tensile member.

In one embodiment, the supporting arrangements are adjoined to an supporting arrangement more than one supporting arrangement away via the tensile member.

In one embodiment, all the supporting arrangements of the end anchor are identical

In one embodiment, all the supporting arrangements of the end anchor are connected to the flexible members.

In one embodiment, all the supporting arrangements of the end anchor are connected to the flexible members.

In one embodiment, the tensile member(s) transfer a portion of a tensile load of the tensioned flexible members from the upper region(s) to the lower region(s) of the adjoined supporting arrangement(s).

In one embodiment, the crash barrier comprises one or more tensioned strap(s), tensioned wire(s), or a combination of both.

In one embodiment, the end anchor comprises three, four, five, six, seven, or more supporting arrangements. In one embodiment, the tensile member acts in tension in operation to create a truss type arrangement between the supporting arrangements of the end anchor.

In one embodiment, upper region is higher than the lower region.

In one embodiment, the upper region is generally the height of the flexible member attachment points.

In one embodiment, the lower region is generally above or close to ground level in operation.

In one embodiment, the tensile member is a threaded rod.

In one embodiment, the tensile member is between 5 and 30mm, and preferably 16 mm in diameter.

In one embodiment, the tensile member is held within the upper and lower mounts via the nuts on the end of the threaded rod, that when tightened create tension in the tensile member and impart force and friction on the mounts.

In one embodiment, the pivoting or deformation of an supporting arrangement moves the lower or upper mount closer to the adjoined upper or lower mount respectively, thus allowing the tensile member to disengage from one or both upper and lower mounts.

In one embodiment, the flexible member is one of the straps as described above in the first to fourth aspects.

In an eighth aspect the present invention may be said to be an end anchor for roadside crash barrier comprising tensioned flexible members, where the end anchor is located at a terminal end of the barrier which extends away from the terminal end in a first direction, the end anchor comprising a stiff tensile member adjoining at least two adjacent supporting arrangements, the tensile member configured to a) direct at least part of the tension of the flexible members from an upper region of a supporting arrangement to a lower region of an adjacent adjoined supporting arrangement, and b) release from engagement of either or both the upper region and lower region when either supporting arrangement is impacted by a vehicle or object coming from the first direction or a second direction opposite the first direction.

In one embodiment, the end anchor comprises a plurality of supporting arrangements.

In one embodiment, each supporting arrangement comprises one or more attachment points for the tensioned flexible members to extend between the two (or more) supporting arrangements.

In one embodiment, at a lower region of at least one supporting arrangement is attached a tensile member that extends upwards to an upper region of a supporting arrangement in the first direction.

In one embodiment, the supporting arrangements are configured to pivot and/or deform at a region of engineered weakness below the lower region, so that the upper region of the same supporting arrangement moves relative the region of engineered weakness.

In one embodiment, the elongate flexible barrier comprises one or more tensioned strap(s), tensioned wire(s), or a combination of both.

In one embodiment, the end anchor comprises three, four, five, six, seven, or more supporting arrangements.

In one embodiment, the sixth aspect comprises one or more of the embodiments of the fifth aspect.

In a ninth aspect the present invention may be said to be an end anchor for anchoring the ends of flexible members of a road barrier, the end anchor having a road barrier end closer the road barrier, and a terminal end further away from the road barrier that is able to face an oncoming vehicle, the end anchor comprising a. a collapsible support configured to receive the flexible members at the road barrier end, the support post configured to pivot about its base towards the road barrier end, b. a trigger nearer more the terminal end configured to pivot about its base towards the road barrier end when engaged by a vehicle c. a support unit configured to be affixed securely to the ground, the support unit engaged with the base of both the support and the trigger, as well receiving and restraining the ends of the flexible members, d. a brace pivotably engaged on the road barrier side of both the support and support unit, the brace bracing the support so the support can maintain the tension of the flexible members, the brace comprising a pivotable section intermediate its ends allowing the brace to hinge towards the road barrier, e. an actuator extending between, and pivotally engaged to, the trigger and brace, wherein the trigger is configured to pivot at or towards its base when engaged by said vehicle so as to actuate the actuator, the actuator subsequently causing the brace to hinge and remove its bracing capabilities to the support to allow the support to collapse or partially collapse, thus in turn releasing tension in the flexible members.

In one embodiment, the end anchor is configured to prevent vehicle rollover should said vehicle impact the end anchor from the terminal end.

In one embodiment, the end anchor is configured to prevent vehicle rollover should said vehicle impact the end anchor from the terminal end, by allowing the flexible members to lose partial tension or all tension.

In one embodiment, the brace acts as an over-centre mechanism.

In one embodiment, the actuator is configured to push the pivotable section over centre so the brace cannot act in compression to support the support post.

In one embodiment, the brace has an upper section and lower section pivotably joined together at the pivotable section.

In one embodiment, the actuator is removably engaged with the brace.

In one embodiment, the actuator is removably engaged with upper section.

In one embodiment, the actuator is removably engaged via a slot and complementary pin system, and/or the actuator and brace can completely disengage from each other to allow the brace to fully hinge and the support to collapse. In one embodiment, the actuator is removably engaged to the upper section.

In one embodiment, the upper section comprises a lever that extends below the pivotable section.

In one embodiment, the actuator is removably engaged to the lever.

In one embodiment, the flexible members are straps.

In one embodiment, the straps along the road barrier have their major face facing the road, and are received by the support with their major face facing upwards.

In one embodiment, the straps are twisted 90 degrees from the road barrier when entering the anchor.

In one embodiment, the trigger comprises an upper region above where the actuator is engaged to, that acts as a rigid lever to engage with said vehicle.

In one embodiment, the end anchor is configured to move between a collapsed condition and an operating condition.

In one embodiment, in the operating condition the flexible members are held at operating height, and operating tension so that road barrier can act at its optimal capacity.

In one embodiment, in the collapsed condition, when the brace is hinged, the flexible members have their tension reduced compared to the tension at optimal capacity.

In one embodiment, in the collapsed condition, when the brace is hinged, the flexible members at the end anchor are lowered.

In one embodiment, in the collapsed condition, when the brace is hinged, the flexible members retain tension so the barrier can operate with limited capacity of said optimal capacity.

In one embodiment, the actuator is over two metres long.

In one embodiment, the end anchor is configured not be damaged or weakened if moved to the collapsed condition, In one embodiment, the end anchor can be moved back from the collapsed condition to the operating condition by actuating the trigger and reengaging (if disengaged) the actuator with the brace.

In a tenth aspect the present invention may be said to be an end anchor for anchoring an end of a road barrier comprising one or more flexible tensioned members, the end anchor having a road barrier end closer the road barrier, and a terminal end further away from the road barrier to face an oncoming vehicle, the end anchor configured to move between an operating condition where the end anchor holds the tensioned member(s) in a first tension; and a collapsed condition where the end anchor releases the tensioned member(s) from the first tension, wherein the end anchor comprises a trigger configured to engage with, and be actuated, to move the end anchor from the operating condition to the collapsed condition.

In one embodiment, in the collapsed condition the tensioned members are lowered closer to or towards the ground than in the operating condition.

In one embodiment, the end anchor is configured not be damaged or weakened if moved to the collapsed condition, and/or the road barrier can be moved back from the collapsed condition to the operating condition by actuating the trigger back to its operating condition.

In one embodiment, a support supports the tensioned members above the ground, and redirects the tensioned members from the road barrier to a support unit near the ground, the support unit holding the tension in the tensioned members.

In one embodiment, the trigger actuates a brace that in the operating condition braces the support, and in the collapsed condition does not brace the support.

In one embodiment, when the road barrier is moved from the collapsed condition to the operating condition the brace resets itself to a bracing condition where it can again act to brace the support in supporting the tension of the tensioned members in the operating condition.

In one embodiment, the brace utilises an over centre mechanism. In one embodiment, the trigger is located at the terminal end.

In one embodiment, in the operating condition the support is erect and holds the tensioned members at their operating height, and in the collapsed condition the tensioned members are lowered below the operating height.

In one embodiment, the trigger is actuated by said oncoming vehicle.

In one embodiment, the brace is actuated not via the trigger, but by another means such as a hook, pull rope, pulling member that may be actuated by a user or vehicle.

In one embodiment, the trigger applies force directly or indirectly to the brace or support.

In one embodiment, the trigger is configured to directly or indirectly push or pull the brace to collapse the brace.

In one embodiment, the trigger and brace are connected together by an actuating member that acts in compression or tension, the actuating member allows the trigger to push or pull the brace to move the end anchor between the operating and collapsed condition.

In one embodiment, the actuating member is a beam that acts in compression.

In one embodiment, the actuating member is a flexible members that acts in tension.

In one embodiment, the brace is part of the support.

In one embodiment, the end anchor comprises: a. a collapsible support configured to receive the flexible members at the road barrier end, the support configured to pivot about its base towards the road barrier end, b. the trigger nearer more the terminal end configured to pivot about its base towards the road barrier end, c. a support unit configured to be affixed securely to the ground, the support unit engaged with the base of both the support and the trigger post, as well receiving and restraining the ends of the flexible members, d. a brace pivotably engaged on the road barrier side of both the support and support unit, the brace bracing the support towards the terminal end so the support can maintain the tension of the flexible members, the brace comprising a pivotable section intermediate its ends allowing the brace to hinge towards the road barrier end, e. an actuator extending between, and pivotally engaged to, the trigger and brace, wherein the trigger is configured to pivot at or towards its base when impacted by said vehicle so as to actuate the actuator that will subsequently cause the brace to hinge and remove its bracing capabilities and thus allow the support to collapse or partially collapse, thus moving the end anchor to its collapsed condition.

Wherein any one or more of the above embodiments of any one or more of the first to fourth aspect(s) may relate to any one or more of the fifth to eighth aspect(s).

Wherein any one or more of the above embodiments of any one of the fifth to eighth aspect(s) may relate to any other of the fifth to eighth aspect(s).

In an eleventh aspect the present invention may be said to be an end anchor for anchoring an end of a road crash barrier that extends parallel the carriage way of a road and comprising one or more flexible tensioned members that extend parallel the carriageway, the end anchor comprising a road crash barrier end closer the road crash barrier at where the road crash barrier is directly or indirectly connected to the end anchor, and a terminal end away from the road crash barrier end at where the end anchor is anchored directly or indirectly to the ground and to face an oncoming vehicle, the end anchor configured to move between an operating condition where the end anchor holds the tensioned member(s) in a first tension; and a collapsed condition where the end anchor releases the tensioned member(s) from the first tension being less than the first tension, wherein the end anchor comprises a trigger configured to engage with, and be actuated, to move the end anchor or to allow the end anchor move or be moved from the operating condition to the collapsed condition. In a twelfth aspect the present invention may be said to be an end anchor for anchoring the ends of flexible members of a road barrier, the end anchor comprising a road barrier end at where said flexible members of the road barrier meet the end anchor and an opposing terminal end, the end anchor comprising: a. a support post configured to receive the flexible members at or near the road barrier end, the support post (preferably comprising a base hinge about which it is) configured to pivot in a direction away from the terminal end, b. a trigger post at or near the terminal end that is presented so as to be able to be contacted and engaged by an oncoming vehicle, the trigger post comprising a trigger hinge about which the trigger post is configured to pivot in a direction towards the barrier end when so engaged by a vehicle, c. a support unit configured to be affixed securely (preferably by and) to the ground and receiving and restraining the ends of the flexible members, the base hinge of the support post and the trigger hinge of the trigger post both engaged with the support unit, d. a bracing arrangement comprising at least one bracing element pivotably engaged (preferably) at one of its ends to the support post via a support post hinge and releasably pivotably engaged at another end to a cam arrangement via a cam end hinge, the bracing arrangement bracing the support post to maintain the tension of the flexible members, the cam arrangement comprising a cam hinge about which the cam arrangement is pivotably engaged with the support unit, and e. an actuator extending between the trigger post and the cam arrangement, wherein the trigger post is configured to pivot about its trigger hinge in a direction towards the barrier end when so engaged by a vehicle so as to actuate the actuator to cause the cam arrangement to pivot about its cam hinge, releasing the cam end hinge of the at least one bracing element from its pivotable engagement to the cam arrangement such that the bracing arrangement no longer braces the support post, permitting at least partial collapse (e.g. by rotation) of said support post (e.g. towards the ground) and a release in the tension of the flexible members. In one embodiment, said at least partial collapse of said support post and release in the tension of the flexible members reduces a height of at least part of the road barrier and/or end anchor so as to at least limit and/or prevent rollover of the oncoming vehicle.

In one embodiment, the bracing arrangement is configured such that, after said at least partial collapse of said support post, the at least one bracing element is configured for releasable pivotable reengagement to the cam arrangement.

In one embodiment, said reengagement of the at least one bracing element to the cam arrangement permits the bracing arrangement to re-brace the support post.

In one embodiment, said bracing arrangement bracing the support post to maintain the tension of the flexible members defines an operative condition of the end anchor and wherein said at least partial collapse of said support post and said release in the tension of the flexible members defines a collapsed condition of the end anchor.

In one embodiment, the end anchor is adapted to switch between, and/or be switched or moved between, said operative condition and said collapsed condition.

In one embodiment, the end anchor is configured to be movable to the operative condition from the collapsed condition.

In one embodiment, an actuator cam end of the actuator is connected to the cam arrangement at an actuator receiver of the cam arrangement and, wherein an actuator trigger end of the actuator is connected to the trigger post at an actuator catch of the trigger post.

In one embodiment, the actuator catch of the trigger post is positioned beneath the trigger hinge, when said trigger post is in an upright non-impacted position, such that upon contact and engagement by a vehicle, a pivoting of the trigger post about the trigger hinge causes said actuator catch to move in a direction away from the barrier end.

In one embodiment, a movement of the actuator catch in a direction away from the barrier end causes a movement of the actuator cam end also in a direction away from the barrier end.

In one embodiment, a movement of the actuator cam end in a direction away from the barrier end causes a movement of the actuator receiver of the cam arrangement in a direction away from the barrier end and a resulting pivoting of the cam arrangement about its cam hinge.

In one embodiment, the actuator receiver is positioned at or on at least one cam flange of the cam arrangement spaced apart from a position of the cam hinge on said at least one cam flange.

In one embodiment, said at least one cam flange comprises a bracing slot adapted to releasably receive said cam end hinge of the at least one bracing element.

In one embodiment, said bracing slot is positioned at or on said at least one cam flange spaced apart from the position of the cam hinge on said at least one cam flange and from the position of the actuator receiver on said at least one cam flange.

In one embodiment, said support unit comprises a plate formed into an inverted channel extending longitudinally across the end anchor.

In one embodiment, said inverted channel at least partially houses and/or receives the support post, the base hinge of said support post, the trigger post, the trigger hinge of said trigger post, the actuator, the cam arrangement and/or the cam hinge of said cam arrangement. In one embodiment, said cam arrangement is positioned within said inverted channel so as to be flanked by and between plate walls of said inverted channel.

In one embodiment, said plate walls comprise plate slots adapted to releasably receive said cam end hinge of the at least one bracing element.

In one embodiment, said bracing slot and said plate slots are configured to together releasably receive and constrain said cam end hinge of the at least one bracing element at least until a pivoting of the cam arrangement about said cam hinge thereof causes a movement of the bracing slot that moves the cam end hinge through said plate slots to and towards a released position out from said bracing slot and said plate slots.

In one embodiment, said bracing slot and said actuator receiver are positioned at opposite ends of said at least one cam flange with the cam hinge positioned therebetween, such that a rotation or pivoting of said cam arrangement about said cam hinge causes a corresponding rotation or pivoting of the bracing slot and said actuator receiver in a same direction.

In one embodiment, said pivoting of the cam arrangement about its cam hinge causes a downward movement of the actuator receiver of the cam arrangement and an upward movement of the bracing slot and the cam end hinge of the at least one bracing element when so releasably received thereby.

In one embodiment, the cam arrangement comprises two of said at least one cam flange, spaced apart laterally and connected by way of said cam hinge extending therebetween.

In one embodiment, the bracing arrangement comprises two of said at least bracing element, each spaced apart laterally to flank said support post and said plate walls of said inverted channel. In one embodiment, said support post comprises a plurality of flexible member supports through which said flexible members of the road barriers extend through, the ends of said flexible members extending from said flexible member supports to terminate at a plurality of flexible member mounts at least partially housed by said inverted channel of the support unit.

In a thirteenth aspect the present invention may be said to be an end anchor for anchoring the ends of flexible members of a road barrier, the end anchor comprising a road barrier end at where said flexible members of the road barrier meet the end anchor and an opposing terminal end, the end anchor comprising: a. a trigger post at or near the terminal end of the end anchor, and b. a support post at or near the barrier end of the end anchor, wherein the end anchor is configured to change and/or move between: i.an operative condition in which said support post braces said flexible members and maintains their tension, and ii. a collapsed condition in which said support post does not brace said flexible members and maintain their tension.

In a fourteenth aspect the present invention may be said to be an end anchor for anchoring the ends of flexible members of a road barrier, the end anchor comprising a road barrier end at where said flexible members of the road barrier meet the end anchor and an opposing terminal end, the end anchor comprising: a. a trigger post at or near the terminal end of the end anchor, b. a support post at or near the barrier end of the end anchor, and wherein the end anchor is configured to change and/or move between: i. an operative condition in which said support post braces said flexible members and maintains their tension, and ii. a collapsed condition in which said trigger post is engaged by an oncoming vehicle so as to cause the support post to no longer brace said flexible members and maintain their tension, the collapsed condition reducing a height of at least part of the road barrier and/or end anchor so as to at least limit and/or prevent rollover of the oncoming vehicle.

In a fifteenth aspect the present invention may be said to be an end anchor for anchoring the ends of flexible members of a road barrier, the end anchor comprising a road barrier end at where said flexible members of the road barrier meet the end anchor and an opposing terminal end, the end anchor comprising: a. a trigger post at or near the terminal end of the end anchor, b. a support post at or near the barrier end of the end anchor, and c. an actuator operatively connecting said trigger post to said support post, wherein the end anchor is configured to change and/or move between: i. an operative condition in which said support post braces said flexible members and maintains their tension, and ii. a collapsed condition in which said trigger post is engaged by an oncoming vehicle so as to cause the actuator to move the support post so that it no longer braces said flexible members and maintains their tension.

In a sixteenth aspect the present invention may be said to be an end anchor for anchoring the ends of flexible members of a road barrier, the end anchor comprising a road barrier end at where said flexible members of the road barrier meet the end anchor and an opposing terminal end, the end anchor configured to move between: i. an operative condition where the end anchor holds the tensioned member(s) in a first tension; and ii. a collapsed condition where the end anchor releases the tensioned member(s) from the first tension, wherein the end anchor comprises a trigger post configured to be engaged by an oncoming vehicle, and be actuated, to change the end anchor from the operative condition to the collapsed condition. In a seventeenth aspect the present invention may be said to be an end anchor for anchoring the ends of flexible members of a road barrier, the end anchor comprising a road barrier end at where said flexible members of the road barrier meet the end anchor and an opposing terminal end, the end anchor configured to move between: i. an operative condition where the end anchor braces said flexible members and maintains their tension; and ii. a collapsed condition where the end anchor no longer braces said flexible members and maintains their tension, such that a height of at least part of the road barrier and/or end anchor is reduced so as to at least limit and/or prevent rollover of an oncoming vehicle, wherein the end anchor comprises a trigger post configured to be engaged by said oncoming vehicle, and be actuated, to change the end anchor from the operative condition to the collapsed condition.

Wherein any one or more of the above embodiments of any one or more of the first to fourth aspect(s) may relate to any one or more of the ninth to fifteenth aspect(s).

Wherein any one or more of the above embodiments of any one or more of the fifth to eighth aspect(s) may relate to any one or more of the ninth to fifteenth aspect(s).

Wherein any one or more of the above embodiments of any one of the ninth to fifteenth aspect(s). may relate to any other of the ninth to fifteenth aspect(s).

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 a crash barrier,

Figure 2: shows a front top perspective view of a crash barrier without the ground anchor,

Figure 3: shows a front top perspective view of a 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 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 crash barrier,

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

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

Figure 12: shows a top front perspective view of an alternative 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 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, and

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 crash barrier with deformable rivets.

Figure 22: shows a front top perspective view of figure 21.

Figure 23: shows a front top perspective view of a first embodiment of an end anchor in an operational condition.

Figure 24: shows a side view of a portion of figure 23, with the terminal end of the end anchor in a collapsed condition.

Figure 25: shows a side perspective view of a supporting arrangement of an end anchor.

Figure 26: shows a side view of the collapsed area of an end anchor supporting arrangement.

Figure 27: shows a perspective view of a lower amount with portions of the supporting arrangement hidden.

Figure 28: shows a side view of a second embodiment of an end anchor in an operating condition.

Figure 29: shows a side view of figure 28 and a partially collapsed condition.

Figure 30: shows a side view of figure 28 in a further collapsed condition.

Figure 31: shows a side view of figure 28 in a collapsed condition.

Figure 32: shows a side view close-up of the supporting post and brace over centre mechanism.

Figure 33: shows a rear perspective view of figure 32 in an operating condition.

Figure 34: shows a side view of another embodiment of the end anchor in an operating condition.

Figure 35: shows a side view of figure 34 in a collapsed condition. Figure 36: shows a perspective view of a third embodiment of the end anchor in an operative condition.

Figure 37: shows a perspective view of the end anchor embodiment of figure 36 in a partially collapsed condition.

Figure 38: shows a perspective view of the end anchor embodiment of figure 37 in a further collapsed condition.

Figure 39: shows a perspective view of the end anchor embodiment of figure 38 in a further collapsed condition.

Figure 40: shows a perspective close-up view of the trigger post of the end anchor embodiment of figure 36.

Figure 41: shows a perspective close-up view of the actuator of the end anchor embodiment of figure 36.

Figure 42A: shows a perspective close-up view of the cam arrangement of the end anchor embodiment of figure 36.

Figure 42B-C: show a side-view of the cam arrangement of Figure 42A with certain elements removed for clarity of illustration.

Figure 43: shows a perspective close-up view of the support post and bracing arrangement of the end anchor embodiment of figure 36.

Figure 44A-44C: show cross sectional perspective views of a collapsing cam arrangement of the end anchor embodiment of figure 36.

Figure 45A-45D: show cross sectional side views of the end anchor embodiment of figure 36 collapsing.

DETAILED DESCRIPTION

With reference to the above drawings, in which similar features are generally indicated by similar numerals, a flexible tensioned crash barrier is generally described in relation to Figures 1-6, 9-10 and 12-22 and is generally indicated by reference numeral 1. An end anchor for anchoring the crash barrier at either end of the length of need is generally described in relation to Figures 8 and 23-45D and is generally indicated by reference numerals 900, 1000. The end anchor 900, 1000 is preferably used with the crash barrier 1, or may be used with other known barriers that utilise flexible tensioned members. The combination of multiple crash barriers 1 forming a barrier between end anchors 900, 1000, as well as other ancillary features, is known as the crash barrier system, which is generally described in relation to Figures 7 and 11 and generally indicated by reference numeral 100.

Figure 1 shows an example of a crash barrier 1 according to the invention. The barrier 1 generally comprises 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. In a preferred embodiment, the supporting arrangement 70 is similar to that used in current flexible crash barriers, comprising an upright member 30. The flexible straps 20 may be retrofitted onto existing crash barriers, where improved rider safety is required.

An example of a system 100 utilising a plurality of the crash barriers 1 is shown in Figure 7, in which straps 20 extend laterally between multiple supporting arrangements 70. In other examples, the flexible straps 20 may be coupled or connected to, and run parallel alongside, a rigid or semi rigid crash barrier, as described below in relation to Figure 9. The ends of the straps 20 are anchored to end anchors that hold or ground the straps 20 and allow the straps to be tensioned along their length. The end anchors are securely fixed to the ground and function to redirect or hold the tension forces of the straps 20. The multiple barriers 1 form a length of need, which is the length of barrier between end anchors (i.e., an end anchor is positioned at each end of the length of need). Thus, in a system 100 utilising the barriers 1, the straps 20 are anchored to an end anchor at the ends of the length of need 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 crash barrier 1. Although the end anchor may also be known as a 'Terminal End', in this specification the terminal end is described as the terminal end of the end anchor farthest away from the road barrier 1 and facing oncoming traffic towards the end anchor. The end anchors described herein also have a road barrier end closer more the road barrier 1 and opposite the terminal end. The end anchors may be described as including the support arrangements 70 that affix to a ground plate, as well as ancillary features such as tensioning arrangements, etc. In other examples, there may be no ground plate or base..

One example of an end anchor 900 is shown in Figure 8 and comprises a metal ground plate 901 at ground level affixed to a plurality of support arrangements 970 or anchors 940. The anchors 940 may comprise ground screws that are screwed into the ground as shown in Figure 8, much like the anchors of the supporting arrangements 70 that are described below. The invention also provides other examples of end anchors, which are shown in Figures 23 to 27, 28 to 35 and 36 to 45D and described in more detail later. For example, the end anchor 900 in Figures 23 to 27 comprises a number of support arrangements 970, similar to the support arrangements 70 affixed or the crash barrier, with a truss like system of tensile members 980 redirecting tensile forces of the straps 20 to the bases, anchors 940, or lower region 994 of the supporting arrangement 970. A further embodiment of an end anchor 900 is shown in Figures 28 to 35, and a preferred embodiment of an end anchor 1000 is shown in Figures 36 to 45D.

The straps 20 define a border or boundary 74 generally colinear the strap's elongate direction 71 (shown in Figure 7). The straps 20 can subject a vehicle 75 or rider to a direction correction, or at least resist movement past the boundary 74. The straps 20 act in a similar fashion to traditional wire flexible crash barriers, by deflecting vehicles and riders from the boundary 74 and absorbing some energy from the errant vehicle 75 or rider in the process. A schematic view of a vehicle 75 impacting a crash barrier system 100 is shown in Figure 11, where there are three crash barriers 1 forming a crash barrier system 100. In Figure 11, a vehicle 75 is impacting the middle crash barrier 1 and deflecting it so that the straps 20 disengage from the middle crash barrier 1 and deflect away from the boundary 74. Returning to Figures 1 -7, in one embodiment the supporting arrangement 70 of each crash barrier 1 comprises an upright 30 and a mount 50 (shown in detail in Figure 4).

The straps 20 are engaged at or towards an upper region 32 of the upright 30, while the upright 30 is mounted to the ground at a lower region 33 of the upright 30, as shown in Figure 2. The boundary 74, visible in Figure 7, typically extends between the uprights 30.

Preferably the 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. The mount 50 may be integral with the upright 30 but is preferably disengageable with the upright 30, as will be described in more detail below.

Figure 1 shows a two-sided crash barrier 1 which has three straps 20 on each side of the upright 30. This type of crash barrier 1 can be used to separate two lanes of a road 76. However, the two-sided crash barrier 1 may also be used in situations where a higher redirection strength is required, such as on one side of a road where trucks frequently bypass, or where more straps are desired to make up the total strength where lower strength straps are used..

In other embodiments, the crash barrier 1 may have straps 20 only on one side (as shown in Figures 9, 10 and 14). This type of 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. The location and number of straps 20 is at the discretion of the engineer.

Figure 14 shows a one-sided crash barrier 1 which has 6 straps 20 on one side of the upright 30. One purpose of the lowermost (e.g., one to four) straps is to prevent a sliding motorcycle rider from impacting the upright posts. Preferably the bottom three straps are the primary straps that would engage with an errant rider sliding along the ground. The straps may be different to one another, for example the lowermost straps may be more supple or have a larger face, designed to engage with a rider, whilst the upper straps are stronger yet have a lower surface area configured for engaging with errant vehicles, or other different characteristics configured for their specific use. 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.

The upright 30 is in the general form of a rolled hollow section extrusion. The uprights 30 are common in the art. A skilled person in the art will realise there are many ways of forming an upright 30 capable of providing the characteristics desired for the crash barrier;! characteristics including, but not limited to, deforming upon impact by an errant vehicle, being stiff enough to support the straps 20 in tension, to the cost of manufacture, and being able to receive the mount 50. Like the prior art, the upright 30 may have a region of engineered weakness between the upper region and the ground. The region of engineered weakness allows pivoting or deformation of an upper region of the upright relative a lower region of the upright.

In the illustrated examples, shown for example in Figure 3, the 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 considered as part of the supporting arrangement 70. Preferably, the ground anchor 40 is removably connected to the upright 30. However, in other examples 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 preferred embodiment the anchor 40 comprises a connection or connections, such as a socket 42, arranged to receive and/or 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 the illustrated examples, the anchor 40 comprises a screw 41 configured to screw into the ground. 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 pull-out force. The depth that the anchor 40 is screwed into the ground may be predetermined by a GPS surveyor. The height and location are recorded to confirm coordinates with predetermined parameters.

An example length of a ground anchor 40 is approximately 1000mm. However, a skilled person in the art will appreciate 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 example, the ground anchor 40 or components of it, have a strength of 350 megapascals. A person skilled in the art will appreciate that other materials having other characteristics will also be sufficient. In one example, the ground anchor 40 is hot-dip galvanized to provide resistance to corrosion. In one example, the upright 30 is comprised 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 provide a stronger engagement between ground anchor and ground.

Preferably, the supporting arrangement 70, or more preferably, the upright 30, ground anchor and/or mount 50, is composed of steel or plastics. The upright 30 is configured to bend, crush, flex, and/or crumple upon vehicle or rider impact. This design can have several advantages. Firstly, the upright 30 is able to be released from, or at least move relative to, the ground anchor 40; secondly the upright 30 is able to move upon being impacted so as not to significantly damage a vehicle or rider; and thirdly, it 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 or rider. As described, the upright 30 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 can 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, mounts 50, and retainers 60 will be replaced into existing ground anchors 40 and the existing straps 20 of the crash barrier 1.

As already described, the strap 20 can be combined with existing crash barriers. The present crash barrier system 100 or barrier 1 may be retrofitted to some existing prior art crash barrier systems. One example is illustrated in Figure 9, in which the supporting arrangement 70 includes an existing prior art rigid rail crash barrier, or another support that connects the supporting arrangement to the ground. Thus, the system may have the advantages 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 or rider. In this example, the strap 20 preferably has an ideal deflection that is less than the distance away from the rigid or semi rigid crash barrier.

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 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.

In other examples, the straps may be composed of metal, such as 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 full restraint at yield strength. During yield the strap will elongate and in an extreme situation arrest the impacting vehicle over a greater deviation. This is not the case with some prior art wire rope in which the elongation before failure is elasticity, not yield. This means in an extreme case, wires will break and become a serious hazard.

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. Preferably the straps 20 have a tensile strength of 800 megapascals or greater. A person skilled in the art will be able to create a strap 20 according to the considerations and characteristics required by the 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 crash barrier 1 according to the present invention with six straps 20 may have a combined ultimate tensile strength of 1,250kN on each side of the upright 30. In one embodiment, the strap 20 is 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 flat surface or face 21 has not been seen in the prior art previously. All other flexible crash barriers have cylindrical flexible members to redirect or retain errant vehicles or riders. These cylindrical flexible members have a lower surface area that can cause increased pressures on errant vehicles or riders.

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 or riders. 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 or rider. 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 rider or 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 or rider.

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 at deflect vehicles coming from either side of the upright.

Preferably in some embodiments the straps 20 are as close to the ground. This prevents an errant rider from sliding underneath the straps. Figure 12 shows an embodiment where the straps 20 are configured to be near the ground in use. A preferred height from the ground is between 100mm and 200mm.

Where there are multiple straps 20 in a crash barrier system 100, 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.

Where there are multiple straps 20 in a crash barrier system 100, 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 100kN 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 straps 22 not extend between pay-outs, brakes or spools. The straps 20 are affixed to the end anchors and there is no pay out of extra strap. This is not a vehicle arresting system configured to arrest vehicles from entering a premise or similar. This is a road crash barrier and is configured accordingly.

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 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.

Like some other flexible crash barrier systems, upon impact, the upright 30 is configured to disengage from the straps 2. In the present invention, 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 crash barrier 1 to move the upright 30 and/or straps 20 away from their static location above the boundary 74. Due to the straps 20 being in tension and resisting movement, and the upright 30 being moved away by a vehicle, 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.

In one embodiment, the retainer 60 is configured to retain the straps 20 to the mount 50 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 60A/60B/60C (aka retainer assembly 60) disconnects from the mount 50. The retainer assembly 60retains the straps in relation to each other so the straps 20 act together as a combined deflector even when disconnected from the mount 50.

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.

In one embodiment, as shown in figures 1 - 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 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. 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 a further 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 road barrier 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 road barrier 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 or rider.

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 road barrier 1, for example how close together the straps 20 are to each other, how thick the straps are, etc. The straps are preferred to held or clamped in by Lurethane, steel, or other like materials.

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 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.

Alternatively, the straps may be held between an outer retainer 60A and inner retainers 60B and 60C, which are connected with plugs 62 that engage with slots 56 in the mount 50. This is shown in figures 14-17. The retainer 60 is engaged to the mount 50 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 14-17, the inner retainer 60A and the outer retainers 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 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 60A-C) from the mount 50 at a force of 10kN. 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 road 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 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 retainers 60A and 60B. In one embodiment, the inner retainers 60A and 60B may be slightly taller than inner retainer 60C such that the top cap 63 can be placed over the top ends of retainers 60A and 60B to secure the contained top strap 20 against vertical movement, and/or along with an extra retention between the retainers 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 road 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 60A, and also supports a strap 20. The intermediate surface 81 sits in a hole of inner retainer 60B, while the inner surface 82 sits in a hole of inner retainer 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. The significance of this is that a motorcyclist sliding along the barrier will not impact or become hung up on a large protrusion. On current barriers posts, motorcyclists may encounter a protruding metal post.

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 or rider. 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 rider.

In one embodiment, as shown in Figures 18 - 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.

End Anchors

As discussed above, the ends of the straps 20 are anchored to end anchors that hold or ground the straps 20 and allow the straps to be tensioned along their length.

Additionally, to reduce the prospect of injury to vehicle occupants, there is a desire for end anchors to be designed such that vehicles impacting the terminal end of the end anchor are not flipped or projected into the air (or raised off the ground significantly) by the crash barrier.

In order to comply with the current AASHTO MASH American standard used by New Zealand and Australia, a crash barrier system that is impacted end-on by a misdirected vehicle must not cause the rollover of the test vehicle (as may occur by accelerating the vehicle vertically) by snagging the vehicle and causing it to yaw and then roll. For a low-cost barrier system, it is preferable that in the worst case a vehicle (one of light weight 1100kg) proceeds through the anchor without roll or redirection.

In order to meet the current requirements of New Zealand and Australian authorities (not the AASHTO standard), it is desirable that after an impact collapsing an end terminal, that the barrier system (which may be one kilometre long remains) in position and remains functional of at least much of its length. It is acceptable that the barrier is no longer pretensioned, but the ends remain securely held. It is also currently desirable to New Zealand and Australian authorities that after any accident on the length of road at where the crash barriers are installed, first responders are able to de-tension the crash barrier. Likewise, it is preferable that the end anchor can be moved back from the collapsed condition to the operating condition where the flexible members are more tensioned, and that this can be done quickly with minimal parts removal and replacement and/or on site fabrication or construction.

As will become evident from the following discussion, the end anchors of the present invention have features that are designed to achieve some or all of these desired functions or outcomes.

Various embodiments of end anchors according to the invention will now be described in more detail.

End Anchor - first embodiment

A first embodiment of an end anchor is shown in Figures 23 to 27 and has the following reference numerals:

900 End Anchor

901 plate

970 supporting arrangement

930 upright

940 Ground screw

950 Mount

980 tensile member

981 upper end

982 lower end

990 upper mount

991 lower mount

992 upper mount slot

993 lower mount slot

994 lower region

995 collapsible region

996 upper region In this first embodiment, shown in Figures 23 to 27 an end anchor 900 may comprise multiple (at least two) support arrangements 970. At least one support arrangement 970 has an upper region 996 where an upper mount 990 is located, and at least one support arrangement 970 has a lower region 994 where a lower mount 991 is located. One or more (preferably two) tensile members 980 extend between these two mounts. The tensile members 980 can be tensioned by fastening means at one or both of their respective upper end 981 and lower end 982. The tensile members 980 are configured to redirect the tensile forces from the straps 22 to the lower region 994 nearer the ground. Redirecting the tensile force of the strap to the lower region 994 can provide less moment on the supporting arrangement, and a greater ability to hold the strap tension where the straps are attached at or near the upper region 996 by the upper mount 990.

Additionally, in Figures 23 to 27 the supporting arrangements 970 have a collapsible region 995 below the lower mount 991 and above the ground surface. This collapsible region is configured to collapse, pivot and/or deform upon impact of an errant vehicle at the supporting arrangement 970, thereby reducing the likelihood that vehicles impacting the terminal end of the end anchor are flipped or projected into the air.

Upon collapse, of the collapsible region 995 the upright 930 of the supporting arrangement 970 effectively rotates. This rotation of the upright 930 brings it closer to the adjacent supporting arrangement 970 that is connected by the tensile members 980. One or both of the upper mount 990 and lower mount 991 have features that allow the tensile members 980 to be released from the respective mounts should the upright 930 be rotated. In one example, one or both of the upper mount 990 and the lower mount 991 have slots 992 993 that allow engagement and disengagement of the tensile members 980. When the mounts rotate, or move towards each other, the tensile members cease to hold tension and are therefore less likely to cause an errant vehicle to flip. The system removes horizontal restraint in one direction along the barrier. The end anchor may allow the barrier to collapse when the end is struck by a vehicle but provides tension in the other direction to keep the strap tension for the crash barrier.

The supporting arrangement 970 comprises 2m long ground screws 940, which can reduce the need for a concrete base. End Anchor - Second Embodiment

An example of an end anchor according to a second embodiment is shown in Figures 28 to 30. The drawings reference the following reference numerals:

900 - End Anchor

810 Support post

811 Base hinge

812 Support-Brace hinge

813 Tensioned member supports

820 Trigger post

821 Base Hinge

822 Beam-Trigger Hinge

823 Upper region

830 Actuator

831 Brace-Beam Pivot

832 Slot

840 Brace

841 Upper Section

842 Lower Section

843 Pivotable section

844 Lever

845 Pin

846 Brace-Base Hinge

847 support post slot

850 Support unit

851 Anchors

852 Plate

One of the current requirements of AASHTO (American Association of State Highway and Transport Officials) is that if an errant vehicle impacts the terminal end of an end anchor 900 of a road barrier 1, the vehicle should not roll. The Transport Authorities in New Zealand and Australia currently preferably require that the end anchor "readily breaks away, or fractures, or yields, allows controlled penetration, is traversable without causing serious injuries to the vehicles occupants".

Figure 28 shows an end anchor 900 with a trigger 820 that is configured to engage with an errant vehicle oncoming the terminal end of the end anchor 900. The trigger may be a post, or other member that is able to actuated. The vehicle is configured to trigger (by impacting) the end anchor 900 so the end anchor (or at least part of it) collapses to reduce its height. The collapsing of the end anchor 900 also lowers the tensioned members 20 towards the ground to prevent flipping or riding up of the vehicle on the tensioned members. Lowering the tensioned members 20 also reduces the tension within the tensioned members 20. In one embodiment, the collapsed height of the end anchor 900 is less than the vehicle clearance (e.g. 18cm) to help avoid the passenger compartment floor being penetrated and thereby further avoiding, or at least reducing, passenger injury.

Figure 29 shows the trigger post being impacted (vehicle hidden for clarity) and partially collapsing the end anchor 900. Figure 30 shows a subsequent view of Figure 29, where the end anchor 900 has collapsed further. Figure 31 shows the end anchor 900 fully collapsed. Details of how the anchor 900 operates are as follows.

The trigger post is pivotably engaged, at a base pivot 821, with a support unit 850 that is affixed to the ground. On the trigger post 820 and above the base pivot 821 is located a push beam-trigger post pivot 822 that pivotably engages with an actuator 830, such as a push beam 830. In other words, the trigger post acts as a lever to actuate the push beam 830. The push beam 830 is rigid and can act in compression so it can transfer movement of the lever. The push beam 830 may be made up of multiple beams acting as one, as shown in the figures. The trigger post 820 has an upper region 823 above the pivot 822. The upper region 823 acts a lever extender that allows the trigger post to more easily (or more likely) contact with a vehicle. It also provides further leverage from the vehicle about the pivot 821.

The push beam is configured to pivotably engage (and for example be able to push) a brace 840 that braces a support 810 with the ground unit 850 towards the road barrier 1. The support 810 is preferably a post that vertically supports flexible and/or tensioned members 20 (and in some embodiments these are the straps 20 herein described) via tensioned member supports 813. The support may be any member or shape able to also redirects the straps 20 vertically towards the support unit 850 which retains the ends of the straps 20. The support unit 850 retains the ends of the straps 22 and maintains tension within the straps 20.

The support post 810 is pivotably engaged with the support unit 850 at a base pivot 811 as shown in figure 32. The brace 840 in the braced condition braces the support post 810 so that it cannot fa I l/pivot towards the road barrier 1 under the tension of the straps 20. The brace 840 acts as an over centre mechanism via a central pivoting section 843. Should the brace 'break' or hinge about this pivoting section 843, then the brace is able to collapse, or at least not withstand compression, to cease all or some of its bracing effect on the support post 820.

Should the trigger post 820 be engaged by a vehicle, the trigger post 820 will push the push beam 830 across and into the brace 840. The push beam can move the brace 842 to a collapsed condition which allows the tension of the straps to pull down the support post 810. In doing the above, the straps 20 at the end anchor are lowered to or towards the ground and at angle up to the nearest supporting arrangement. This creates a low angle of incidence of the straps 20 with ground level, and thus this reduces the likelihood of a vehicle from riding up the straps and flipping over. When so collapsed there is also no rigid upright or other component that could pierce or severely damage a vehicle. Should the vehicle continue past the end anchor 900 it could carry onto the deformable supporting arrangements should they be present as described herein.

Detail of the over centre mechanism is shown in Figure 32, where the brace 840 is divided into an upper section 841 and a lower section 842. The upper section 841 beam is engaged at a pivoting section 843 with the lower section 842. The upper section 841 extends past the pivoting section 843 via an arm 844. It is the arm 844 that the push beam in this embodiment is pivotably engaged with at a pivot 845. As can be seen in Figure 33 the push beam 830, as well as parts of the brace 840, is divided into two arms to allow the support post 810 to move therebetween.

The supporting unit 850 comprises a plate or rigid connecting member 852 that allows the other described features to be connected thereto. Also, this plate 852 allows for ground screws and anchors 851 to anchor the end anchor 900 to the ground. In some embodiments the supporting unit 850 may be partially encased in concrete or other anchoring systems is used in the arts.

Where the pivoting sections 821, 822, 811, 846 etc are described here, as well as in other areas of this specification, it will be appreciated that the pivoting can occur via deformation, pliability, or other hinging actions, and not only a pin-type arrangement as shown in the figures. However, a pin type, or other efficient pivoting systems, can be most effective as they are less prone to damage and the system can easily be reset to an operating condition if there is no damage elsewhere.

In another variant of the second embodiment, shown in Figure 34 the actuating member 830 is a flexible member, such as a rope, cable, strap, strop, or wire. The end anchor 900 operates in a similar fashion to the previously described embodiment, except that the trigger 820 actuates the actuator 830, which in turn pulls on the brace 840 to 'break' the hinge of the brace so the brace 840 no longer braces the support 810. In this variant, the end anchor 900 may comprise ancillary features such as pulleys and suitable to guide the actuator 830 from the trigger 822 the brace 840. For example, there may be multiple pulleys or wheels 833 to guide the actuator 830.

In yet another variant, shown in Figure 35, the actuator 830 is a push beam that directly acts on the support 18. The brace 840 is inbuilt with the support 8 to 10. The push beam at 30 may act on either the support 18 or the brace 840. In this embodiment there is only one connection between the support and the brace to the support unit 850. This embodiment the support 18 will need to be pushed over centre to break the support 810 from the operating condition to the collapsed condition. Between the trigger 820, actuator 830 and support 18, the trigger 820 should be able to push the support 18 far enough to break it over centre. Figure 35 is a schematic only, and the skilled person will be able to determine the appropriate geometry. Figure 35 also shows optional ancillary features, such as a hook that may be actuated by a user or vehicle to pull the end anchor from the operating condition to the collapsed condition should it be required. This may be useful where the road barrier needs to be collapsed intentionally and not by way of an accident involving an errand vehicle (in which case the vehicle has not triggered the trigger 820). Optionally, a first responder can intentionally use a vehicle bumper to apply a force to a trigger, such as a trigger post, and release the tension in the tensioned members 20 if required. End Anchor - Third embodiment

A third embodiment of an end anchor 1000, which is a preferred embodiment, will now be described with reference to Figures 36 to 45D, which reference the following reference numerals:

1000 - End Anchor

1010 Support post

1011 Base hinge

1012 Bracing element hinge

1013 Flexible member supports

1020 Trigger post

1021 Trigger hinge

1022 Actuator catch

1023 Trigger flanges

1024 Lower end

1025 Upper end

1030 Actuator

1031 Actuator trigger end

1032 Actuator cam end

1033 Main portion

1040 Bracing arrangement

1041 Bracing element

1042 Support post hinge

1043 Cam end hinge

1050 Cam arrangement

1051 Cam hinge

1052 Cam flange

1053 Flange slot

1054 Flange surface

1055 Actuator receiver

1056 Bracing slots

1060 Support unit 1061 Anchors

1062 Plate

1063 channel

1064 Plate slots

1065 Flexible member mounts

As described previously, the end anchor 1000 may be described as providing termination of the tensioned members 20. In Figure 36, the tensioned members 20 are shown extending from a support arrangement 70 as previously described. The tensioned members 20 and support arrangement 70 shown in Figure 36 may define the road barrier end of the crash barrier system 100.

As discussed, it is desirable if not an outright requirement in certain jurisdictions that a crash barrier system not cause roll-over of an errant impacting vehicle. Furthermore, it may be desirable for first responders to be able to de-tension an impacted length of a road barrier and/or that the end anchor can be moved back from the collapsed condition to the operating condition where the flexible members again become tensioned.

End anchor 1000 is a preferred embodiment and may be considered as an improved design for achieving some or all of the desired end anchor functionality discussed previously.

Like the second embodiment described above, the preferred third embodiment of the end anchor 1000 may be adapted to switch, or move, between an operative condition and a collapsed condition, which may include being movable from the operative condition to the collapsed condition (e.g., collapsing on vehicle impact or de-tensioning by a first responder) and/or from the collapsed condition to the operative condition (e.g., for retensioning) as previously discussed.

End Anchor 1000, which will be described in further detail below, may generally be provided for anchoring the ends of flexible members 20 of a road barrier 100, such as has been described previously. The end anchor 1000 may comprise a road barrier end at which said flexible members 20 of the road barrier 100 meet the end anchor 1000 and an opposing terminal end. The end anchor 1000 may broadly comprise: • a support post 1010 configured to receive the flexible members 20 at or near the road barrier end, the support post 1010 comprising a base hinge 1011 about which it is configured to pivot in a direction away from the terminal end.

• a trigger post 1020 at or near the terminal end that is presented so as to be able to be contacted and engaged by an oncoming vehicle, the trigger post 1020 comprising a trigger hinge 1021 about which it is configured to pivot in a direction towards the barrier end when so engaged by a vehicle.

• a support unit 1060 configured to be affixed securely to the ground and receiving and restraining the ends of the flexible members 20, the base hinge 1011 of the support post 1010 and the trigger hinge 1021 of the trigger post 1020 both engaged with the support unit 1060.

• a bracing arrangement 1040 comprising at least one bracing element 1041 pivotably engaged on one end to the support post 1010 via a support post hinge 1042 and releasably pivotably engaged on another end to a cam arrangement 1050 via a cam end hinge 1043, the bracing arrangement the bracing the support post 1010 to maintain the tension of the flexible members 20, the cam arrangement 1050 comprising a cam hinge 1051 about which the cam arrangement 1050 is pivotably engaged with the support unit 1060.

• an actuator 1030 extending between the trigger post 1020 and the cam arrangement 1050.

In this embodiment the End Anchor 1000 may be arranged with the above features such that the trigger post 1020 is configured to pivot about its trigger hinge 1021 in a direction towards the barrier end when so engaged by a vehicle so as to actuate the actuator 1030 to cause the cam arrangement 1050 to pivot about its cam hinge 1051, releasing the cam end hinge 1043 of the at least one bracing element 1041 from its pivotable engagement to the cam arrangement 1050 such that the bracing arrangement 1040 no longer braces the support post 1010, permitting at least partial collapse of the support post 1010 and hence a release in the tension of the flexible members 20. The change of the end anchor 1000 from an upright, operative condition to a collapsed condition is shown step-by-step in Figures 36 to 39. Figure 36 shows an operative condition of the end anchor 1000, in which the bracing arrangement 1040 is arranged to brace the support post 1010 to maintain the tension of the flexible members. Figure 37 shows the triggering of the end anchor 1000, such as by an errant vehicle. Figure 38 shows the resulting release of the bracing arrangement. Figure 39 shows an inoperative, or collapsed, condition of the end anchor 1000, in which at least partial collapse of the support post 1010 releases the tension of the flexible members. As shown in Figure 39, the collapse of the support post 1010 and the release in the tension of the flexible members reduces the height the end anchor 1000 and preferably also the road barrier 100 (e.g., the flexible straps) at or near the end anchor 1000, to at least limit and/or prevent rollover of the oncoming vehicle that triggered said collapse of the end anchor 1000.

The change from an upright, operative condition to a collapsed condition may be reversible, such that first responders can de-tension an impacted length of a road barrier and/or that the end anchor can be moved back from the collapsed condition to the operating condition where the flexible members are more tensioned. This can be achieved by cooperative operation of support post 1010, trigger post 1020, actuator 1030, bracing arrangement 1040 and cam arrangement 1050.

An example of the support unit 1060 can be seen in Figure 36 to 39. Here, the support unit 1060 comprises a plate 1062 affixed securely to the ground via anchors 1061 as has been described previously. The anchors 1061 are shown comprising ground screws that may be configured as previously described. For instance, the ground screws may be 2 metres in length, having threaded tapering ends as shown in the Figures. Employing ground screws may remove the need for a concrete base. However, in other embodiments, the support unit 1060 may comprise a concrete foundation, or other means envisaged by those skilled in the art, to support the plate 1062 securely thereatop. The plate 1062 as shown in Figures 36 to 39 comprises a U-shaped channel 1063 that at least partly houses components of the end anchor 1000 (for example, the base hinge 1011 of the support post 1010, trigger hinge 1021 of the trigger post 1020, cam arrangement 1050, and/or flexible member mounts 1065). In some examples, the U-shape channel may be inverted. The distal end of the channel 1063 may at least in part define the terminal end of the end anchor 1000. The U-shape channel 1063 comprises a pair up upwardly extending side walls separated by a substantially flat base. The side walls may form a structural element (e.g., a lug) for one of more of the pivoting elements of the end anchor 1000, whose hinges may be housed within said channel 1063. The flexible member mounts 1065 may also be at least partially housed within the invented channel 1063, from which the tensioned members 20 extend to flexible member supports 1013 of the support post 1010. The flexible member mounts 1065 may be pivotally coupled to the support unit.

Those skilled in the art may envisage a variety of other suitable shapes and configurations for the plate 1062.

These support post 1010, trigger post 1020, actuator 1030, bracing arrangement 1040 and cam arrangements 1050 are described with reference to Figures 40 to 43, in which the tensioned members 20 and flexible member mounts 1065 extending out from the channel 1063 are hidden from view for clarity.

An example of the support post 1010 is shown in Figure 43. The support post 1010 is provided for supporting the flexible members 20 under tension and may be understood as defining the point of transition of the flexible tensioned members 20 to the end anchor 1000 (or in other words the road barrier end of the end anchor 1000). The support post 1010 comprises flexible member supports 1013 for receiving the flexible members 20, which define the start of the transition of the flexible tensioned members 20 from a substantially horizontal road barrier arrangement to termination at the pivoted flexible member mounts 1065 in the channel 1063 of the plate 1062 of the support unit 1060.

The support post 1010 is pivotally coupled to the support unit 1060 and is arranged to pivot between a substantially erect (e.g., upright) position, as per Figure 36, to a substantially collapsed position (e.g., to a more acute angle, or to substantially horizontal), as per Figure 39. For example, as shown in Figure 43, the support hinge may comprise a base hinge 1011 (e.g., a pivot pin) rotatably connected to the plate 1062 (e.g., via lugs in the side walls of the plate 1062). In the erect position, the support post 1010 supports the flexible members 20 under tension. In the collapsed position, the support post 1010 pivots in a direction away from the terminal end and at least partially ceases to support the flexible members 20 under tension (i.e., releases tension in the flexible members 20). The support post 1010 may be urged or biased to move toward the collapsed position by the tension of the flexible members 20.

The support post 1010 is maintained (braced) in the erect position against the bias of the flexible members 20 via a bracing arrangement 1040. The bracing arrangement comprises at least one bracing element extending between the support post 1010 and the support unit 1060. An example of the bracing arrangement 1040 is shown in Figure 43, comprising two elongate bracing elements 1041 (e.g., rigid struts) on either side of the support post 1010. The bracing elements 1041 may be connected to the support post 1010 via a pivotal connection, such as hinge 1012 comprising a pivot pin 1012 extending through lugs or apertures in the support post 1010 to connect across the bracing elements 1041, as shown. In this manner, the bracing arrangement 1040 serves to brace the support post 1010 against the tension of the tensioned member 20 when the end anchor 1000 is in its operative condition.

The bracing elements 1041 are coupled to the support unit 1060 via a releasable engagement provided by a cam arrangement 1050. The cam arrangement 1050, which is described in more detail below, may be considered as part of the bracing arrangement 1040. The releasable engagement is provided such that, upon release of the bracing elements, support post 1010 collapses under tension of the flexible members 20. The release is triggered by a trigger post, described below. Figure 40 shows the trigger post 1020 provided at the terminal end (i.e., terminal extremity) of the end anchor 1000, arranged in an upright - operative - condition and presented for contact by an oncoming vehicle, as per Figure 36. The trigger post 1020 may be an elongate member 1020 pivotally connected to the plate 1062 of the support unit 1060. The trigger post may be connected directly to the support unit 1060 (e.g., to the side walls), or indirectly such as via a pair of trigger flanges 1023 (themselves connected to the side walls of the channel, for example) as shown. The trigger post 1020 is configured to pivot inwardly towards the support post 1010 (into a more acute angle with, or substantially parallel to, the plate 1062) by way of a trigger hinge 1021. The trigger hinge 1021 may comprise a pin extending through lugs or apertures in the trigger flanges 1023 and the trigger post 1020, as shown. Other pivotal or hinged connections will be known to the skilled person. The trigger post 1020 may comprise a lower portion having a lower end 1024 and an upper portion having an upper end 1025 (defined in relation to the upright operating condition of the trigger post). The lower portion and the upper portion are defined by (i.e., separated on either side of) the trigger hinge 1021, such that the lower portion lies beneath the trigger hinge 1021 when in the upright position. The trigger hinge 1021 is preferably arranged closer to the lower end 1024 than the upper end 1025 (e.g., just above the U-shaped channel 1063 as shown), such that the upper portion is longer than the lower portion. With this arrangement, the displacement (i.e., the length of the arc) of the lower end 1024 on pivoting of the post 1020 is less than that of the upper end 1025. The lower portion, or at least lower end 1024, of the trigger post 1020 may be at least partially housed within the channel 1063 of the plate 1062 when in the upright condition. As will be appreciated, when the trigger post 1020 pivots as intended on impact by an errant vehicle, the upper end 1025 of the trigger post 1020 moves inwardly toward the road barrier end and down towards the plate 1062, driving the lower end 1024 to move in the opposite direction (outwardly away from the road barrier end and up away from the plate 1062).

The lower portion of the trigger post 1020 is coupled to an actuator 1030, which operatively couples the trigger to the bracing arrangement. In Figure 40, the trigger post 1020 comprises an actuator catch 1022 comprising a protruding elongate member extending at least partially through the lower portion (e.g., at or proximate the end 1024) and out from one lateral side of the trigger post 1020, and configured to receive the actuator 1030. More specifically, an actuator trigger end 1031 of the actuator 1030 is connected to the actuator catch 1022 of the trigger post 1020. Other suitable connections between the actuator 1030 and the trigger post 1020 will be apparent to the skilled person. The actuator 1030 and trigger end 1031 may be housed within the channel 1063 of the plate 1062 when the end anchor 1000 is in its nominal operating condition.

Upon pivoting of the trigger post 1020 due to impact of an errant vehicle, the actuator trigger end 1031 of the actuator 1030 is pulled in a direction corresponding to the movement of the lower portion of the trigger post to which it is connected (i.e., upwardly away from the plate 1062 and outwardly away from the road barrier end). In other words, the actuator catch 1022 of the trigger post 1020 is positioned beneath the trigger hinge 1021 (when said trigger post 1020 is in an upright, non-impacted position) such that, upon contact by a vehicle, pivoting of the trigger post 1020 about the trigger hinge 1021 causes the actuator catch 1022 to move in a direction away from the barrier end of the end anchor 1000. The actuator 1030 itself is shown in part throughout Figures 40 to 43 and in its entirety in Figure 41. The actuator 1030 comprises an elongate main portion 1033 having at one end the actuator trigger end 1031 and at the other end an actuator cam end (though these portion are preferably integrally formed, one-piece, or unitary). The actuator 1030 is preferably a flexible cable or the like, but may be any substantially elongate member capable of translating force or displacement at the actuator trigger end 1031 to the actuator cam end 1032.

The actuator is coupled between the trigger post 1020 and bracing arrangement

1040 (namely the cam arrangement 1050), so that the trigger post 1020 and bracing arrangement are operatively coupled. The movement of the actuator catch 1022 in a direction away from the barrier end applies a tension force to the actuator, pulling it in the same direction. As described below, this causes the release of the bracing arrangement by driving rotation of the cam arrangement.

Those skilled in the art will appreciate that many other configurations of an actuator 1030 are possible that serve the function of appropriately translating force or displacement from the trigger post to the bracing arrangement. For instance, the actuator 1030 may in other examples comprise a non-unitary assembly of components, hinged or otherwise connected together.

An example of the cam arrangement 1050 is illustrated in greater detail in Figures 42A-C. The general principal of operation is explained by reference to Figures 42B and C, which show a simplified side-on view of the arrangement. In Figure 42B, the support plate 1062 is hidden for clarity of illustration.

The cam arrangement comprises at least one rotatable cam element pivotally connected to the support unit 1060. The pivotal connection may comprise a shaft 1051 or the like engaged with lugs or apertures in the side walls of the channel 1063, as shown in Figure 42C. The cam arrangement 1050 is configured to releasably secure the bracing element(s)

1041 (one bracing element shown in Figures 42B and 42C) by rotating between a locked position, in which the bracing element is secured, and an unlocked position, in which the bracing element is released. Figures 42B-C show the cam arrangement in the locked position. The locked position is an over-centre position, in which the force on the bracing element (that is, a tension arising from the bracing element resisting the tension of the flexible members 20, as described previously) acts to maintain the locked position.

In the illustrated example, the bracing element is secured via a pin (or a bolt or shaft) 1043 that is received within a slot 1064 of the side wall of the channel 1063 and by a recessed portion of the cam element. Rotation of the cam in one direction (clockwise in the illustrated example) urges the pin 1043 against an abutment or stop provided by the blind end of the slot 1064 in the side wall, as shown in Figure 42C, thereby securing the bracing element to the support plate 1062. The stop prevents further (e.g., clockwise in the illustrated example) rotation of the cam and defines the locked position. Rotation of the cam in the other direction (e.g., anti-clockwise in the illustrated example) moves the pin 1043 along the slot 1064 away from the stop, eventually releasing the pin 1043 from the slot 1064 and from the recess of the cam. The slot 1064 and the recess of the cam in this example arrangement cooperate to secure the pin 1043 to form a releasable pivot joint: the recessed portion of the cam element controls movement of the pin 1043 (e.g., vertical movement) along the slot (such movement is permitted only by rotation of the cam), while the slot 1064 prevents the pin 1043 from moving out of the cam recess. Hence, once the pin 1043 is released from the slot, the continued rotation of the cam element results in disengagement of the pin 1043 from the cam recess. Other suitable configurations will be apparent to the skilled person.

The over-centre position in Figure 42A-B is established because the line of feree (i.e., force vector) from the pin 1043 to the cam element is below the pivot axis 1051 of the cam. Thus, the tension on the bracing element 1041 urges the pin 1043 into the recess of the cam element and rotates the cam (e.g., clockwise) into the locked position. The over-centre lock is broken when the cam is rotated (i.e., by the actuator, discussed above) in the opposite direction (e.g., anti-clockwise in the illustration) to a point where the force line crosses the pivot axis 1051 of the cam. When the line of force crosses the pivot axis, the tension on the bracing element 1041 then acts to rotate the cam to release the pin 1043 from the slot 1064.

An example cam arrangement 1050 will now be discussed in more detail with reference to Figure 42A. The cam arrangement 1050 may be at least partially positioned within the channel 1063 of the plate 1062. As seen in Figure 42A, the illustrated cam arrangement 1050 comprises a pair of opposing cam flanges 1052 (acting as the cam elements mentioned above) spaced apart and connected via a central cam hinge, or shaft, 1051. The cam hinge 1051 extends laterally through both cam flanges 1052 and out into the side walls of the channel 1063 of the plate 1062 of the support unit 1060. The cam arrangement 1050 is configured to rotate or pivot about the hinge 1051 relative to the plate 1062 of the support unit 1060.

At least one of the cam flanges 1052 may comprise a generally curved bottom 1054 having slots 1053 configured to receive and locate the actuator 1030. In the form shown, the actuator trigger end 1031 passes through the flange slot 1053 of one of the flanges, bending to follow the generally curved shape. Hence, the actuator trigger end 1031 wraps around the curved bottom of the cam flange 1052 to smoothly redirect the actuator for connection to an actuator receiver 1055 located above the cam hinge 1051.

The actuator receiver 1055 is shown comprising a fastener arrangement extending across the flange slot 1053, around which the cable or actuator cam end 1032 can wrap to be secured. Those skilled in the art will appreciate that the actuator receiver 1055 can take many other simple mechanical or unitary forms for coupling of the actuator cam end 1032.

The actuator flanges 1052 each comprise corresponding bracing slots 1056, being recessed portions extending into the cam flanges 1052. The bracing slots 1056 are provided to at least partially receive the cam end hinge 1043 of the bracing arrangement 1040, which extends across both flanges 1052 of the cam arrangement 1050. As can be seen in Figure 42, in the operative condition of the end anchor 1000, the cam end hinge 1043 is positioned within the channel 1063, and thus extends laterally out across respective plate slots 1064 of (plate walls of) the plate 1062. In this manner, movement of the cam end hinge 1043 is constrained by its location in the bracing slots 1056 as well as the plate slots 1064.

The actuator receiver 1055 may thus be seen to be positioned at or on the cam flange(s) 1052 of the cam arrangement 1050 spaced apart from a position of the cam hinge 1051 on said cam flange(s) 1052. Moreover, said bracing slot(s) 1056 are positioned at or on said cam flange(s) 1052 spaced apart from the position of the cam hinge 1051 on said cam flange(s) 1052 and from the position of the actuator receiver 1055 on said cam flange(s) 1052. Further said bracing slot(s) 1056 and said actuator receiver 1055 are shown positioned at opposite ends of said cam flange(s) 1052 with the cam hinge 1051 positioned therebetween, such that a rotation or pivoting of said cam arrangement 1050 about said cam hinge 1051 causes a corresponding rotation or pivoting of the bracing slot(s) 1056 and said actuator receiver 1055 in a same direction i.e., such that pivoting of the cam arrangement 1050 about its cam hinge 1051 causes a downward movement of the actuator receiver 1055 of the cam arrangement 1050 and an upward movement of the bracing slot(s) 1056 and the cam end hinge 1043 of the at least one bracing element 1041 when so releasably received by said bracing slot(s) 1056.

Thus, upon pivoting of the trigger post 1020 due to impact of an errant vehicle thereon, the actuator trigger end 1031 of the actuator 1030 is pulled up and away from the channel 1063 of the plate 1062, as described above, causing the main portion 1033 of the actuator to be pulled in a direction towards the trigger post 1020, and, as a result, causing the actuator cam end 1031 to pull downwardly on the actuator receiver 1055, thus rotating the cam arrangement 1050 as a whole about the cam hinge 1051.

This action of the cam arrangement 1050 is shown step-by-step in detail in Figures 44A to 44C. Figure 44A shows the cam arrangement in the locked position. Figure 44B shows the cam arrangement having moved beyond the over-centre position into an unlocked position. Figure 44C shows release of the bracing element from the cam arrangement as a result of tension from the flexible members.

The bracing slots 1056 of each cam flange 1052 rotate with the cam arrangement such that the cam end hinge 1043 of the bracing arrangement 1040 travels upwardly through the plate slots 1064 of (plate walls of) the channel 1063.

Upon sufficient rotation of the cam arrangement 1050 (i.e., sufficient actuation, or extension of the actuator 1030 in a direction towards the trigger post 1020 on pivoting by an impacting vehicle), the cam end hinge 1043 of the bracing arrangement 1040 clear the plate slots 1064 and escape from confinement in the bracing slots 1056 of the cam flanges 1052.

In other words, the bracing slots 1056 and the plate slots 1064 are configured to together releasably receive and constrain said cam end hinge 1043 of the at least one bracing element 1041 at least until a pivoting of the cam arrangement 1050 about the cam hinge 1051 causes a movement of the bracing slots 1056 that moves the cam end hinge 1043 through the plate slots 1064 to and towards a released position out from the bracing slots 1056 and the plate slots 1064.

This causes the bracing arrangement 1040 to detach from its relationship with the cam arrangement 1050. Since this cam end hinge 1043 defines the lower connection or support for the bracing arrangement 1040, the bracing arrangement 1040 itself collapses.

Preferably, the bracing arrangement comprises two elongate bracing elements 1041 connected by cam end hinge 1043, which extends across the lower ends bracing elements. The upper ends of the bracing elements 1041 may be pivotally connected to the support post 1010 via the support post hinge 1042 that extends between the upper ends of the bracing elements and through the support post 1010.

Thus, upon release of the cam end hinge 1043 of the bracing arrangement 1040 from the cam arrangement 1050, the bracing arrangement 1040 collapses under tension of the flexible members 20, causing the support post 1010 to also collapse for the same reason.

It will be appreciated therefore that the actuator 1030, via the cam arrangement 1050 and bracing arrangement 1040, couples the movement of the trigger post 1020 (due to impact from an errant vehicle) to the support post 1010, causing collapse of the end anchor 1000 as a whole.

This process of the end anchor 1000 transition from its operative, upright condition, to its collapsed condition is shown in Figures 36 to 39 in perspective view, and also shown in a side sectional view in Figures 45A to 45D.

Initially, in the operative condition of Figure 36/45A, the support post 1010 and trigger post 1020 are in a substantially upright vertical orientation, with the flexible tension members 20 extending out from the end anchor 1000 in a substantially horizontal orientation. Then, upon impact of an errant vehicle in Figure 37/45B the trigger post 1020 pivots about its trigger hinge 1021 downwardly towards the channel 1063. This causes the actuator catch 1022 to pivot out and away from the channel 1063, pulling the actuator 1030 in a direction away from the cam arrangement 1050 and thus causing its rotation about the cam hinge 1051. In Figure 38/45C and 44C the cam arrangement 1050 has been rotated sufficiently (e.g., rotated beyond the over-centre lock position by the actuator) to permit release of the bracing cam end hinge 1043 from its captivity in the bracing slots 1056 of the cam flanges 1052 and plate slots 1064 of the channel 1063.

In preferred examples, the rotation of the cam arrangement 1050 to a position in which the bracing element is released does not require a corresponding translation of the actuator 1030 alone. Instead, as explained, rotation beyond the over-centre position may be driven, or at least assisted, by the tension of the flexible members 20 pulling in a direction towards the other end of the crash barrier system 100 and compelling the bracing arrangement 1040 in a direction away from the trigger post 1010. Alternatively, for example where the cam arrangement does not employ an over-centre locking arrangement, the actuator may be arranged to rotate the cam arrangement sufficiently to the fully unlocked position (i.e., to release the bracing element).

It will thus be understood that the collapse of the end anchor 1000 may be partly actioned or influenced by the tension present in the remaining crash barrier system 100 (i.e., the other end of the crash barrier system 100, or an end anchor 900, 1000 at the other end of the crash barrier system, remains in its operative condition and thus maintains the tension that 'pulls' the bracing arrangement 1040 in a direction away from the collapsed/collapsing trigger post 1010). The actuator 1030 may be configured to only rotate the cam arrangement 1050 sufficient for the tensioned flexible members 20 to complete the remaining rotation required to release the bracing arrangement 1040 and collapse the end anchor 1000 rapidly under tension from the tensioned flexible members 20.

In Figure 38/45C the cam arrangement 1050 has rotated for release of the cam end hinge 1043 of the bracing arrangement 1040. As can be seen, the support post 1010 is now pivoting downwardly about its base hinge 1011.

Finally, in Figure 39/45D the end anchor 1000 has moved into its collapsed condition. The support post 1010 is almost positioned within the channel 1063, with the bracing elements 1041 of the bracing arrangement 1040 in a substantially horizontal position atop the channel 1063. The tensioned members 20 act to push down on the support post 1010 and bracing arrangement 1040, reducing the possibility that these components will protrude upwardly to slice into or otherwise further damage the impacting vehicle, or cause its roll -over.

The actuator 1030 may remain operatively coupled at both its ends to the trigger post 1020 and cam arrangement 1050 during the process of collapsing the end anchor. Thus, a team of first responders can elect to simply move the trigger posts 1020 and support post 1010 back upright simultaneously, to permit re-entry of the cam end hinge 1043 of the bracing arrangement 1040 back into the corresponding bracing slots 1056. In this manner, this end anchor 1000 embodiment can be moved from its collapsed condition back to its upright condition even while under tension from the flexible members 20.

It will be appreciated that impact of the trigger post 1020 by a vehicle travelling in a direction away from the support post 1010 to the trigger post 1020 (indicated generally by arrow A in Figure 37) will not cause a collapse of the end anchor, as the trigger post 1020 upper end 1025 will instead pivot away from the channel 1063, causing the lower end 1024 to pivot towards the cam arrangement 1050 so that the actuator 1030 slackens rather than be pulls away to initiate rotation of the cam arrangement 1050.

Alternatively, in the unlikely event of the trigger post 1020 being impacted sideways, i.e., in a direction perpendicular the length of the support unit 1060, (indicated generally by arrow B in Figure 37) the trigger post 1020 may bend or collapse sideways without pivoting as required to trigger collapse of the end anchor 1000. The support post 1010 and bracing arrangement 1040 along with the flexible tensioned members 20 will remain upright in such a collision.

In this manner, when impacted in a direction that is not substantially toward the support post 1010, the trigger post 1020 may act as a fuse device, that is, a sacrificial element that can deform, break away or collapse when impacted in a way that does not necessitate collapse of the remaining components of the end anchor 1000.

Further, if the trigger post 1020 is not at all impacted but a vehicle impacts upstream of the trigger post indicated generally by 'area' C in Figure 37 (i.e., impacts the bracing arrangement 1040, support post 1010 or tensioned members 20), the end anchor 1000 may still not be triggered to collapse from its operative condition. Of course, it will be appreciated that a high-speed/force impact on the bracing arrangement 1040 of significant magnitude may cause release of the cam end hinge 1043 from the cam arrangement 1050 and thus trigger collapse of the end anchor 1000.

Thus, this embodiment of the end anchor 1000 is configured to collapse primarily when impacted on the trigger post 1020, by a vehicle travelling in a direction towards the trigger post 1020 as indicated generally by arrow D in Figure 37.

Those skilled in the art will appreciate widely varying changes to the components of the end anchor 1000 described that will retain the fundamental operating function thereof. For instance:

• In some embodiments, a pair of actuators 1030, or cables, may be provided, in which the trigger ends 1031 thereof extend through a corresponding cam flange 1052 and respective flange slots 1053 to corresponding actuator receivers 1055. However, in the embodiment shown in Figures 36 to 45D and described above with reference thereto, only one actuator 1030 is employed extending to only one cam flange 1052 and through its flange slot 1053 along the flange surface 1054 to the respective actuator receiver 1055. In other embodiments, the actuator 1030 may instead correspond to the leftside cam flange 1052 rather than the right-side cam flange 1052 as shown.

• In some embodiments, the bracing arrangement 1040 may not comprise two elongate unitary bracing elements 1041, as shown in Figures 36 to 45D and as described above with reference thereto, but may instead comprise a deformable, pivoting or multi-component non-unitary arrangement that may act to brace the support post 1010 against the tension of the flexible members 20, and may further collapse under a deformation, pliability, or other hinging action.

• The cam arrangement 1050 may, in some configurations, not necessarily take the form shown in Figures 36 to 45D. For instance, it may have cam flanges 1052 shaped differently from those shown, with the corresponding bracing slots 1056 thereof reconfigured accordingly, or may comprise a different arrangement of integrally formed or unitary components. • The actuator 1030 may also in other embodiments, comprise a non-unitary assembly of components, hinged or otherwise connected together to effect movement from the trigger post 1010 to the cam arrangement 1050 via deformation, pliability, or other hinging action. Taking the form of a cable as shown, said cable may comprise a wide range of materials as desired to give a tensile or resilient property to the actuator 1030.

In one embodiment, the end anchor 900, 1000 and its primary components are composed of metal, preferably steel.

In one embodiment, the flat straps 20 of the present invention may be substituted into a modified traditional wire barrier support arrangement. In this embodiment, not all of the benefits of the present invention 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.

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.