FLEXIBLE TENSIONED CRASH BARRIER

Abstract

A roadside crash barrier configured for deflecting errant vehicles towards the road. The barrier comprising at least one tensioned flexible strap comprising a planar face facing the road in use. Compared to prior art systems, the present invention reduces the chances of injury to motorcyclists, as well as being fast and easy to install. A collapsible end anchor for holding the tension of the straps is also described herein, where the end anchor is configured to reduce vehicle rollover should end on impact occur whilst still retaining the effectiveness of the retained road barrier.

Claims

1. 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.

2. The end anchor of claim 1, wherein movement of the support post from the erect position to the collapsed position lowers a height of at 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.

3. The end anchor of claim 1, wherein the support post is moveable from the collapsed position to the erect position.

4. The end anchor of claim 1, wherein the bracing arrangement is arranged for re-securing to the support unit to re-brace the support post in the erect position.

5. The end anchor of claim 1, wherein the locked position is an over-centre locked position, and wherein optionally the over-centre position is maintained by tension of the flexible members.

6. The end anchor of claim 1, wherein the at least one bracing element is secured to the support unit via a releasable pivot joint.

7. The end anchor of claim 6, wherein 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.

8. The end anchor of claim 7, wherein 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.

9. The end anchor of claim 8, wherein the plate slot is arranged to retain the pivot pin within the bracing slot of the at least one cam flange.

10. (canceled)

11. The end anchor of claim 9, wherein rotation of the cam arrangement moves the pivot pin along the plate slot, wherein 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.

12. The end anchor of claim 9, wherein rotation of the cam arrangement moves the pivot pin along the plate slot, wherein 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.

13. The end anchor of claim 1, wherein 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, and wherein the U-shape plate at least partially houses the support post, the trigger post, the actuator and/or the cam arrangement.

14. (canceled)

15. The end anchor of claim 13, wherein the support post and/or trigger post and/or cam arrangement are pivotally connected between side walls of the U-shape plate.

16. The end anchor of claim 1, wherein 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.

17. (canceled)

18. The end anchor of claim 1, wherein 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

19. The end anchor of claim 1, wherein the support post is substantially upright when in the erect position and is arranged to move to an acute or substantially horizontal orientation 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.

20. The end anchor of claim 1, wherein the actuator is a flexible cable.

21. (canceled)

22. (canceled)

23. The end anchor of claim 1, comprising a pair of bracing elements arranged to flank the support post on either side.

24. The end anchor of claim 1, comprising a pair of cam flanges spaced apart along a shaft.

25. A road barrier system comprising one or more flexible members anchored by the end anchor of claim 1.

Description

[0284] The invention will now be described by way of example only and with reference to the drawings in which:

[0285] FIG. 1: shows a front top perspective view of a crash barrier,

[0286] FIG. 2: shows a front top perspective view of a crash barrier without the ground anchor,

[0287] FIG. 3: shows a front top perspective view of a crash barrier exploded into parts,

[0288] FIG. 4: shows a front top perspective view of the mount,

[0289] FIG. 5: shows a cross section of FIG. 4,

[0290] FIG. 6: shows a side view of FIG. 5,

[0291] FIG. 7: shows a front top perspective view of a crash barrier system,

[0292] FIG. 8: shows a front top perspective view of an anchor,

[0293] FIG. 9: shows a front top perspective view of an alternative crash barrier,

[0294] FIG. 10: shows a front top perspective view of an alternative crash barrier,

[0295] FIG. 11: shows a top schematic view of a vehicle impacting a crash barrier system,

[0296] FIG. 12: shows a top front perspective view of an alternative crash barrier,

[0297] FIG. 13: shows a top cross-sectional view of FIG. 12 highlighting the mount and retainer engagement,

[0298] FIG. 14: shows a front top perspective view of an alternative crash barrier,

[0299] FIG. 15: shows a side cross-sectional view of FIG. 14 highlighting the mount, plug and retainer engagement,

[0300] FIG. 16: shows a side view of one of the plugs in FIG. 14, and

[0301] FIG. 17: shows an exploded view of FIG. 14 highlighting the plugs and retainers.

[0302] FIG. 18: shows a front top perspective view of a crash barrier with a C post

[0303] FIG. 19: shows a rear view of FIG. 19.

[0304] FIG. 20: shows a cross-sectional view of FIG. 19.

[0305] FIG. 21: shows a rear top perspective view of a crash barrier with deformable rivets.

[0306] FIG. 22: shows a front top perspective view of FIG. 21.

[0307] FIG. 23: shows a front top perspective view of a first embodiment of an end anchor in an operational condition.

[0308] FIG. 24: shows a side view of a portion of FIG. 23, with the terminal end of the end anchor in a collapsed condition.

[0309] FIG. 25: shows a side perspective view of a supporting arrangement of an end anchor.

[0310] FIG. 26: shows a side view of the collapsed area of an end anchor supporting arrangement.

[0311] FIG. 27: shows a perspective view of a lower amount with portions of the supporting arrangement hidden.

[0312] FIG. 28: shows a side view of a second embodiment of an end anchor in an operating condition.

[0313] FIG. 29: shows a side view of FIG. 28 and a partially collapsed condition.

[0314] FIG. 30: shows a side view of FIG. 28 in a further collapsed condition.

[0315] FIG. 31: shows a side view of FIG. 28 in a collapsed condition.

[0316] FIG. 32: shows a side view close-up of the supporting post and brace over centre mechanism.

[0317] FIG. 33: shows a rear perspective view of FIG. 32 in an operating condition.

[0318] FIG. 34: shows a side view of another embodiment of the end anchor in an operating condition.

[0319] FIG. 35: shows a side view of FIG. 34 in a collapsed condition.

[0320] FIG. 36: shows a perspective view of a third embodiment of the end anchor in an operative condition.

[0321] FIG. 37: shows a perspective view of the end anchor embodiment of FIG. 36 in a partially collapsed condition.

[0322] FIG. 38: shows a perspective view of the end anchor embodiment of FIG. 37 in a further collapsed condition.

[0323] FIG. 39: shows a perspective view of the end anchor embodiment of FIG. 38 in a further collapsed condition.

[0324] FIG. 40: shows a perspective close-up view of the trigger post of the end anchor embodiment of FIG. 36.

[0325] FIG. 41: shows a perspective close-up view of the actuator of the end anchor embodiment of FIG. 36.

[0326] FIG. 42A: shows a perspective close-up view of the cam arrangement of the end anchor embodiment of FIG. 36.

[0327] FIG. 42B-C: show a side-view of the cam arrangement of FIG. 42A with certain elements removed for clarity of illustration.

[0328] FIG. 43: shows a perspective close-up view of the support post and bracing arrangement of the end anchor embodiment of FIG. 36.

[0329] FIG. 44A-44C: show cross sectional perspective views of a collapsing cam arrangement of the end anchor embodiment of FIG. 36.

[0330] FIG. 45A-45D: show cross sectional side views of the end anchor embodiment of FIG. 36 collapsing.

DETAILED DESCRIPTION

[0331] 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 FIGS. 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 FIGS. 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 FIGS. 7 and 11 and generally indicated by reference numeral 100.

[0332] FIG. 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.

[0333] An example of a system 100 utilising a plurality of the crash barriers 1 is shown in FIG. 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 FIG. 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.

[0334] 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.

[0335] One example of an end anchor 900 is shown in FIG. 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 FIG. 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 FIGS. 23 to 27, 28 to 35 and 36 to 45D and described in more detail later. For example, the end anchor 900 in FIGS. 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 FIGS. 28 to 35, and a preferred embodiment of an end anchor 1000 is shown in FIGS. 36 to 45D.

[0336] The straps 20 define a border or boundary 74 generally colinear the strap's elongate direction 71 (shown in FIG. 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 FIG. 11, where there are three crash barriers 1 forming a crash barrier system 100. In FIG. 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.

[0337] Returning to FIGS. 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 FIG. 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 FIG. 2. The boundary 74, visible in FIG. 7, typically extends between the uprights 30.

[0338] 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.

[0339] FIG. 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.

[0340] In other embodiments, the crash barrier 1 may have straps 20 only on one side (as shown in FIGS. 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.

[0341] FIG. 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.

[0342] The length of straps in a system may be between, 20 m and 2 km. The straps may be connected to each together to extend their length.

[0343] 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; I 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.

[0344] In the illustrated examples, shown for example in FIG. 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.

[0345] 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.

[0346] 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.

[0347] 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 FIG. 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.

[0348] 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.

[0349] An example length of a ground anchor 40 is approximately 1000 mm. 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.

[0350] 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 114 mm, with a wall thickness of 3 mm.

[0351] 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.

[0352] 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.

[0353] 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.

[0354] As described, the upright 30 may be formed of rolled hollow section (RHS), typically of a size 100 mm by 50 mm. The wall thickness of the RHS may be varied from between 2 mm and 4 mm or what is required to achieve the desired performance or characteristics.

[0355] 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.

[0356] 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 FIG. 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 FIG. 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.

[0357] 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.

[0358] 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.

[0359] 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.

[0360] 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.

[0361] 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 3 mm in thickness, but thickness may vary depending on barrier requirements. Preferably the strap has a height (also the front face height) of 55 mm.

[0362] 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.

[0363] 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 1,250 kN on each side of the upright 30.

[0364] 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.

[0365] In one embodiment the straps 20 have a thickness between 3 mm and 10 mm. Preferably the straps 20 have a thickness of 4 mm. In one embodiment the straps 20 have a height of between 40 mm and 200 mm. 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.

[0366] 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.

[0367] 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.

[0368] 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.

[0369] 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.

[0370] 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.

[0371] 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.

[0372] 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. FIG. 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.

[0373] Preferably in some embodiments the straps 20 are as close to the ground. This prevents an errant rider from sliding underneath the straps. FIG. 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 100 mm and 200 mm.

[0374] 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 10 mm and 100 mm in height. Preferably the gaps are 50 mm 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.

[0375] 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.

[0376] 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 100 kN and 400 kN, however they may be tensioned higher or lower. A typical combined pretension of wire rope flexible road crash barriers is around 80 kN.

[0377] 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.

[0378] 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.

[0379] 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.

[0380] 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.

[0381] 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.

[0382] 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.

[0383] The mount 50 and/or retainer 60 serve to secure the straps 20 to the upright 30 until vehicle impact. After or during impact; [0384] 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 [0385] 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 [0386] 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.

[0387] 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 60 retains the straps in relation to each other so the straps 20 act together as a combined deflector even when disconnected from the mount 50.

[0388] 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.

[0389] In one embodiment, as shown in FIGS. 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.

[0390] 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 FIG. 4, and alternative connections are shown in FIG. 13 and FIG. 15. A barb or snap type connection is shown in FIG. 13, where FIG. 13 shows a top cross-sectional view of the road barrier of FIG. 12.

[0391] The engagement and disengagement direction of the retainer 60 with the mount 50 in the embodiment of FIG. 13 is the same.

[0392] In a further embodiment, a plug type retainer connection is shown in FIG. 15, where FIG. 15 shows a side cross-sectional view of the road barrier of FIG. 14.

[0393] 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.

[0394] 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.

[0395] 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.

[0396] 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.

[0397] 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 FIGS. 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.

[0398] In the embodiment shown in FIGS. 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.

[0399] 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 10 kN. 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.

[0400] 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.

[0401] To install the straps 20 onto the mount 50 of the road barrier 1 shown in FIG. 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 FIG. 15.

[0402] 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.

[0403] 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 FIG. 16.

[0404] 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.

[0405] 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.

[0406] 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.

[0407] In one embodiment, as shown in FIGS. 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.

[0408] In one embodiment, as shown in FIGS. 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

[0409] 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.

[0410] 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.

[0411] In order to comply with the current AASHTO MASH American standard used by New

[0412] 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 1100 kg) proceeds through the anchor without roll or redirection.

[0413] 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.

[0414] 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.

[0415] 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.

[0416] Various embodiments of end anchors according to the invention will now be described in more detail.

End AnchorFirst Embodiment

[0417] A first embodiment of an end anchor is shown in FIGS. 23 to 27 and has the following reference numerals: [0418] 900 End Anchor [0419] 901 plate [0420] 970 supporting arrangement [0421] 930 upright [0422] 940 Ground screw [0423] 950 Mount [0424] 980 tensile member [0425] 981 upper end [0426] 982 lower end [0427] 990 upper mount [0428] 991 lower mount [0429] 992 upper mount slot [0430] 993 lower mount slot [0431] 994 lower region [0432] 995 collapsible region [0433] 996 upper region

[0434] In this first embodiment, shown in FIGS. 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.

[0435] Additionally, in FIGS. 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.

[0436] 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.

[0437] The supporting arrangement 970 comprises 2 m long ground screws 940, which can reduce the need for a concrete base.

End AnchorSecond Embodiment

[0438] An example of an end anchor according to a second embodiment is shown in FIGS. 28 to 30. The drawings reference the following reference numerals: [0439] 900End Anchor [0440] 810 Support post [0441] 811 Base hinge [0442] 812 Support-Brace hinge [0443] 813 Tensioned member supports [0444] 820 Trigger post [0445] 821 Base Hinge [0446] 822 Beam-Trigger Hinge [0447] 823 Upper region [0448] 830 Actuator [0449] 831 Brace-Beam Pivot [0450] 832 Slot [0451] 840 Brace [0452] 841 Upper Section [0453] 842 Lower Section [0454] 843 Pivotable section [0455] 844 Lever [0456] 845 Pin [0457] 846 Brace-Base Hinge [0458] 847 support post slot [0459] 850 Support unit [0460] 851 Anchors [0461] 852 Plate

[0462] 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.

[0463] FIG. 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. 18 cm) to help avoid the passenger compartment floor being penetrated and thereby further avoiding, or at least reducing, passenger injury.

[0464] FIG. 29 shows the trigger post being impacted (vehicle hidden for clarity) and partially collapsing the end anchor 900. FIG. 30 shows a subsequent view of FIG. 29, where the end anchor 900 has collapsed further. FIG. 31 shows the end anchor 900 fully collapsed. Details of how the anchor 900 operates are as follows.

[0465] 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.

[0466] 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.

[0467] The support post 810 is pivotably engaged with the support unit 850 at a base pivot 811 as shown in FIG. 32. The brace 840 in the braced condition braces the support post 810 so that it cannot fall/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.

[0468] 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.

[0469] Detail of the over centre mechanism is shown in FIG. 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 FIG. 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.

[0470] 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.

[0471] 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.

[0472] In another variant of the second embodiment, shown in FIG. 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.

[0473] In yet another variant, shown in FIG. 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. FIG. 35 is a schematic only, and the skilled person will be able to determine the appropriate geometry. FIG. 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 AnchorThird Embodiment

[0474] A third embodiment of an end anchor 1000, which is a preferred embodiment, will now be described with reference to FIGS. 36 to 45D, which reference the following reference numerals: [0475] 1000End Anchor [0476] 1010 Support post [0477] 1011 Base hinge [0478] 1012 Bracing element hinge [0479] 1013 Flexible member supports [0480] 1020 Trigger post [0481] 1021 Trigger hinge [0482] 1022 Actuator catch [0483] 1023 Trigger flanges [0484] 1024 Lower end [0485] 1025 Upper end [0486] 1030 Actuator [0487] 1031 Actuator trigger end [0488] 1032 Actuator cam end [0489] 1033 Main portion [0490] 1040 Bracing arrangement [0491] 1041 Bracing element [0492] 1042 Support post hinge [0493] 1043 Cam end hinge [0494] 1050 Cam arrangement [0495] 1051 Cam hinge [0496] 1052 Cam flange [0497] 1053 Flange slot [0498] 1054 Flange surface [0499] 1055 Actuator receiver [0500] 1056 Bracing slots [0501] 1060 Support unit [0502] 1062 Plate [0503] 1063 channel [0504] 1064 Plate slots [0505] 1065 Flexible member mounts

[0506] As described previously, the end anchor 1000 may be described as providing termination of the tensioned members 20. In FIG. 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 FIG. 36 may define the road barrier end of the crash barrier system 100.

[0507] 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.

[0508] 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.

[0509] 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 re-tensioning) as previously discussed.

[0510] 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: [0511] 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. [0512] 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. [0513] 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. [0514] 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. [0515] an actuator 1030 extending between the trigger post 1020 and the cam arrangement 1050.

[0516] 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.

[0517] The change of the end anchor 1000 from an upright, operative condition to a collapsed condition is shown step-by-step in FIGS. 36 to 39. FIG. 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. FIG. 37 shows the triggering of the end anchor 1000, such as by an errant vehicle. FIG. 38 shows the resulting release of the bracing arrangement. FIG. 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 FIG. 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.

[0518] 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.

[0519] An example of the support unit 1060 can be seen in FIGS. 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 FIGS. 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.

[0520] Those skilled in the art may envisage a variety of other suitable shapes and configurations for the plate 1062.

[0521] These support post 1010, trigger post 1020, actuator 1030, bracing arrangement 1040 and cam arrangements 1050 are described with reference to FIGS. 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.

[0522] An example of the support post 1010 is shown in FIG. 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.

[0523] 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 FIG. 36, to a substantially collapsed position (e.g., to a more acute angle, or to substantially horizontal), as per FIG. 39. For example, as shown in FIG. 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.

[0524] 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 FIG. 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.

[0525] 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. FIG. 40 shows the trigger post 1020 provided at the terminal end (i.e., terminal extremity) of the end anchor 1000, arranged in an uprightoperativecondition and presented for contact by an oncoming vehicle, as per FIG. 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).

[0526] The lower portion of the trigger post 1020 is coupled to an actuator 1030, which operatively couples the trigger to the bracing arrangement. In FIG. 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.

[0527] 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.

[0528] The actuator 1030 itself is shown in part throughout FIGS. 40 to 43 and in its entirety in FIG. 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.

[0529] 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.

[0530] 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.

[0531] An example of the cam arrangement 1050 is illustrated in greater detail in FIGS. 42A-C. The general principal of operation is explained by reference to FIGS. 42B and C, which show a simplified side-on view of the arrangement. In FIG. 42B, the support plate 1062 is hidden for clarity of illustration.

[0532] 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 FIG. 42C. The cam arrangement 1050 is configured to releasably secure the bracing element(s) 1041 (one bracing element shown in FIGS. 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. FIGS. 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.

[0533] 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 FIG. 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.

[0534] The over-centre position in FIG. 42A-B is established because the line of force (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.

[0535] An example cam arrangement 1050 will now be discussed in more detail with reference to FIG. 42A. The cam arrangement 1050 may be at least partially positioned within the channel 1063 of the plate 1062.

[0536] As seen in FIG. 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.

[0537] 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.

[0538] 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.

[0539] 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 FIG. 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.

[0540] 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.

[0541] 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.

[0542] 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.

[0543] This action of the cam arrangement 1050 is shown step-by-step in detail in FIGS. 44A to 44C. FIG. 44A shows the cam arrangement in the locked position. FIG. 44B shows the cam arrangement having moved beyond the over-centre position into an unlocked position. FIG. 44C shows release of the bracing element from the cam arrangement as a result of tension from the flexible members.

[0544] 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.

[0545] 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.

[0546] 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.

[0547] 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.

[0548] 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.

[0549] 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.

[0550] 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.

[0551] This process of the end anchor 1000 transition from its operative, upright condition, to its collapsed condition is shown in FIGS. 36 to 39 in perspective view, and also shown in a side sectional view in FIGS. 45A to 45D.

[0552] Initially, in the operative condition of FIGS. 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 FIGS. 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.

[0553] In FIGS. 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.

[0554] 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).

[0555] 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.

[0556] In FIG. 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.

[0557] Finally, in FIG. 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.

[0558] 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.

[0559] 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 FIG. 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.

[0560] Alternatively, in the unlikely event of the trigger post 1020 being impacted side-ways, i.e., in a direction perpendicular the length of the support unit 1060, (indicated generally by arrow B in FIG. 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.

[0561] 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.

[0562] 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 FIG. 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.

[0563] 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 FIG. 37.

[0564] 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: [0565] 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 FIGS. 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 left-side cam flange 1052 rather than the right-side cam flange 1052 as shown. [0566] In some embodiments, the bracing arrangement 1040 may not comprise two elongate unitary bracing elements 1041, as shown in FIGS. 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. [0567] The cam arrangement 1050 may, in some configurations, not necessarily take the form shown in FIGS. 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. [0568] 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.

[0569] In one embodiment, the end anchor 900, 1000 and its primary components are composed of metal, preferably steel.

[0570] 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 achievedsuch 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.

[0571] 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.

[0572] 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.