U.S. patent application number 10/715152 was filed with the patent office on 2004-05-20 for barrier device with foam interior.
Invention is credited to Yodock, Guy C., Yodock, Leo J. III, Yodock, Leo J. JR..
Application Number | 20040096273 10/715152 |
Document ID | / |
Family ID | 21919567 |
Filed Date | 2004-05-20 |
United States Patent
Application |
20040096273 |
Kind Code |
A1 |
Yodock, Leo J. III ; et
al. |
May 20, 2004 |
Barrier device with foam interior
Abstract
A barrier device comprises a top wall, a bottom wall, opposed
end walls and opposed side walls formed of plastic material which
interconnect to form a hollow, closed interior in which the inner
surface of each wall is covered with a layer of foam material and
then the remainder of the hollow interior is filled with a ballast
material such as water, sand, rubber, concrete and the like.
Inventors: |
Yodock, Leo J. III;
(Bloomsburg, PA) ; Yodock, Leo J. JR.; (Fort
Lauderdale, FL) ; Yodock, Guy C.; (Davie,
FL) |
Correspondence
Address: |
HOLLAND & KNIGHT, LLP
ONE EAST BROWARD BLVD.
SUITE 1300
FT LAUDERDALE
FL
33301
|
Family ID: |
21919567 |
Appl. No.: |
10/715152 |
Filed: |
November 17, 2003 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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10715152 |
Nov 17, 2003 |
|
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10042011 |
Oct 18, 2001 |
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Current U.S.
Class: |
404/6 |
Current CPC
Class: |
E01F 15/086 20130101;
E01F 15/0453 20130101; E01F 15/083 20130101; E01F 15/088
20130101 |
Class at
Publication: |
404/006 |
International
Class: |
E01F 013/00 |
Claims
I claim:
1. A barrier device, comprising: a top wall, a bottom wall, opposed
side walls and opposed end walls interconnected to form a hollow,
closed interior, each of said walls having an inner surface located
within said hollow, closed interior and an outer surface; a layer
of foam material substantially entirely covering said inner surface
of each of said top wall, said bottom wall, said opposed side walls
and said opposed end walls, said layer of foam material forming a
unitary structure within said hollow, closed interior which is
affixed to each of said walls to enhance the structural integrity
of said walls, an open area being formed within said hollow, closed
interior which is bounded by said layer of foam material extending
along each of said top wall, said bottom wall, said opposed side
walls and said opposed end walls, said open area being adapted to
be at least partially filled with a ballast material, said layer of
foam material being effective to resist leakage of ballast material
from said open area within said hollow, closed interior through
said walls.
2. The barrier device of claim 1 in which said layer of foam
material has a thickness in the range of about 1/2 to 6 inches.
3. The barrier device of claim 1 in which said layer of foam
material is a polyethylene foam having the following
properties.
2 Density: 7 lb/ft.sup.3 Compression modulus: 800 psi Shrinkage:
0.010-0.015 in/in Thermal conductivity: 0.435 BTU in/hr ft.sup.2
.degree. F.
4. The barrier device of claim 1 in which each of said layer of
foam material is a polyethylene foam having the following
properties:
3 Density: 4 lb/ft.sup.3 Compression modulus: 180 psi Shrinkage:
0.010-0.015 in/in Thermal conductivity: 0.384 BTU in/hr ft.sup.2
.degree. F.
5. The barrier device of claim 1 in which said layer of foam
material is a polyethylene foam having the following
properties:
4 Density: 2 lb/ft.sup.3 Compression modulus: 35 psi Shrinkage:
0.010-0.015 in/in Thermal conductivity: 0.357 BTU in/hr ft.sup.2
.degree. F.
6. An apparatus comprising: a number of individual barrier devices,
each of said barrier devices including: (i) a top wall, a bottom
wall, opposed side walls and opposed end walls interconnected to
form a hollow, closed interior, each of said walls having an inner
surface located within said hollow, closed interior and an outer
surface; (ii) a layer foam material substantially entirely covering
said inner surface of each of said top wall, said bottom wall, said
opposed side walls and said opposed end walls, said layer of foam
material forming a unitary structure within said hollow, closed
interior which is affixed to each of said walls to enhance the
structural integrity of said walls, an open area being formed
within said hollow, closed interior which is bounded by said layer
of foam material extending along each of said top wall, said bottom
wall, said opposed side walls and said opposed end walls; a
coupling device which connects said individual barrier devices
together to form a barrier wall, said layer of foam material being
effective to resist leakage of ballast material from said open area
within said hollow, closed interior through said walls.
7. The apparatus of claim 6 in which said layer of foam material
has a thickness in the range of 1/2 to 6 inches.
8. The barrier device of claim 6 in which said layer of foam
material is a polyethylene foam having the following
properties.
5 Density: 7 lb/ft.sup.3 Compression modulus: 800 psi Shrinkage:
0.010-0.015 in/in Thermal conductivity: 0.435 BTU in/hr ft.sup.2
.degree. F.
9. The barrier device of claim 6 in which each of said layer of
foam material is a polyethylene foam having the following
properties:
6 Density: 4 lb/ft.sup.3 Compression modulus: 180 psi Shrinkage:
0.010-0.015 in/in Thermal conductivity: 0.384 BTU in/hr ft.sup.2
.degree. F.
10. The barrier of claim 1 in which said layer of foam material is
a polyethylene foam having the following properties:
7 Density: 2 lb/ft.sup.3 Compression modulus: 35 psi Shrinkage:
0.010-0.015 in/in Thermal conductivity: 0.357 BTU in/hr ft.sup.2
.degree. F.
Description
RELATED APPLICATION
[0001] This application is a continuation-in-part of U.S. patent
application Ser. No. 10/042,011,, filed Oct. 18, 2001 and entitled
"BARRIER DEVICE WITH FOAM INTERIOR," which claims priority under 35
U.S.C. .sctn. 120 for all commonly disclosed subject matter.
FIELD OF THE INVENTION
[0002] This invention relates to barrier devices for vehicular and
vessel traffic control, soil erosion containment, impact
attenuation and the like which can be interconnected with one
another to define a barrier wall structure and/or connected in
various combinations to form energy-absorbing cells, and, more
particularly, to barrier devices formed of a light weight plastic
having a hollow interior whose inner surface is covered with a foam
layer and then filled with a ballast material such as water, sand,
concrete, rubber and the like.
BACKGROUND OF THE INVENTION
[0003] A variety of different devices have been developed for
absorbing the kinetic energy resulting from impact with a moving
vehicle, and for the containment of forces exerted by soil or
water. Highway barriers, for example, are intended to provide a
continuous wall or barrier along the center line or shoulder of a
highway when laid end-to-end to absorb grazing blows from moving
vehicles. One commonly used highway barrier is formed of pre-cast
reinforced concrete, and is known as the "Jersey" style barrier.
Highway barriers of this type have a relatively wide base resting
on the pavement or shoulder of the highway, opposed side walls and
opposed end walls. The side walls consist of a "curb reveal"
extending vertically upwardly from the base a short distance, a
vertically extending top portion connected to the top wall of the
barrier and an angled portion between the curb reveal and the
vertical top portion. This design is intended to contact and
redirect the wheels of a vehicle in a direction toward the lane of
traffic in which the vehicle was originally traveling, instead of
the lane of opposing traffic. See, for example, U.S. Pat. No.
4,059,362.
[0004] One problem with the Jersey-style highway barriers described
above is the weight of reinforced concrete. A concrete barrier
having a typical length of twelve feet weighs about 2,800-3,200
pounds, and requires special equipment to load, unload and handle
on site. It has been estimated that for some road repairs, up to 40
percent of the total cost is expended on acquiring, delivering and
handling concrete barriers. Additionally, concrete barriers have
little or no ability to absorb shock upon impact, and have a high
friction factor. This increases the damage to vehicles which
collide with such barriers, and can lead to serious injuries to
passengers of the vehicle.
[0005] In an effort to reduce weight, facilitate handling and
shipment, and provide improved absorption of vehicle impact forces,
highway barriers have been designed which are formed of a hollow
plastic container filled with water, sand or other ballast material
such as disclosed in U.S. Pat. Nos. 4,681,302; 4,773,629;
4,846,306, 5,123,773 and 5,882,140. For example, the '302 patent
discloses a barrier comprising a housing having a top wall, bottom
wall, opposed side walls and opposed end walls interconnected to
form a hollow interior which is filled with water. The ends of each
barrier couple to an adjacent barrier to form a continuous wall.
The container structure is preferably formed of a resilient,
plastic material which is deformable upon impact and capable of
resuming its original shape after being struck. The container
further includes longitudinally extending, spaced traction spoiler
channels which are intended to reduce the area of potential impact,
and thus the tendency of the vehicle to climb the walls of the
barrier and vault over it into the opposing lane of traffic.
[0006] The '629, '306, '773 and '140 patents noted above represent
further advances in deformable highway barrier designs. The first
two patents disclose barriers which comprise a longitudinally
extending housing made of semi-rigid plastic which is
self-supporting, and has a predetermined shape which is maintained
when filled with water, sand or other ballast material. Such
devices are connected end-to-end by a key insertable within grooves
formed in the end walls of adjacent barriers. Interconnected fill
openings are provided which permit adjacent barriers to be filled
with water or other ballast material when laid end-to-end.
[0007] The '773 and '140 patents disclose further improvements in
barrier devices including side walls formed with higher curb
reveals, a horizontally extending step and vertical indentations in
order to assist in maintaining the structural integrity of the
container, and internal baffles for dampening movement of water or
other ballast material within the container interior. Interlocking
male and female coupling elements are formed on the opposite end
walls of each barrier to facilitate connection of adjacent barriers
end-to-end. Additionally, channels or openings are formed in the
barriers from one side wall to the other to permit the insertion of
the tines of a fork lift truck therein for easy loading, unloading
and handling of the barriers.
[0008] Despite improvements to highway barrier of the type
described above above, some deficiencies nevertheless remain. One
problem involves leakage of ballast material from the barrier
interior. It has been found that defects can occur in the walls and
in the joints between adjacent walls during the process of molding
plastic barriers. Additionally, the plastic barriers can be
relatively easily punctured on the job site by fork lift trucks or
other equipment. Water is the most commonly used ballast material,
and cracks or other defects in the barrier walls causes leakage
which results, over time, in the complete drainage of water from
the barrier. It is time consuming and inefficient to replace a
leaking barrier along the length of the barrier wall, and repairs
to individual barriers are inconvenient and expensive.
[0009] Another problem with highway barriers, both those formed of
concrete and barriers having walls made of plastic material,
relates to attenuation of the force of an impact with a moving
vehicle. As noted above, concrete barriers have little or no
ability to absorb or attenuate the force resulting from impact with
a vehicle. If a vehicle grazes the concrete barrier at a shallow
angle it essentially "bounces off" of the barrier and is turned
back into traffic in the direction the vehicle was originally
moving. Contact with a concrete barrier at a sharper angle can
cause severe damage to the vehicle, and injury to its occupants,
since the force of impact must be absorbed virtually entirely by
the bumpers, side panels and other parts of the vehicle.
[0010] Highway barriers formed with plastic walls and filled with a
ballast material such as water are more effective in absorbing the
force of impact with a vehicle than concrete barriers. However, it
has been found that the plastic material forming the barrier walls
either breaks apart upon impact with a vehicle, or provides what
can be characterized as a "rebound" effect. Instead of absorbing a
vehicle impact so that the force is attenuated or transferred
throughout the barrier device, the plastic material forming the
barrier walls tends to deflect in the localized area of impact and
then return or rebound to its original shape with the assistance of
the ballast material in the hollow interior of the barrier device.
Such rebound or return motion exhibited by the plastic walls exerts
a force on the vehicle tending to stop or slow it down relatively
quickly, or abruptly change the direction of movement of the
vehicle, which, in turn, is transferred to the occupants of the
vehicle.
SUMMARY OF THE INVENTION
[0011] The barrier device of this invention comprises a top wall, a
bottom wall, opposed end walls, and, opposed side walls formed of a
plastic material which are interconnected to form a closed, hollow
interior. The inner surface of each wall is covered with a layer of
foam material forming a unitary foam structure within the hollow
interior, and the remainder of the hollow interior receives a
ballast material such as water, sand, rubber, concrete and the
like.
[0012] In one presently preferred embodiment of this invention, a
rotational molding process is employed to combine crosslinkable
high density polyethylene material with polyethylene foaming
pellets to form the barrier device noted above with walls having an
interior surface covered with a layer of foam. The plastic,
polyethylene walls have a thickness on the order of about 0.25
inches, and the foam layer is in the range of 0.5 to 6 inches in
thickness depending upon the amount of foaming pellets used. Fill
holes are formed in the top wall of the barrier so that water, sand
or other ballast material can be introduced into the hollow
interior and into contact with the foam layer.
[0013] Unlike prior barrier devices formed with plastic walls, the
barrier of this invention is highly resistant to leakage of ballast
material from its hollow interior due to the presence of the foam
layer. Even if cracks or other openings develop in the plastic
walls or joints of the barrier, the foam layer is effective to seal
these irregularities and substantially prevent leakage of the
ballast material. Further, the barrier devices with the foam layer
of this invention are resistant to puncture by fork lift tines or
other equipment employed in their installation or transport.
[0014] Additionally, the construction of the barrier device of this
invention distributes and attenuates the force of impact with a
colliding vehicle better than prior art barriers. The unitary foam
layer extending along the surface of each wall within the closed,
hollow interior of the barrier enhances the structural integrity of
the barrier, and assists in transferring the force of a collision
with a vehicle beyond the area of immediate impact to achieve
improved overall force attenuation.
DESCRIPTION OF THE DRAWINGS
[0015] The structure, operation and advantages of the presently
preferred embodiment of this invention will become further apparent
upon consideration of the following description, taken in
conjunction with the accompanying drawings, wherein:
[0016] FIG. 1 is a perspective view of the barrier of this
invention;
[0017] FIG. 2 is a plan view of the barrier depicted in FIG. 1,
with a second barrier shown in phantom at one end;
[0018] FIG. 3 is a side view of the barrier of FIG. 1;
[0019] FIG. 4 is a perspective view of two barriers connected
end-to-end;
[0020] FIG. 5 is a cross sectional view of the barrier shown in
FIG. 1 depicting a foam layer along the walls within the barrier
interior; and
[0021] FIG. 6 is view similar to FIG. 5 except with the hollow
interior of the barrier at least partially filled with a ballast
material.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
[0022] Referring initially to FIGS. 1-4, the barrier device 10 of
this invention comprises a top wall 12, a bottom wall 14, opposed
end walls 16, 18, and, opposed side walls 20, 22 which are
interconnected to collectively define a hollow interior 24. In the
presently preferred embodiment, each of the walls 12-22 are formed
of a semi-rigid plastic material chosen from the group consisting
of low density polyethylene, acrylonitrile or butadiene styrene,
high impact styrene, polycarbonates and the like. These plastic
materials are all inherently tough and exhibit good energy
absorption characteristics. They will also deform and elongate, but
will not fail in a brittle manner at energy inputs which cause
other materials to undergo brittle failure. The surfaces of these
types of plastic materials are inherently smoother than materials
from which other barriers are typically constructed, therefore
creating less friction and reducing the likelihood of serious
abrasion injuries to vehicles and/or passengers who may come into
contact therewith. Additionally, materials of this type are
unaffected by weather and have excellent basic resistance to
weathering, leaching and biodegradation. Additives such as
ultraviolet inhibitors can be combined with such plastic materials,
making them further resistant to the effects of weather. They also
retain their mechanical and chemical properties at low ambient
temperatures.
[0023] When using the barrier device 10 of this invention as a
highway barrier, the hollow interior 24 is preferably filled with a
"ballast" material such as water or other liquid, or a flowable
solid material such as sand, concrete and the like. For this
purpose, the walls 12-22 of barrier device 10 have a thickness in
the range of about one-eighth inch to one inch so as to perform
satisfactorily in service. The barrier device 10 is preferably in
the range of about six to eight feet in length, and, at the wall
thickness noted above, has a weight when empty of about 80 to 140
lbs. When filled with a liquid such as water, the overall weight of
the barrier is in the range of about 1400 to 2200 lbs. Flowable
solid material such as sand and the like increase the weight of
barrier 10 further.
[0024] For ease of understanding and discussion of the principal
aspects of this invention, the various structural elements of the
barrier device 10 are described below in relation to their
collective performance of a particular function of the barrier 10.
These functions include the ability of the barrier 10 to better
redirect and control the upper movement of a vehicle upon impact
therewith, the ability to resist lateral separation of adjacent
barriers 10 when they are joined end-to-end to form an essentially
continuous wall, the ability to resist leakage of the ballast
material from the hollow interior of the barrier, and the ability
to attenuate the force of impact with a vehicle.
Control of Vehicle Movement
[0025] The control of vehicle movement upon impact with the barrier
device 10 of this invention is achieved primarily by the material
with which the barrier 10 is constructed, and the configuration of
its side walls 20 and 22. Because both side walls 20, 22 are
identical in configuration, only side wall 20 is described in
detail herein, it being understood that the side wall 22 is formed
with the identical structure and functions in the same manner.
[0026] The side wall 20 includes a substantially vertically
oriented curb reveal 26 located between the bottom wall 14 and a
horizontally extending ledge or step 28 best shown in FIG. 1.
Preferably, the curb reveal 26 has a vertical height of nine
inches, measured from the bottom wall 14 upwardly, which is at
least two inches greater than the curb reveals of other highway
barrier devices, such as disclosed, for example, in U.S. Pat. No.
5,123,773. The horizontal extent of the step 28 is preferably on
the order of about 11/2 inches measured in the direction from the
outer edge of curb reveal 26 toward the hollow interior 24 of
barrier device 10.
[0027] Extending upwardly at an acute angle from the step 28 is an
intermediate section 30 which terminates at a vertical upper
section 32. The upper section 32, in turn, extends from the
intermediate section 30 to the top wall 12 of barrier 10 which is
formed with a pair of fill holes 33 preferably having a diameter in
the range of about 3-4 inches. In the presently preferred
embodiment, a number of stabilizers 34 are integrally formed in the
intermediate section 30, at regularly spaced intervals between the
end walls 16, 18. Each stabilizer 34 includes a base 36 and opposed
sides 38 and 40. As best seen in FIG. 1, the base 36 of each
stabilizer 34 is coplanar with the step 28 and is supported by an
internally located support 42 shown in phantom lines in FIG. 3. The
sides 38, 40 of each stabilizer 34 taper inwardly, toward one
another, from the base 36 to a point substantially coincident with
the uppermost edge of intermediate section 30 where the upper
section 32 of side wall 20 begins. In the presently preferred
embodiment, a through bore 44 extends from the base 36 of one or
more of the stabilizers 34, through the internal support 42 and out
the bottom wall 14 of barrier 10. One or more of these through
bores 44 receive an anchoring device such as a stake 46, shown in
phantom in FIG. 3, which can be driven into the ground, highway or
other surface upon which the barrier device 10 rests to secure it
in an essentially permanent position thereon.
[0028] Enhanced control and redirection of the path of a vehicle
impacting the barrier device 10 of this invention is achieved with
the above-described structure as follows. The increased height of
the curb reveal 26 of side wall 20, e.g., nine inches compared to
seven inches or less for conventional barriers, is effective to
engage and redirect the tires of a vehicle toward the lane in which
the vehicle was traveling instead of in a direction toward the
barrier 10 or the opposing lane of traffic. The curb reveal 26 is
strengthened and reinforced by the presence of the horizontal ledge
or step 28 and the stabilizers 34.
[0029] In the event the vehicle tires nevertheless extend above the
curb reveal 26 upon impact, the intermediate and upper sections 30
and 32 are designed to resist further upward movement of the
vehicle therealong. While the stabilizers 34 in intermediate
section 30 function to add rigidity and stability to the overall
barrier 10, the intermediate section 30 is nevertheless designed to
at least partially collapse inwardly or buckle in response to the
application of an impact force thereto. The extent of inward motion
of buckling is controlled, at least to some extent, by the diameter
of the fill holes 33 in the top wall 12. When the barrier interior
24 is filled with water, for example, the impact of a vehicle with
a barrier side wall 20 or 22 causes such water to displace from the
area of contact. Some of the water is forcefully discharged from
the interior 24 through the fill holes 33, and the amount of such
energy displacement is dependent on the diameter of the holes 33.
The greater the diameter, the greater the amount of water
displaced, and, hence, the more the barrier side wall 20 or 22 is
permitted to buckle. It has been found that a fill hole 33 diameter
of about 3-4 inches, noted above, is optimum wherein sufficient
buckling of the side walls 20, 22 is permitted for the purposes
described below without permanent damage to the barrier 10 upon
impact with a vehicle. In the presently preferred embodiment, when
the intermediate section 30 buckles inwardly, a pivot point is
created about which the upper section 32 can move in a generally
downward direction. Consequently, the tire and/or bumper of the
vehicle is impacted by the upper section 32 of barrier device 10
and urged downwardly, back toward the pavement or ground along
which the vehicle was traveling. This substantially prevents the
vehicle from vaulting over the top of the barrier 10 and entering
the opposing lane of traffic. Despite such movement of the
intermediate and upper sections 30, 32 in response to impact, the
material from which barrier device 10 is constructed allows such
sections 30, 32 to return to their original shape after
deformation.
Resistance to Barrier Disengagement
[0030] Another general aspect of the construction of the barrier
device 10 of this invention involves a number of elements designed
to resist disengagement of adjacent barrier devices 10 and 10' when
they are arranged end-to-end to form an essentially continuous
wall. Two barrier devices 10 and 10' are depicted in FIG. 4, which
are identical in structure and function. The same reference numbers
are therefore used to identify like structure, with the addition of
a "'" to the numbers associated with barrier 10' on the right-hand
side of FIG. 4.
[0031] Each end wall 18 of barriers 10 is formed with an internally
extending recess 48 near the bottom wall 14, which receives an
outwardly protruding extension 52 formed on the end wall 16 of an
adjacent barrier 10. The upper portion of end wall 16 is formed
with a slot 56, and the upper portion of end wall 18 is formed with
a slot 58. Each slot 56, 58 has an inner, generally
cylindrical-shaped portion 59 and a narrower, substantially
rectangular-shaped portion 61 at their respective end walls 16, 18.
The slots 56, 58 extend from the top wall 12 downwardly to a point
near the juncture of the upper section 32 and intermediate section
30.
[0032] When two barrier devices 10 and 10' are oriented end-to-end,
with the end wall 16 of one barrier 10 abutting the end wall 18' of
an adjacent barrier 10', the slots 56, 58 collectively form a
barbell-shaped locking channel 60 shown in FIG. 4 and also depicted
in phantom at the bottom of FIG. 2. This locking channel 60
receives a coupler 62 having cylindrical ends 64, 66 and a
rectangular center section 67, which is removably insertable
therein and extends substantially along the entire length of the
locking channel 60. The cylindrical ends 64, 66 of coupler 62 pivot
within the correspondingly shaped cylindrical portions 59, 59' of
slots 56, 58', so that one barrier device 10 can be pivoted with
respect to an adjacent barrier 10' to assist with alignment
thereof, and to allow the barriers 10, 10' when placed end-to-end
to follow curves along a particular highway or other location where
they are placed.
[0033] Additionally, a pair of hollow sleeves 68 and 70 are located
within the hollow interior 24 of barrier device 10 and extend
between the side walls 20, 22. A portion of both sleeves 68, 70 is
located in the intermediate section 30 of each side wall 20, 22,
and extends partially into the upper sections 32 thereof. The two
sleeves 68, 70 are positioned in the spaces between the three
stabilizers 34 formed in the side walls 20, 22, and provide added
internal support to the barrier 10 so that it retains its shape
when filled with a ballast material.
[0034] Each of the sleeves 68 and 70 define a pass-through hole or
channel 72 adapted to receive the tines of a forklift truck to
permit handling of the barriers 10. Moreover, a strap 74 (see FIG.
4) can be extended between the channel 72 of sleeve 68 in one
barrier 10 and the channel 72 of sleeve 70' in an adjacent barrier
10', and then tightened down, to urge such barriers 10, 10'
together and provide additional resistance to disengagement of
adjacent barriers 10, 10'. It is believed that the combination of:
(1) the extension 52--recess 48 connection; (2) the coupler 62 and
locking channel 60 engagement; (3) the straps 74; and, (4) the
stake(s) 46 or other anchoring device secured within the through
bores 44 noted above, collectively provides improved resistance to
disengagement between adjacent barriers 10 compared to prior
barrier designs.
[0035] In the presently preferred embodiment, a drain hole 76 is
formed along each of the end walls 18 and 20 thereof near the
bottom wall 14 to allow passage of water and the like from one side
of the barrier device 10 to the other. Water or other flowable
material is introduced into the hollow interior 24 of the barrier
device 10 via the fill holes 33 formed in top wall 12. These fill
holes 33 can also receive the post of a sign or the like (not
shown) extendable into the barrier interior 24. As shown in FIG. 2,
a post boot 78 is formed at the bottom wall 14 of barrier 10, in
alignment with each fill hole 33, to receive and support the post
of a sign inserted through the fill hole 33. Preferably, the top
wall 12 is formed with an elongated channel 80 leading to each fill
hole 33 to allow for the flow of rainwater into the hollow interior
24. The top wall 12 is also formed with an internally extending
seat 82 which is adapted to mount an internal light fixture (not
shown) for illuminating the barrier device 10 from the inside. The
details of such lighting construction form no part of this
invention and are thus not discussed herein.
Resistance to Leakage of Ballast Material
[0036] With reference to FIG. 5, in one preferred embodiment of
this invention structure is provided to resist leakage of ballast
material from the hollow interior 24 of the barrier device 10. Each
of the walls 12, 14, 16, 18, 20 and 22 is formed with an inner
surface 90 located within the hollow interior 24 and an exterior,
outer surface 92. These inner surfaces 90 each receive a foam layer
94 having a thickness in the range of about 0.5 to 6 inches. The
remainder of the hollow interior 24 is open and can be filled with
ballast material through fill holes 33 in the manner described
above. The foam layer 94 is effective to seal the inner surface 90
of each wall and substantially prevent leakage of ballast material
from the hollow interior 24. Additionally, the foam layer 94 is
puncture resistant, particularly as its thickness is increased, and
therefore resists leakage of ballast material even if the plastic
walls of the barrier are damaged by fork lifts or other equipment
during transit or assembly of the barriers 10.
[0037] The method of forming the barrier device 10 with the foam
layer 94 forms no part of this invention, and is therefore not
discussed in detail herein. Generally, a rotational molding process
is employed in which a polyethylene resin and polyethylene foaming
pellets are combined in a mold to form the completed barrier. Each
of the walls 12, 14, 16, 18, 20 and 22 is therefore formed of a
high density polyethylene using this molding technique, preferably
having a thickness on the order of about 0.25 inches. One type of
polyethylene resin suitable for forming the plastic walls of the
barrier are commercially available from ExxonMobil Chemical under
the trademark "PAXON," Type Numbers 7004 and 7204 rotational
molding resins.
[0038] One foam material which can be employed in the rotational
molding process noted above to form the foam layer 94 is
commercially available from Equistar Chemicals, Inc. of Houston,
Tex. under the trademark "PETROTHENE." A structural foam,
semi-rigid foam or flexible PETROTHENE foam may be employed in the
barrier 10 of this invention, whose properties and type numbers are
as follows:
1 Property Nominal Value Units MSTR005 - Structural Foam Density 7
lb/ft.sup.3 Compressive Modulus 800 psi Shrinkage (w/MSTR003, 4
skin) 0.010-0.015 in/in Thermal Conductivity (k) 0.435 BTU in/hr
ft.sup.2 .degree. F. MSTR008 - Semi-Rigid Foam Density 4
lb/ft.sup.3 Compressive Modulus 180 psi Shrinkage (w/MSTR003, 4
skin) 0.010-0.015 in/in Thermal Conductivity (k) 0.384 BTU in/hr
ft.sup.2 .degree. F. MSTR007 - Flexible Foam Density 2 lb/ft.sup.3
Compressive Modulus 35 psi Shrinkage (w/MSTR003, 4 skin)
0.010-0.015 in/in Thermal Conductivity (k) 0.357 BTU in/hr ft.sup.2
.degree. F.
[0039] In most instances it is contemplated that a semi-rigid foam
would be employed to form the foam layer 94, such as PETROTHENE
Type No. MSTR008, depending on the particular application for which
the barrier device is intended. If additional structural rigidity
is required, a denser foam with increased compressive modulus may
be used such as PETROTHENE Type No. MSTR005. Further, the overall
thickness of the foam layer 94 can be controlled in the molding
process to increase or decrease the rigidity of the barrier 10,
i.e., the thicker the foam layer 94 the more rigid the walls
12-22.
Enhanced Impact Force Attenuation
[0040] Referring again to FIG. 5, and to FIG. 6, it is noted that
the foam layer 94 covers the inner surface 90 of each of the top
wall 12, bottom wall 14, end walls 16, 18 and side walls 20, 22
thus forming a unitary structure within the hollow interior 24
which is essentially continuous except for the fill holes 33 in the
top wall 12. The hollow interior 24 is then at least partially
filled with a ballast material 96 such as water shown in FIG.
6.
[0041] In prior art designs where no foam layer is present and the
plastic side walls of a barrier directly contact the ballast
material, the force of a vehicle impact tends to be localized in
the area of contact. The impacted wall buckles in that area, and,
as noted above, ballast material is displaced in response to
buckling of the wall. Where water is employed as the ballast
material, it is forced out of the fill holes in the barrier. In
prior art plastic barriers, if the impacted wall does not break
apart, it tends to abruptly rebound to its original shape thus
exerting a relatively high return force on the vehicle which
impacted it. This return force can damage the vehicle, and cause
injury to its passengers.
[0042] The presence of the foam layer 94, and its unitary
construction within the hollow interior 24, substantially enhance
the force attenuation characteristics of the plastic walls 12-22.
The unitary construction of the foam layer 94, wherein it extends
continuously along the inner surface 90 of each of the walls 12-22
except for the fill holes 33, tends to distribute the force of a
vehicle impact throughout the entire barrier 10 instead of just in
the localized area of impact. For example, the force of an impact
of a vehicle with side wall 22 is distributed at least to some
extent by the foam layer 94 to the top wall 12, bottom wall 14 and
both end walls 16, 18 because of their direct connection through
foam layer 94 to the side wall 22, and also to side wall 20 because
of its connection to the foam layer 94 along the other walls 12,
14, 16 and 18. This unitary construction of the foam layer 94
enhances the overall structural integrity of the barrier 10,
provides for improved attenuation of the applied force and aids in
preventing the impacted wall from breaking apart under the force of
contact with a vehicle.
[0043] Additionally, it has been found that the presence of foam
layer 94 reduces the magnitude of the return or rebound force
exerted by an impacted wall compared to the prior art. In response
to contact with a vehicle, the plastic material forming the side
wall 22, for example, and the foam layer 94 connected to the side
wall 22, collectively collapse or buckle inwardly toward the hollow
interior 24 and then return to their original shape. The extent and
abruptness with which the plastic material forming side wall 22
buckles and rebounds is lessened by the presence of the foam layer
94, i.e., the foam layer 94 buckles and rebounds at a different,
slower rate than the plastic, and to a lesser extent than the
plastic. As a result, the return or rebound force exerted by the
barrier 10 against the vehicle which impacted it is reduced, which,
in turn, is safer for the passengers of the vehicle.
[0044] Attenuation of forces applied to the barrier 10 is also
assisted by the presence of the ballast material 96, and the fact
that it is contained within interior 24 which is substantially
closed. If the top wall 12 of the barrier 10 was eliminated, for
example, impact with a vehicle would cause any ballast material
carried by the barrier to immediately escape, thus severely
limiting the force attenuation capacity of the barrier 10. The
closed interior 24 of barrier 10 confines the ballast material 96,
allowing it to assist in force attenuation. The degree of
attenuation contributed by the ballast material 96 within the
closed interior 24 of the barrier 10 can be adjusted to some extent
by varying the size of the fill holes 33 or by closing them
entirely. As noted above, when using water as a ballast material
96, impact by a vehicle with the barrier 10 causes some of the
water to be displaced from the area of contact and escape through
the fill holes 33. The smaller the fill holes 33, the greater the
resistance to displacement of the ballast material 96 which causes
the barrier walls 12-22 to exhibit increased "stiffness" or
resistance to buckling. Maximum stiffness is obtained with the
closed interior 24 completely filled with ballast material 96 and
the fill holes 33 closed.
[0045] While the invention has been described with reference to a
preferred embodiment, it should be understood by those skilled in
the art that various changes may be made and equivalents
substituted for elements thereof without departing from the scope
of the invention. In addition, many modifications may be made to
adapt a particular situation or material to the teachings of the
invention without departing from the essential scope thereof.
Therefore, it is intended that the invention not be limited to the
particular embodiment disclosed as the best mode contemplated for
carrying out this invention, but that the invention will include
all embodiments falling within the scope of the appended
claims.
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