Patent Description:
This disclosure relates to a system that combines an impact absorbing traffic barrier system with a noise dampening soundwall. The connectivity of these elements is unique to the present invention.

Current traffic barrier and soundwall systems are difficult to install, difficult and expensive to repair, and upon impact by a vehicle, they provide inadequate resistance to movement, resulting in underride, override, uncontrolled deflection and unacceptable damage to the impacting vehicles. A prior art barrier system is known from <CIT>. <CIT> describes a barrier wall having a first vertical support and a second vertical support. A first wall panel is disposed between the first vertical support and second vertical support. A second wall panel is disposed between the first vertical support and second vertical support over the first wall panel. An I-beam is disposed between the first wall panel and second wall panel. The I-beam includes a first flange and second flange extending into the first wall panel and second wall panel. A cable is disposed between the first wall panel and second wall panel. The I-beam includes a ridge around the cable. A grounding cable is attached to the I-beam. The first wall panel includes a first channel extending for a length of the first wall panel. A first sound absorbing material strip is disposed in the first channel. A traffic barrier is disposed under the first wall panel.

There is a need for a traffic barrier and soundwall system that is easier to install and less expensive to repair. There is also a need for a traffic barrier and soundwall system that, upon impact by a vehicle, provides improved resistance to movement and thus to underride, override, uncontrolled deflection and unacceptable damage to the impacting vehicles.

There is a need for a traffic barrier and soundwall system that is easy to transport and efficiently installed. There is a need that it be aesthetically pleasing on the front side and rear side.

An advantage of the several embodiments of the disclosed invention is that they provide a means for effectively connecting precast concrete barriers together in a series connection around vertical posts to achieve maximum stability of the barrier system. Another advantage of the embodiments of the disclosed invention is that the vertical posts serve a second purpose of a mounting system for sound dampening or reflecting panels.

Another advantage of the embodiments of the disclosed invention is that it provides a simple and light-weight barrier to barrier connection method that is easy to transport and install and provides the backside of the system with a uniform and uninterrupted appearance.

In summary, the disclosed invention provides a unique solution to the engineering constraints and challenges of providing a traffic barrier and soundwall system that provides increased safety and cost-efficient installation and repair. Further, the embodiments of the disclosed invention satisfy the crash test requirements of AASHTO MASH TL-<NUM>.

The advantages and features of the embodiments presently disclosed will become more readily understood from the following detailed description and appended claims when read in conjunction with the accompanying drawings in which like numerals represent like elements.

A traffic barrier and soundwall system is disclosed. In one embodiment, a plurality of wide-flanged vertical posts is provided. The posts have a central web with a first flange centered on one end of the web and a second flange centered on the opposite end of the web. The posts are oriented with the first flange facing a roadway along which traffic sound is to be limited.

A first traffic barrier is located between a first and second post. A second traffic barrier is located between the second and a third post. Each traffic barrier comprises a front and an opposite back, a first end and an opposite second end, and a top and a bottom. A first recess is located at the intersection of the back and the first end. A second recess is located at the intersection of the back and the second end. The first recess and second recess each have a recess front and a recess end.

In one embodiment, one or more threaded inserts are precast into the traffic barrier, facing the recess end of each of the first and second recess. The inserts may be connected to a reinforcing rebar structure that is also precast internal to the traffic barrier. The inserts may include a bracket insert and a strap insert.

An angle bracket is provided. The angle bracket has a bracket front and a bracket end. An orifice may be located on the angle bracket end for receiving a bracket fastener. The angle bracket is located at the intersection of the recess front and recess end of each of the first and second recesses of the first and second traffic barriers.

A bracket fastener located in the orifice of each angle bracket connects to a bracket insert at each recess end of each traffic barrier to secure the angle bracket to the traffic barrier. The bracket inserts may be connected to the reinforcing rebar structure that is also precast internal to the traffic barrier.

The first and second traffic barriers are positioned in relation to the posts so that the bracket fronts in the recesses of the traffic barriers are adjacent to the first flange of a post to prevent engagement of the concrete bodies of the traffic barriers with the first flange of the post.

To minimize damage resulting from engagement of the concrete traffic barrier with the steel post, the angle bracket may be made of metal, such as steel. In another embodiment, the angle bracket is made of a compressible material such as a thermoplastic polymer. In another embodiment, the angle bracket is made of a high-density polyethylene (HDPE).

A plurality of U-shaped strap connectors is provided, each having a base and a pair of arms extending perpendicularly from the base, and an orifice is located on each arm for receiving a strap fastener.

A strap fastener connects one arm of the strap connector to a strap insert in the first recess of the first traffic barrier. Another strap fastener connects the other arm of the strap connector to a strap insert in the second recess of the second traffic barrier. The strap inserts may be connected to the reinforcing rebar structure that is also precast internal to the traffic barrier.

In another embodiment, the strap fastener is located proximate to the top of the first traffic barrier to permit tool entry access for rotating the strap fastener to make its connection to the first traffic barrier.

Connected in the manner described, and as unique to the present invention, the base of the strap connector surrounds the second flange of the second post to interconnect longitudinal steel reinforcement within the first and second traffic barriers around the vertical post to provide a continuous tensile member along the back side of the system.

A sound barrier panel is located on the top of the traffic barriers and extends between the web of the first post and the web of the second post. In one embodiment, the sound panels have a longitudinal slot along the length of their bottom edge. The sound panels also have a longitudinal ridge along the length of their top edge. In this manner, sound barrier panels may be stacked between the web of the first post and the web of the second post to the desired height. The slots and ridges of vertically adjacent sound panels nest to enhance alignment and sound absorption.

In another embodiment, the first traffic barrier has an internal network of reinforcing steel. In another embodiment, the first traffic barrier is precast concrete having a minimum compressive strength of <NUM> MPa (<NUM> psi).

In another embodiment, the front sides of the traffic barriers have a sloped portion for controlled redirection of impacting vehicles.

In another embodiment, the vertical post may be an I-Beam or an H-Beam or W-flange Beam, all deemed to have an H-Shape for the purposes of this disclosure. In another embodiment, a subterranean footer surrounds the post below ground level. In another embodiment, the vertical post comprises a metric W250x49 steel post [US Customary W10x33]. In another embodiment, where exposed to higher wind loads or elevations, the vertical post comprises a metric W250x58 or W250x67 steel post.

The following description is presented to enable any person skilled in the art to make and use the invention and is provided in the context of a particular application and its requirements. Various modifications to the disclosed embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other embodiments and applications without departing from the scope of the claims. Thus, the present invention is not intended to be limited to the embodiments shown but is to be accorded the widest scope consistent with the principles and features disclosed herein.

<FIG> is a perspective view of the front of a traffic barrier and soundwall system <NUM> in accordance with one embodiment of the invention. As shown in <FIG>, subterranean footers <NUM> may be made of concrete and include reinforcing steel members <NUM> (not shown). A post <NUM> extends vertically upwards from footers <NUM>. Traffic barriers <NUM> may be made of numerous materials, including most commonly of precast concrete. Traffic barriers <NUM> have a front <NUM> and a top <NUM>.

In accordance with this embodiment, traffic barriers <NUM> can be beneficially positioned without the time, cost, or risk of raising them above posts <NUM>. As a further benefit of this embodiment, traffic barriers <NUM> need not be welded or bolted directly to posts <NUM>.

Sound barrier panels <NUM> are set between posts <NUM>, and on top <NUM> of concrete traffic barriers <NUM>. Additional sound barrier panels <NUM> may also be set between posts <NUM>, on the top of the lower positioned sound barrier panels <NUM>.

<FIG> is a rear perspective view of this embodiment. As shown in <FIG>, traffic barriers <NUM> are positioned between posts <NUM> in approximate alignment with back <NUM> of traffic barriers <NUM>. Traffic barriers <NUM> are connected to each other around posts <NUM> by means of a strap connector <NUM>. The connection of adjacent sections of traffic barriers <NUM> to each other around posts <NUM> and to footers <NUM> provides a significantly improved resistance to dislocation of traffic barriers <NUM>, significantly improves resistance to damage to sound barrier panels <NUM> and reduces risk to vehicle occupants upon impact of vehicles with traffic barrier and soundwall system <NUM>.

<FIG> is a perspective view of the front of a traffic barrier and soundwall system <NUM> in accordance with another embodiment of the invention in which no subterranean footers <NUM> are used.

<FIG> is a perspective view from the back side of traffic barrier and soundwall system <NUM>. As seen in this view, contact between traffic barriers <NUM> and posts <NUM> is buffered by the presence of angle brackets <NUM>.

<FIG> is a side view of traffic barrier and soundwall system <NUM>. As seen in this view, strap connectors <NUM> extend beyond post <NUM> for connection to the next traffic barrier <NUM>.

<FIG> is a top view of traffic barrier and soundwall system <NUM>. As seen in <FIG>, sound barrier panels <NUM> rest on top of a top surface <NUM> of traffic barrier <NUM>.

<FIG> is a front view of an embodiment of traffic barrier <NUM> as may be incorporated into traffic barrier and soundwall system <NUM>. <FIG> is a top view of the same embodiment of traffic barrier <NUM>. <FIG> is an end view of the embodiment of the traffic barrier illustrated in <FIG>. As seen in <FIG>, more than one angle bracket <NUM> may be located in first recess <NUM> and second recess <NUM>.

Referring to <FIG>, traffic barrier <NUM> comprises a front <NUM> and an opposite back <NUM>, and a top <NUM> and a bottom <NUM>. In one embodiment, front surface <NUM> is angled towards back <NUM> at an angle of approximately <NUM> degrees, making top <NUM> narrower than bottom <NUM>.

Referring to <FIG>, traffic barrier <NUM> also has a first end <NUM> and an opposite second end <NUM>. A first recess <NUM> is located at the intersection of back <NUM> and first end <NUM>. A second recess <NUM> is located at the intersection of back <NUM> and second end <NUM>. First recess <NUM> has a recess front <NUM> and a recess end <NUM>. Similarly, second recess <NUM> has a recess front <NUM> and a recess end <NUM>. Recess <NUM> and recess <NUM> are sized to accommodate one-half of the width of post <NUM>.

An angle bracket <NUM> is located at the intersection of recess front <NUM> and recess end <NUM> of the first recess <NUM>. An angle bracket <NUM> is also located at the intersection of recess front <NUM> and recess end <NUM> of second recess <NUM>.

<FIG> is a top view of an embodiment of angle bracket <NUM> as may be incorporated into traffic barrier and soundwall system <NUM> illustrated in <FIG>. <FIG> is a side view of the same embodiment of angle bracket <NUM>. Referring to <FIG>, angle bracket <NUM> has a bracket front <NUM> and a bracket end <NUM>. An orifice <NUM> may be advantageously located on angle bracket <NUM> bracket end <NUM> for receiving a bracket fastener <NUM>. As best seen in <FIG> and <FIG>, angle bracket <NUM> is located in each of first recess <NUM> and second recess <NUM> of traffic barrier <NUM>.

As best seen in <FIG>, recess end <NUM> and recess end <NUM> may have inserts <NUM> precast or inserted therein for receiving bracket fasteners <NUM> in threaded connection. Angle brackets <NUM> function to provide an intermediate engagement with steel post <NUM> when vehicular impact with traffic and sound barrier system <NUM> produces lateral loads from movement of traffic barrier <NUM>. This engagement minimizes damage to the concrete surfaces of traffic barrier <NUM>.

To minimize damage resulting from engagement of concrete traffic barrier <NUM> with steel post <NUM>, angle bracket <NUM> may be made of metal, such as steel. In another embodiment, angle bracket <NUM> is made of a compressible material such as a thermoplastic polymer. In another embodiment, angle bracket <NUM> is made of a high-density polyethylene (HDPE). <FIG> is a top view of an embodiment of strap <NUM> as may be incorporated into traffic and sound barrier system <NUM>. <FIG> is a side view of the same embodiment of strap <NUM>. Referring to <FIG>, U-shaped metal strap <NUM> has a base <NUM> and a pair of arms <NUM> extending perpendicularly away from base <NUM>. An orifice <NUM> is located on each arm <NUM> for receiving a strap fastener <NUM> (see <FIG>).

<FIG> is a top view of angle brackets <NUM> and strap connector <NUM> illustrating the connection of adjacent traffic barriers <NUM> and <NUM> around post <NUM> in the manner that is unique to the present invention. As seen in <FIG>, recess end <NUM> and recess end <NUM> may have inserts <NUM> precast or inserted therein for receiving strap fasteners <NUM> in threaded connection. As seen in <FIG>, strap fastener <NUM> secures arms <NUM> of strap connector <NUM> to traffic barriers <NUM> and <NUM>.

As best seen in this view (see also <FIG>), post <NUM> is located along a roadway to be barricaded. Post <NUM> is a wide-flanged vertical post. As used herein, the term "wide-flanged post" is understood to include I-Beams, H-Beams or W-flange Beams, all of which are beams understood to generally have an H-Shape. As used herein, the tenn "post" is understood to include vertically positioned beams.

In the embodiment illustrated, post <NUM> is "H-shaped". In one embodiment, post <NUM> is a metric W250x49 [US Customary W10x33] steel post. Post <NUM> has a central web <NUM> and a first flange <NUM> centered on an end of web <NUM>. A second flange <NUM> is centered on an opposite end of web <NUM>. First flange <NUM> and second flange <NUM> are identified separately only for the purpose of describing the orientation of post <NUM>, as first flange <NUM> and second flange <NUM> are structurally identical.

Post <NUM> is oriented with first flange <NUM> facing a roadway to be barricaded. First traffic barrier <NUM> is positioned with first recess <NUM> on the right side of post <NUM>. Second traffic barrier <NUM> is positioned adjacent to first traffic barrier <NUM> with second recess <NUM> of second traffic barrier <NUM> on the left side of post <NUM>. In this position, angle brackets <NUM> of first and second traffic barriers <NUM> and <NUM> engaged first flange <NUM> of post <NUM>.

Strap connector <NUM> is then positioned against second flange <NUM> of post <NUM>. Strap fastener <NUM> secures one arm <NUM> of strap connector <NUM> to recess end <NUM> of first traffic barrier <NUM>. Another strap fastener <NUM> secures the other arm <NUM> of strap connector <NUM> to recess end <NUM> of second traffic barrier <NUM>. Base <NUM> of strap connector <NUM> surrounds second flange <NUM> of post <NUM> and thus secures first traffic barrier <NUM> and second traffic barrier <NUM> together around post <NUM>.

In the embodiment illustrated, strap fastener <NUM> is threadedly connected to a strap insert <NUM>. Strap insert <NUM> may be precast into the concrete body of traffic barrier <NUM> and may be connected to the network of reinforcing steel members <NUM> within traffic barrier <NUM>. The connections thus realized provide a superior resistance to dislocation of traffic barriers <NUM> and significantly enhanced protection of sound barrier elements <NUM>. More specifically, dislocation of any traffic barrier <NUM> results in a tensile distribution of the stress of the impact throughout the length of series connected traffic barriers <NUM>.

As shown in <FIG>, angle bracket <NUM> is located in each of first recess <NUM> of traffic barrier <NUM> and second recess <NUM> of adjacent traffic barrier <NUM>. Angle bracket <NUM> is located at the intersection of recess front <NUM> and recess end <NUM> of first recess <NUM>. Angle bracket <NUM> is located such that bracket front <NUM> is positioned against recess front <NUM> and bracket end <NUM> is positioned against recess end <NUM>. Bracket fastener <NUM> secures angle bracket <NUM> to traffic barrier <NUM>. In the embodiment illustrated, bracket fastener <NUM> is threadedly connected to a bracket insert <NUM>. Bracket insert <NUM> may be precast into the concrete body of traffic barrier <NUM> and may be connected to the network of reinforcing steel members <NUM> within traffic barrier <NUM>.

An angle bracket <NUM> is similarly located at the intersection of recess front <NUM> and recess end <NUM> of second recess <NUM> of adjacent traffic barrier <NUM> and connected in the same manner as angle bracket <NUM> is in first recess <NUM> of traffic barrier <NUM>.

Angle brackets <NUM> function to provide a steel engagement with steel post <NUM>. When trucks or other vehicles impact traffic barrier and soundwall system <NUM> and produce lateral loads into traffic barrier <NUM>, the steel-to-steel engagement between angle brackets <NUM> and post <NUM> minimizes damage to the concrete surfaces of traffic barrier <NUM>.

<FIG> is an end portion side-sectional view of traffic barrier <NUM> illustrating an exemplary reinforcing steel structure member <NUM> interior to traffic barrier <NUM>. <FIG> is a center portion side-sectional view of traffic barrier <NUM> illustrating an exemplary reinforcing steel structure member <NUM> interior to traffic barrier <NUM>.

<FIG> is a front-sectional view illustrating an exemplary network of reinforcing steel structure members <NUM>.

As used herein, the term "substantially" is intended for construction as meaning "more so than not. " It will be understood by one of ordinary skill in the art that although described in primary geometric terms, conventional manufacturing and casting practices may employ chamfered, beveled or radius edges. As an example, only, and not as a limitation, precast concrete traffic barriers may have <NUM> x <NUM>° chamfers.

Claim 1:
A traffic and sound barrier system, comprising:
a plurality of wide-flanged vertical posts (<NUM>) having a central web and a first flange centered on an end of the web and a second flange centered on an opposite end of the web;
the posts (<NUM>) configured to be oriented with the first flange facing a roadway when the barrier system is installed at the roadway;
a first traffic barrier (<NUM>) located between a first and second post;
a second traffic barrier (<NUM>) located between the second and a third post;
each traffic barrier comprising:
a front and an opposite back;
a first end and an opposite second end;
a top and a bottom;
a first recess (<NUM>) located at the intersection of the back and the first end;
a second recess (<NUM>) located at the intersection of the back and the second end;
the first recess (<NUM>) and second recess (<NUM>) having a recess front and a recess end;
a U-shaped strap (<NUM>) having a base and a pair of arms (<NUM>) extending perpendicularly away from the base;
an orifice located on each arm of the U-shaped strap;
the first and second traffic barriers positioned such that the first recess of the first traffic barrier and the second recess of the second traffic barrier are adjacent to the first flange of the second post;
a strap fastener (<NUM>) connecting one arm of the U-shaped strap to the first recess of the first traffic barrier;
a strap fastener (<NUM>) connecting the other arm of the U-shaped strap to the second recess of the second traffic barrier;
the base of the U-shaped strap surrounding the second flange of the second post to secure the first and second traffic barriers together;
a sound barrier panel (<NUM>) located on the top of the first traffic barrier; and,
the sound barrier extending between the web of the first post and the web of the second post.