CN102108687B - Energy attenuating safety system - Google Patents

Abstract

The present invention provides an energy weakening safety system to reduce or eliminate the severity of a collision between a moving vehicle and a roadside obstacle. Among other things, energy absorbing systems having one or more energy absorbing assemblies may be installed adjacent to various roadside obstacles or may be installed on highway service equipment. One end of the system can face oncoming traffic. A collision of a motor vehicle with the carriage assembly may result in shattering or fracturing of a portion of the energy absorbing element, thereby dissipating energy from the vehicle collision.

Description

energy weakening security system

Instructions for Divisional Application

This application is a divisional application of the invention patent application with the application number 200480036741.X, the application date being December 9, 2004, and the invention title being "energy weakening safety system".

technical field

The present invention relates generally to energy absorbing systems. More specifically, the present invention relates to attenuating the severity of a collision between a motor vehicle and an obstacle by shattering or fracturing a portion of an energy absorbing element.

Background technique

Various impact attenuation devices and energy absorbing systems have been used to prevent or reduce damage resulting from collisions between moving motor vehicles and various obstacles or obstructions. Existing impact attenuation devices and energy absorbing systems, such as crash pads or crash barriers, include various types of energy absorbing elements. Some crash barriers rely on the inertial forces of materials (such as sand) to absorb energy when they are accelerated during impact. Other crash barriers include deformable elements.

Some of these devices and systems have been developed for narrow roadside obstructions or obstructions, such as at the ends of intermediate guardrails, at the ends of guardrails along the edges of the road, at large signposts adjacent to the road, and At the pier or central pier. Such impact attenuation devices and energy absorbing systems are installed in a manner that minimizes the extent of personal injury as well as the extent of damage to the impacting vehicle and any structures or equipment associated with the roadside obstruction.

Examples of general impact attenuation devices are shown in the following patents: U.S. Patent No. 5,011,326, entitled "NarrowStationary Impact Attenuation System"; U.S. Patent No. 4,352,484, entitled "Shear Action and Compression Energy Absorber"; U.S. Patent No. 4,645,375, "Attenuation System"; and U.S. Patent No. 3,944,187, entitled "Roadway Impact Attenuator." Examples of dedicated energy absorbing systems are shown in: US Patent No. 4,928,928 entitled "Guardrail Extruder Terminal"; and US Patent No. 5,078,366 entitled "Guardrail Extruder Terminal". Examples of energy absorbing systems that meet the requirements for use in highway guardrail systems are shown in: U.S. Patent No. 4,655,434 entitled "Energy Absorbing Guardrail Terminal"; and U.S. Patent No. 4,655,434 entitled "Energy-Absorbing Guardrail End Terminal and Method" No. 5,957,435.

Examples of impact attenuation devices and energy absorbing systems suitable for use with low-speed moving or stationary road service vehicles are shown in the following patents: U.S. Patent No. 5,248,129, entitled "Energy Absorbing Roadside CrashBarrier"; and "Vehicle Impact Attenuating Device" US Patent No. 5,199,755; US Patent No. 4,711,481 entitled "Vehicle Impact Attenuating Device"; US Patent No. 4,008,915 entitled "Impact Barrier for Vehicles".

Other examples of impact attenuation devices and energy absorbing systems are shown in U.S. Patent No. 5,947,452 entitled "Energy Absorbing Crash Cushion"; U.S. Patent No. 6,293,727 entitled "Energy Absorbing Systems for Fixed Roadside Hazards TRACC" and U.S. Patent No. 6,536,985 entitled "Energy Absorbing System for Fixed Roadside Hazards." The above patents are incorporated into this application by reference.

Recommended procedures for evaluating various types of highway safety devices, including crash pads, are described in National Cooperative Highway Research Project (NCHRP) Report 350. A crash pad is generally defined as a device designed to bring an impacting vehicle to a safe stop within a relatively short distance. NCHRP Report 350 further classifies crash pads as "redirected" or "non-redirected." Redirecting crash pads are designed to contain and redirect a vehicle impacting downstream from the front or end of the crash pad, where the nose or end of the crash pad extending from the roadside obstacle faces the oncoming The means of transport that come. Non-redirecting crash pads are designed to accommodate and capture vehicles impacting downstream from the front end of the crash pad.

Redirecting crash pads are further classified as "gated" or "non-gated" devices. Gating crash pads are designed to allow controlled penetration of a vehicle between the front end of the crash pad and the beginning of the desired length (LON) of the crash pad. A non-gated crash pad can be designed with redirection capabilities along its entire length.

Contents of the invention

In accordance with the teachings of the present invention, disadvantages and limitations associated with previous energy absorbing systems and impact attenuation devices have been substantially reduced or eliminated. An aspect of the invention includes an energy absorbing system that may be installed adjacent to a roadside obstacle or an obstacle located on the roadway to protect a vehicle occupant during a collision with such an obstacle. The system may include at least one energy absorbing assembly that dissipates energy from a vehicle impacting an end of the system opposite the barrier. When a vehicle impacts one end of the energy absorbing system, a portion of at least one energy absorbing element may crumble or fracture to dissipate kinetic energy from the vehicle and provide acceptable deceleration to minimize injury to vehicle occupants. Each energy absorbing element may be arranged substantially perpendicular to the associated shredder. For some applications, each shredder may be arranged substantially horizontally relative to the associated energy absorbing element. For other applications, each shredder may be arranged substantially vertically with respect to the energy absorbing element.

Technical advantages of the present invention include providing a relatively compact, modular energy absorbing system suitable for protecting a vehicle during impacts with various obstacles. Energy absorbing systems incorporating the teachings of the present invention can be manufactured at relatively low cost using conventional materials and processes well known in the highway safety industry. The resulting system incorporates an innovative structural design that uses highly predictable and reliable energy absorption technologies. Such systems can be easily repaired at relatively low cost following a vehicle impact.

The disabling mechanism associated with moving a substantially vertically oriented breaker past the fixed plate consists of a series of smaller thumbnail-sized masses that pass from the fixed plate in front of the breaker as the breaker advances longitudinally through the fixed plate. To be shattered or shattered or broken. For other applications, a shredder oriented substantially perpendicular to the fixed plate may produce a single line of failure in front of the shredder as the shredder moves longitudinally across the fixed plate. Fractured material may be deflected unidirectionally or otherwise around the breaker. Incorporating the teachings of the present invention, cooperation between a breaker and an energy absorbing element having an opening and a plate results in a substantially coherent, reliable failure mode that occurs each time the breaker moves from one opening through the associated plate to the other opening Start again.

According to another aspect of the invention, the crash pad may be provided with a breaker and one or more energy absorbing elements to optimize the performance and repeatability of the crash pad by crushing or fracturing a portion of at least one energy absorbing element . Each energy absorbing element may have alternating panels and openings that cooperate to provide safe, repeatable deceleration of a vehicle impacting one end of the crash pad. The crash pad may include a first relatively soft portion to absorb impacts from small, lightweight vehicles and/or slow moving vehicles. The crash pad may have a central portion with one or more energy absorbing elements and associated openings and panels. The size of the openings and/or panels may vary along the length of each energy absorbing element to provide optimal deceleration of the impacting vehicle. The crash pad may have a third or final section with one or more energy absorbing elements and associated openings and panels designed to absorb impacts from heavy, high speed vehicles in accordance with the teachings of the present invention. The present invention may allow the number or length of energy absorbing elements required to dissipate energy from an impacting vehicle to be reduced by varying the size of the openings, the spacing of the panels or segments between the openings, and/or the size of each energy absorbing element . For some applications, an energy absorbing assembly may be formed with two or more energy absorbing elements stacked on top of each other.

Technical advantages of the present invention may include providing relatively low cost crash pads and other types of safety systems that meet NCHRP Report 350 standards, including Test Standard Level 3. A security system having an energy absorbing assembly incorporating the teachings of the present invention can be used satisfactorily in harsh environmental conditions and is not sensitive to cold or moisture. The system can be easily installed, operated, inspected and maintained. The system can be installed over new or existing asphalt or concrete pads. A modular safety system incorporating the teachings of the present invention can eliminate or greatly reduce field assembly of impact attenuation devices and energy absorbing components. Easily replaceable components allow for quick, low-cost repairs after damaging crashes and side impacts. The removal of easily deformable or easily bendable material further minimizes any damaging effects from a detrimental impact and/or side impact to the system.

Technical advantages of the present invention may include a modular energy absorbing system that can be used for permanent roadside barriers or that can be easily moved from one temporary location (first work area) to another Temporary location (second work area). Safety systems incorporating the teachings of the present invention may also be mounted on trucks and other types of road service equipment.

Technical advantages of the present invention may also include installing one or more energy absorbing assemblies having individual energy absorbing elements arranged in a substantially horizontal position. As a result, energy absorbing elements may be more easily replaced and/or repaired following a vehicle impact with an associated crash pad or other energy absorbing system.

Energy absorbing systems incorporating the teachings of the present invention may have energy absorbing components arranged in various configurations. For some applications, only a single row of energy absorbing assemblies may be installed adjacent to the obstruction. For other applications, three or more rows of energy absorbing assemblies may be installed. Also, each row may have only one energy absorbing assembly or multiple energy absorbing assemblies. The present invention allows modification of energy absorbing systems to minimize injuries to restrained and unrestrained passengers in a variety of vehicles traveling at various speeds.

Energy absorbing systems incorporating the teachings of the present invention can be more easily repaired after a vehicle impact. The energy absorbing element may be arranged in a horizontal position and securely attached to other components of the energy absorbing system by a relatively small number of mechanical fasteners. For example, one bolt and associated nut may be used to provide the holding force or structural strength of three or four bolts and associated nuts. As a result, energy absorbing elements can be replaced more quickly and easily after a vehicle impact. Panels attached along the sides of the energy absorbing system can be replaced more quickly and easily after a vehicle impact. For some applications, easily replaceable modules are used to break up energy absorbing elements to dissipate energy from vehicle impacts. Each module may include easily replaceable bolts or other types of blunt breakers. The present invention does not include cutters or sharp edges of any kind. An energy absorbing system incorporating the teachings of the present invention can be installed as a modular unit, removed as a modular unit and replaced with a new modular unit following a vehicle impact.

Description of drawings

A more complete understanding of the present invention can be obtained by referring to the following description taken in conjunction with the accompanying drawings, in which like reference numerals indicate like features, in which:

Figure 1 is a schematic diagram showing a partially cut-away isometric view of a shredder and energy absorbing assembly incorporating the teachings of the present invention;

Figure 2 is a partially cut-away schematic cross-sectional view taken along line 2-2 of Figure 1;

3 is a schematic diagram showing a partially broken away exploded isometric view of an energy absorbing assembly and an energy absorbing element having panels or segments disposed between various openings or holes in accordance with the teachings of the present invention;

Figure 4A is a schematic diagram showing a partially cutaway top view of an energy absorbing system incorporating the teachings of the present invention;

4B is a schematic diagram showing a partially broken-away top view after the vehicle has collided with one end of the energy absorbing system of FIG. 4A;

Figure 4C is a schematic diagram showing a top view of another energy absorbing system incorporating the teachings of the present invention;

Figure 5 is a schematic diagram showing a partially cut-away front view of an energy absorbing system incorporating the teachings of the present invention;

Figure 6 is a schematic diagram, partially broken away, showing the energy absorbing system shown in Figure 5, associated breakers; an exploded plan view of the energy absorbing assembly and guide rails;

Figure 7 is a schematic diagram showing an isometric view of stacked panels arranged along an energy absorbing system incorporating the teachings of the present invention;

Figure 8 is a schematic view showing a partially broken-away section of a first upstream panel and a second downstream panel slidably arranged relative to each other;

Figure 9 is a schematic diagram showing an isometric view of a channel block suitable for releasably mating a panel and a panel support frame in accordance with the teachings of the present invention;

Figure 10 is a schematic diagram showing a partially cut-away isometric view of an energy absorbing system and associated carriage assembly incorporating the teachings of the invention;

11 is a schematic diagram showing another isometric isometric view, partially cut away, of the energy absorbing system and carriage assembly of FIG. 10;

FIG. 12 is a schematic cross-sectional elevation view, partially broken away, showing another view of the carriage assembly and associated energy absorbing system of FIG. 10;

Figure 13 is a schematic diagram showing a partially cutaway top view of the carriage assembly, shredder and associated energy absorbing assembly and associated energy absorbing system of Figure 10;

Fig. 14 is a partially removed cross-sectional front view enlarged schematic view taken along line 14-14 of Fig. 13;

15 is a schematic illustration, partially broken away, showing an exploded isometric view of an energy absorbing assembly such as that shown in FIG. 14 incorporating the teachings of the present invention;

16 is a schematic diagram, partially broken away, showing a top view of an energy absorbing element incorporating the teachings of the present invention; and

17 is a schematic cross-sectional view, partly broken away, showing a panel support frame and attached panels suitable for use in an energy absorbing system according to the teachings of the present invention.

Detailed ways

The present invention and its advantages may be better understood by referring to FIGS. 1-17 of the drawings, like numerals being used to indicate like and corresponding parts of the drawings.

The terms "longitudinal", "longitudinally" and "linear" are generally used to describe the orientation of components associated with an energy absorbing system incorporating the teachings of the present invention in a direction substantially parallel to the direction of travel of a vehicle (not expressly shown) on an associated roadway Orientation and/or movement on . The terms "transverse" and "laterally" are generally used to describe the orientation of components associated with an energy absorbing system incorporating the teachings of the present invention in a direction substantially perpendicular to the direction of travel of a vehicle (not expressly shown) on an associated roadway and/or exercise. Some components of an energy absorbing system incorporating the teachings of the present invention may be arranged at an angle or taper (not expressly shown) relative to the direction of travel of the vehicle on an adjacent road.

The term "downstream" is generally used to describe motion substantially parallel and in substantially the same direction as the motion of vehicles traveling on the associated roadway. The term "upstream" is generally used to describe motion that is substantially parallel but in a substantially opposite direction to the motion of vehicles traveling on the associated roadway. The terms "upstream" and "downstream" may also be used to describe the location of one component relative to another in an energy absorbing system incorporating the teachings of the present invention.

The terms "broken, broken, fractured, and fractured" may be used generally to describe the result of the breaker-engaging portion of an energy absorbing element according to the teachings of the present invention dissipating the energy of an impacting vehicle. The terms "shattered, crumbled, fractured and fractured" may also be used to describe the combined effect of tearing, tearing and/or rupturing energy absorbing element portions without cutting the energy absorbing element portions. U.S. Patent No. 4,655,434, entitled "Energy Absorbing Guardrail Terminal" and U.S. Patent No. 5,957,435, entitled "Energy Absorbing Guardrail End Terminal and Method," show fragmentation of material disposed between spaced openings to absorb the impact of an impacting vehicle. An example of kinetic energy.

The terms "junction" and "junction area" may be used to describe an area where two roads diverge or converge. Triangles are usually bounded on two sides by road edges that join at forks or junctions. Traffic flow is often in the same direction on both roads. Triangular strip areas can include shoulders or marked sidewalks between roads. The third side or boundary of the triangular strip area may sometimes be defined to be approximately sixty (60) meters from the junction or junction of the roads.

The term "roadside obstruction" may be used to describe a permanent, fixed roadside obstruction, such as a large signpost, bridge piers, or center piers of bridges or overpasses. Roadside obstructions may also include temporary work areas adjacent to a road or between two roads. Temporary work areas may include various types of equipment and/or vehicles associated with road repair or construction. The term "roadside obstruction" may also include an intersection area or any other structure adjacent to a road and presenting an obstacle to oncoming traffic.

The terms "obstacle" and "obstacles" may be used to describe both roadside obstacles and obstacles located on the road, such as slow moving vehicles or equipment and stopped vehicles or equipment. Examples of such obstacles may include, but are not limited to, highway safety trailers and equipment for construction, maintenance and repair of associated roads.

Various components of energy absorbing systems incorporating the teachings of the present invention may be formed from commercially available structural steel materials. Examples of such materials include steel rod, steel plate, structural steel pipe, structural steel sections, and galvanized steel. Examples of structural steel sections include W sections, HP sections, beam sections, channel sections, T sections and angle sections. Structural steel angle sections may have legs of equal or unequal width. The American Institute of Steel Construction has published details on the various types of commercially available structural steel materials that meet the requirements for fabricating energy absorbing systems incorporating the teachings of the present invention.

For some applications, the various components of the energy absorbing system incorporating the teachings of the present invention may be made of composite materials, cermets, and any other material suitable for highway safety systems. The present invention is not limited to using only steel based materials to form energy absorbing systems. Any metallic alloys, non-metallic materials, and combinations thereof suitable for use in highway safety systems may be used to form energy absorbing systems incorporating the teachings of the present invention. For some applications, energy absorbing elements incorporating the teachings of the present invention may be formed from mild steel.

Energy absorbing systems 20, 20a, 20b, and 20c incorporating the teachings of the present invention may sometimes be referred to as crash pads, crash barriers, or roadside protection systems. Energy absorbing systems 20, 20a, 20b, and 20c may be used to minimize the consequences of collisions between a motor vehicle (not expressly shown) and various types of obstacles. Energy absorbing systems 20, 20a, 20b, and 20c, as well as other energy absorbing systems incorporating the teachings of the present invention, may be used in both permanent installation and temporary work area applications. Energy absorbing systems 20, 20a, 20b, and 20c may sometimes be described as non-gated, redirecting crash pads. Energy absorbing systems 20, 20a, 20b, and 20c, as well as other energy absorbing systems incorporating the teachings of the present invention, can meet or exceed NCHRP Report 350 test standard Level 3 requirements.

The present invention will be described with respect to energy absorbing system 20 shown in FIGS. 4A and 4B , energy absorbing system 20 a shown in FIG. 4C , energy absorbing system 20 b shown in FIGS. 5 and 6 , and energy absorbing system 20 c shown in FIGS. 10-15 . Various features of the invention. Various types of shredders and energy absorbing assemblies incorporating the teachings of the present invention may be used in energy absorbing systems 20, 20a, 20b, and 20c. The present invention is not limited to shredders 116 and 216, energy absorbing assemblies 86 and 286, or associated energy absorbing elements 100, 100a, 100b, 100c, and 100d.

For some applications, energy absorbing systems 20, 20a, 20b, and 20c may be installed as individual modular units. At the same time, various components and/or subsystems of each energy absorption system may be installed or removed as separate individual modules. For example, energy absorbing assemblies may be formed in rows and cooperate with individual cross ties and rails formed in accordance with the teachings of the present invention. The resulting base module can then be installed adjacent to obstacles. The panel support frame and panels may also be manufactured and assembled into a module or series of modules which are transported to the job site for installation on the associated base modules. The carriage assemblies 40, 40a, 40b, and 40 may also be assembled and transported to the job site as a single module. Threaders formed according to the teachings of the present invention may also be mounted as replaceable modules.

Energy absorbing systems 20 and 20a may include a carriage assembly 40 . The energy absorbing system 20b may include a carriage assembly 40b. The energy absorbing system 20c may include a carriage assembly 40c. The first end 41 of each carriage assembly 40, 40b, and 40c may generally correspond to the first end 21 of the associated energy absorbing system 20, 20a and 20b, and 20c. The materials used to form carriage assemblies 40, 40b, and 40c are preferably selected to allow carriage assemblies 40, 40b, and 40c to remain intact after being struck by a high speed vehicle.

The size and configuration of first end 41 of carriage assemblies 40 , 40 b , and 40 c , defined in part by corner posts 42 and 43 , top bracket 141 , and bottom bracket 51 , may be selected to harvest or capture an impacting vehicle. During a collision between a motor vehicle and the first end 21 of the energy absorbing system 20, 20a, 20b or 20c, kinetic energy from the colliding vehicle may be transferred from the first end 41 to the associated carriage assembly 40, 40b or 40c other components. The size and configuration of the end portion 41 may also be selected to efficiently transfer kinetic energy even if the vehicle does not strike the center of the first end portion 41 or even if the vehicle travels in a direction not parallel to the associated energy absorbing system 20, 20a , 20b and 20c the angle of the longitudinal axis of the impact end 41 .

Each panel 160 may be attached to each side of the carriage assembly 40 , 40b and 40c extending from each first end 41 . For purposes of describing various features of the present invention, panel 160 is shown broken away from the side of carriage assembly 40b in FIG. 5 . In Figures 10 and 11, the panel 160 has been removed from one side of the carriage assembly 40c.

The roadside barrier 310 shown in Figures 4A, 4C and 5 may be a concrete barrier extending along the edge or side of a roadway (not explicitly shown). The roadside barrier 310 may also be a concrete barrier extending halfway between two roads. Roadside barriers 310 may be permanent installations or temporary installations associated with the work area. Roadside barriers 310 may also sometimes be described as "fixed" barriers or "fixed" barriers, although concrete barriers and other barriers adjacent to or placed in a roadway may sometimes be removed or removed. Energy absorbing systems incorporating the teachings of the present invention are not limited to use with concrete barriers only. Energy absorbing systems incorporating the teachings of the present invention can be installed adjacent to various types of obstacles facing oncoming traffic.

Examples of shredders and energy absorbing systems incorporating the teachings of the present invention are shown in Figures 1-3. As shown in Figures 1, 2 and 3, the energy absorbing assembly 86 is sometimes referred to as a "box beam". The energy absorbing assembly 86 may include a pair of support beams 90 arranged longitudinally parallel to each other and spaced apart from each other. Each support beam 90 may have a substantially C-shaped or U-shaped cross-section. Support beams 90 may sometimes be described as slots.

Each support beam 90 of C-shaped cross-section may be arranged facing each other to define a substantially rectangular cross-section for each energy absorbing assembly 86 . The C-shaped cross-section of each support beam 90 may be defined in part by a web 92 and flanges 94, 96 extending therefrom. A plurality of holes 98 may be formed in flanges 94 , 96 to attach one or more energy absorbing elements 100 to energy absorbing assembly 86 . For one application, the support beam or channel 90 may have an overall length of about 11 feet, a web width of about 5 inches, and a flange height of about 2 inches. Various fasteners may be inserted through holes 98 in support beam 90 and corresponding holes 108 formed in energy absorbing member 100 to attach energy absorbing member 100 and support beam 90 as desired.

For the embodiment shown in FIGS. 1 , 2 and 3 , fasteners 103 preferably extend through respective holes 108 in energy absorbing element 100 and through respective holes 98 in flanges 94 and 96 . The fasteners 103 may be selected to allow easy replacement of the energy absorbing element 100 following a crash of one end of the motor vehicle and associated energy absorbing system.

One requirement for attaching the energy absorbing element 100 to the support beam 90 includes providing an appropriately sized crushing area 118 between the support beams 90 as shown in FIG. 3 to accommodate the associated breaker 116 . For some applications, it may be desirable to use a combination of longer and shorter bolts. For other applications, the mechanical fasteners may be countersunk thread rivets and associated nuts. A wide variety of countersunk rivets, bolts, and other fasteners can be used satisfactorily with the present invention. Examples of these fasteners are available from Huck International, Inc. located at 6 Thomas, Irvine, California 92718-2585. Power tools suitable for installing these countersunk rivets are also available from Huck International and others.

For the embodiment shown in FIGS. 1 , 2 and 3 , only one energy absorbing element 100 may be attached to the flange 94 on one side of the energy absorbing assembly 86 . For some applications, another energy absorbing element 100 may be attached to the flange 96 on the opposite side of the energy absorbing assembly 86 . For other applications, multiple energy absorbing elements 100 and dividers (not expressly shown) may be attached to one or both of flanges 94 and 96 .

A row of holes or openings 110 may be formed extending substantially along the longitudinal centerline of the energy absorbing element 100 . The openings or holes 110 may also be described as perforations. For some applications, opening 110 may have a substantially circular configuration with a diameter of about 1 inch. As shown in Figures 1, 2 and 3, the openings 110 are preferably spaced apart from each other and have individual plates or plate segments 112 disposed therebetween. In accordance with the teachings of the present invention, the spacing between adjacent holes 110, the size of the holes 110, and the size of the corresponding plates or segments 112 can be varied to control the force or energy required to move each breaker 116 therethrough amount.

In the absence of opening 110, the force required to move breaker 116 through energy absorbing element 100 may vary depending on the particular type of failure mechanism. The failure mechanisms associated with moving the breaker 116 longitudinally across the solid plate may vary along the length of the solid plate. The presence of openings 110 and segments 112 results in increased repeatability and accuracy of energy absorption as shredder 116 moves longitudinally through energy absorbing element 100 .

The configuration and dimensions of openings 110 and segments 112 may vary considerably in accordance with the teachings of the present invention to provide the desired energy absorbing characteristics for the associated energy absorbing assembly. For example, opening 110 may have a substantially circular, elliptical, slot-shaped, rectangular, star-shaped, or any other suitable geometric configuration.

For some applications, openings 110 and segments 112 may have substantially uniform dimensions along each energy absorbing element 100 . For other applications, the size of the opening 110 and/or the size of the individual segments 112 may vary to provide a relatively "soft" deceleration when the vehicle initially impacts the associated energy absorbing assembly, and then increases along the middle portion of the associated energy absorbing element 100. Large deceleration or increased energy absorption. The final portion of the associated energy absorbing element 100 may provide reduced deceleration or reduced energy absorption as the speed of the impacting vehicle decreases.

Alternatively, the openings 110 in the energy absorbing element 100 need not be discrete, but may be interconnected by slots (not expressly shown). As the breaker 116 moves through the opening 116 and the associated slot, the energy absorbing elements 100 that have been separated by the slots interconnecting the openings 110 resist the movement of the breaker 116 . Breakers 116 may bend or otherwise deform slots in energy absorbing element 100 where energy is absorbed and dissipated.

The number of energy absorbing elements 100 as well as their length and thickness may vary depending on the intended application of the formed energy absorbing assembly. Increasing the number of energy absorbing elements, increasing their thickness and/or increasing their length allows the resulting energy absorbing assembly to dissipate increased amounts of kinetic energy. Advantages of the present invention include the ability to vary the geometry and number of openings 110 and segments 112 and to select appropriate materials to form energy absorbing element 100 according to the intended application of the formed energy absorbing assembly. Energy absorbing elements 100 and other components of energy absorbing systems incorporating the teachings of the present invention may be plated to ensure that they retain their required tensile strength and are not affected by environmental conditions that persist during the useful life of the associated energy absorbing system Can cause rust or corrosion.

For some embodiments, such as those shown in FIGS. 1-3 , 5 and 6 , each shredder 116 may be positioned adjacent one end of the energy absorbing system 86 . As discussed in more detail below, a pair of breakers 116 may be attached to carriage assembly 40b in accordance with the teachings of the present invention. For some applications, breaker 116 may be arranged substantially horizontally relative to carriage assembly 40b and associated roadway (not expressly shown). Each energy absorbing element 100 and associated slot 102 may be arranged substantially vertically relative to a respective breaker 116 and associated roadway.

The dimensions associated with each breaker 116 are preferably compatible with the slot 102 formed in the end of each energy absorbing element 100 adjacent each breaker 116 and the crushing area 118 formed in the associated support. Beam 90 between. The dimensions are selected to allow the breaker 116 to slide longitudinally between the flanges 94 , 96 of adjacent support beams 90 . For one application, a slot 102 at the first end 101 may be formed along the centerline of the energy absorbing element 100, the slot 102 having a width of about 3/4 inches and a length of about 6 inches.

The diameter of the breaker 116 may be smaller than the diameter of the opening 110 . However, such a situation is not always required. The diameter of the breaker 116 may be the same as, or even larger than, the diameter of the opening 110 . For some applications, breaker 116 may be a rod bolt having a diameter of about 1/2 inch and a length of about 12 inches. The specific dimensions of the shredder 116 and associated energy absorbing element 100 may vary depending on the amount of kinetic energy to be dissipated by the energy absorbing assembly 86 .

The material used to form each breaker 116 will depend on the material used to form the associated energy absorbing element 100 . For some applications, breaker 116 may have a minimum Rockwell hardness of C39. Shredders of various configurations, such as cylindrical rods with substantially circular cross-sections or rods with substantially square or rectangular cross-sections (unclear Shows).

For some applications, energy absorbing assembly 86 may remain relatively stationary or stationary while associated breaker 116 moves longitudinally through opening 110 and segment 112 to absorb energy from an impacting vehicle. For other applications (not expressly shown), the shredder 116 may remain relatively stationary while the associated energy absorbing assembly 86 including the opening 110 and segment 112 is moved longitudinally relative to the shredder 116 to absorb energy from an impacting vehicle.

The energy absorbing element 100 may provide deceleration characteristics tuned for specific vehicle weight and speed. For example, during the first few feet of travel of the breaker 116 through the associated energy absorbing assembly 86, a two-stage stopping force or deceleration suitable for a vehicle weighing approximately 820 kilograms may be provided. The remaining travel of the breaker 116 through the associated energy absorbing assembly 86 may provide a stopping force suitable for a larger vehicle weighing approximately 2000 kg. Variations in the location, size, configuration and number of energy absorbing elements 100 allow the energy absorbing assembly 86 to provide safe deceleration of vehicles weighing between 820 kg and 2000 kg.

FIG. 4A shows energy absorbing system 20 in its first position, extending longitudinally from roadside obstacle 310 . The carriage assembly 40 slidably disposed at the first end 21 of the energy absorbing system 20 may sometimes be referred to as an "impact carriage." Slots 102 may be used to receive individual breakers 116 during installation and alignment of carriage assembly 40 and energy absorbing element 100 . First end 21 of energy absorbing system 20 , which includes first end 41 of carriage assembly 40 , preferably faces oncoming traffic. The second end 22 of the energy absorbing system 20 may be securely attached to the end of the roadside barrier 310 that faces oncoming traffic. As shown in FIG. 4A , the energy absorbing system 20 is generally mounted in its first position with its first end 21 spaced longitudinally from the second end 22 .

A plurality of panel support frames 60a - 60e may be longitudinally spaced from each other and slidably disposed between the first end 21 and the second end 22 . Panel support frames 60a-60e may sometimes be referred to as "shelf assemblies". The number of panel support frames can vary according to the required length of the associated energy absorbing system. A plurality of panels 160 may be attached to the carriage assembly 40 and the panel support frames 60a-60e. Panel 160 may sometimes be referred to as a "fender" or "guard panel." Figure 16 shows an example of a panel support frame that is suitable for use with energy absorbing systems 20, 20a, 20b and 20c.

When the vehicle impacts first end 21 of energy absorbing system 20 , carriage assembly 40 moves substantially longitudinally toward roadside obstacle 310 . During this movement, the energy absorbing assembly 86 (not clearly shown in FIGS. 4A and 4B ) will absorb energy from the impacting vehicle. Movement of the panel support frames 60 a - 60 e and associated panels 160 relative to each other also absorbs energy from a vehicle striking the first end 21 .

4B is a schematic diagram showing a top view of the carriage assembly 40 and panel support frames 60a-60e and their associated collapsed panels 160 adjacent to each other. Further longitudinal movement of the carriage assembly 40 toward the roadside obstacle 310 is prevented by the panel support frames 60a-60e. The location of the energy absorbing system as shown in Figure 4B may be referred to as a "second" location. During most vehicle impacts with the end 21 of the energy absorbing system 20, the carriage assembly 40 will generally only move a portion of the distance between the first position shown in FIG. 4A and the second position shown in FIG. 4B. .

The panel support frames 60a-60e, associated panels 160 and other components of the energy absorbing system 20 cooperate to redirect vehicles impacting either side of the energy absorbing system 20 back onto the associated roadway. Each panel 160 may be attached to the carriage assembly 40, and preferably extends beyond a portion of each panel 160 that has been attached to the panel support frame 60a. In a corresponding manner, the panels 160 attached to the panel support frame 60a preferably extend beyond corresponding portions of the panels 160 attached to the panel support frame 60b. The various components of energy absorbing system 20 provide substantially lateral support to panel support frames 60a-60e and panels 160.

The first end 161 of each panel 160 may suitably be securely attached to the carriage assembly 40 or the respective panel support frame 60a-60d. Each panel 160 may also be slidably attached to one or more downstream panel support frames 60a-60e. The upstream panels 160 overlap the downstream panels 160 to allow compression or nesting of the respective panels 160 as the panel support frames 60a-60e slide toward each other. Panel support frames 60a-60e and subsets of panels 160 may be grouped together to form a one-bay assembly or a two-bay assembly.

For purposes of illustration, the second end 162 of each upstream panel 160 shown in FIGS. 4A and 4B protrudes laterally a substantial distance where it overlaps the associated downstream panel 160 . The panels 160 may nest tightly into each other to minimize lateral protrusion at the second end 162, which could catch during a reverse angle impact of the vehicle with either side of the energy absorbing system 20. Stay in the vehicle.

4C is a schematic diagram showing a top view of energy absorbing system 20a in its first position, where energy absorbing system 20a extends longitudinally from roadside barrier 310 . The energy absorbing system 20a may include a first end 21 facing oncoming traffic and a second end 22 securely attached to a roadside barrier 310 . Energy absorbing system 20a also includes carriage assembly 40 , panel support frames 60a - 60g and individual panels 160 .

Panels 160 extending along both sides of energy absorbing systems 20 and 20a may have substantially the same configuration. However, the length of the panels 160 may vary depending on whether each panel is a "single-span panel" or a "double-span panel". For purposes of explanation, "span" is defined as the distance between two adjacent panel support frames 60 .

The length of the panel 160, being a "double-span panel", is selected to span the distance between the three panel support frames when the energy absorbing systems 20 and 20a are in their first position. For example, the first end 161 of the double-span panel 160 is preferably securely attached to the upstream panel support frame 60a. The second end 162 of the double span panel 160 is preferably slidably attached to the downstream panel support frame 60c. Another panel support frame 60b is slidably coupled to the double-span panel 160 intermediate the first end 161 and the second end 162 .

When the carriage assembly 40 hits the panel support frame 60a, which then contacts the panel support frame 60b, which then contacts 60c, etc., the panel support frames 60a-60g and the attached panel 160 are directed towards the roadside obstacle 310 accelerate. The inertia of the panel support frames 60a-60g and attached panels 160 assists in the deceleration of the impacting vehicle.

If the panel support frame of the single-span assembly is knocked, the single-span assembly will be coupled to its own associated panels 160 and thus have considerable inertia. In order to soften the deceleration of the impacting vehicle, a two-span combination is preferably arranged downstream of each single-span combination. When the carriage assembly 40, or one or more panel support frames being pushed by the carriage assembly 40, contacts the first panel support frame (e.g., panel support frame 60d) of a two-span combination, the inertia may be equal to or slightly greater (because Longer panels 160) for inertia in single-span combinations. However, when the second panel support frame of the double-span combination (eg, panel support frame 60e ) is contacted, the second panel support frame 60 may have lower inertia because it is only slidingly coupled to the associated panel 160 . So the deceleration is somewhat muted.

The energy absorbing system 20a has the following span combination: 2-2-1-2-2, where "2" represents a double span and "1" represents a single span. From the carriage assembly 40 and moving towards the roadside obstacle 310, the energy absorbing system 20a has a double-span combination (counting the carriage assembly 40 as one span naturally), another double-span combination, a single-span combination, and then A double-span combination and another double-span combination.

Energy absorbing system 20b as shown in FIGS. 5 and 6 may include carriage assembly 40b and a plurality of energy absorbing assemblies 86 along respective rows extending substantially longitudinally from obstacle 310 and substantially parallel to one another. 188 and 189 aligned. Carriage assembly 40b may have a modified configuration compared to carriage assembly 40 . For some applications, rails 208 , 209 may also be attached with energy absorbing assembly 86 . Refer to Figures 2 and 3.

The energy absorbing assemblies 86 may be secured to one another by the plurality of cross braces 24 . The synergy between the cross brace 24 and the energy absorbing assembly 86 results in an energy absorbing system 20b having a relatively rigid frame structure. As a result, the energy absorbing system 20b is better able to safely absorb impacts from the motor vehicle that impact the sled assembly 40 off-center of the end 21 or at an angle that is not substantially parallel to the energy absorbing assembly 86 .

As shown in FIG. 5, a front end cover 83 is attached to the carriage assembly 40b near the first end 21 of the energy absorbing system 20b. Front end cover 83 may be a substantially rectangular piece of flexible plastic type material. Opposite edges of the front end cap 83 may be attached to corresponding opposite sides of the carriage assembly 40b at the end 41 . Front end cover 83 may include a plurality of chevron reflectors 84 that are visible to oncoming traffic approaching roadside obstruction 310 . Various types of front covers, reflectors and/or warning signs may also be mounted on the carriage assemblies 40, 40b and 40c and along each side of the energy absorbing systems 20, 20a, 20b and 20c.

For some applications, each row 188 and 189 may include two or more energy absorbing assemblies 86 . Energy absorbing assemblies 86 in row 188 may be spaced laterally from energy absorbing assemblies 86 in row 189 . Energy absorbing assembly 86 may be securely attached to concrete substrate 308 in front of roadside barrier 310 . The energy absorbing assemblies 86 of each row 188 and 189 may have a respective first end 187 that generally corresponds to the first end 21 of the energy absorbing system 20b. Prior to a vehicle impact, first end 41 of carriage assembly 40b may also be disposed adjacent first end 187 of rows 188 and 189 .

A pair of ramps 32 may be provided at the end 21 of the energy absorbing system 20b to prevent small vehicles or vehicles with low ground clearance from directly striking the first ends 187 of the rows 188 , 189 . Figure 10 shows a similar ramp 32 at the first end 21 of the energy absorbing system 20c. If the ramp 32 were not provided, a small vehicle or a vehicle with low ground clearance could contact one or both of the first ends 187 and experience a hazard with considerable damage to the vehicle and/or injury to occupants in the vehicle. Slow down sharply. Various types of ramps and other structures may be provided to ensure that a vehicle impacting end 21 of energy absorbing system 20b will properly engage carriage assembly 40b without directly contacting first end 187 of rows 188 and 189 .

Each ramp 32 may include a leg 34 having a tapered surface 36 extending therefrom. Connectors (not expressly shown) may be used to positively mate each ramp 32 with a respective energy absorbing assembly 86 . For some applications, legs 34 may have a height of about 6.5 inches. Other components associated with the energy absorbing system 20b, such as the energy absorbing assembly 86 and the rails 208, 209, may have substantially corresponding heights. Limiting the height of ramp 32 and energy absorbing assembly 86 will allow these components to pass under a vehicle striking end 41 of sled assembly 40 .

The tapered surface 36 may have a length of about 13.5 inches. The tapered surface 36 may be formed by cutting a structural steel angle section (not expressly shown) having nominal dimensions of 3 inches by 3 inches by 0.5 inches (thick) into segments of appropriate length and angle. Segments of structural steel angle sections may be attached to each leg 34 using welding techniques and/or mechanical fasteners. The ramp 32 may also be referred to as an "end shoe".

An energy absorbing system formed in accordance with the teachings of the present invention may be mounted on or attached to a concrete or asphalt substrate (not expressly shown). For the embodiment shown in FIGS. 5 and 8 , concrete matrix 308 may extend from roadside barrier 310 both longitudinally and laterally. As shown in FIGS. 5 and 6 , the energy absorbing assembly 86 is preferably disposed on and securely attached to the plurality of rails 24 . Each crossbar 24 may be secured to the concrete matrix 308 using a respective anchor bolt 26 . Various types of mechanical fasteners or anchors other than anchor bolts 26 may be desirably used to secure crossbar 24 and concrete matrix 308 . The number of crossbars and the number of anchors used per crossbar can vary according to the needs of each energy absorbing system.

Crossbar 24 may be formed from structural steel bars having a nominal width of 3 inches and a nominal thickness of 0.5 inches. Each crossbar 24 may be approximately 22 inches in length. Three holes may be formed in each crossbar 24 to accommodate anchor bolts 26 . During a vehicle collision with either side of the energy absorbing system 20, the crossbar 24 is placed under tension. The materials used to form the crossbar 24 and its associated configuration are selected to allow the crossbar 24 to deform in response to tension from such a side impact, and to absorb energy from an impacting vehicle.

For some installations, the anchor bolt 26 may vary in length from about 7 inches (7") to about 18 inches (18"). For some applications, holes (not expressly shown) may be formed in the asphalt or concrete matrix to receive individual anchor bolts 26 . Various types of bonding material may also be placed in the holes to secure the anchor bolts 26 in place. Preferably, the anchor bolt 26 does not extend substantially above the top of the associated nut 27 . Concrete and asphalt anchors and other fasteners suitable for use in installing energy absorbing systems incorporating the teachings of the present invention are available from Hilti Corporation, located at P.O. Box 21148, Tulsa, Oklahoma 74121.

For purposes of describing the embodiment shown in FIGS. 5 and 6, the support beam 90 immediately adjacent to the crossbar 24 is designated 90a. The respective support beam 90 disposed immediately thereon is designated 90b. The support beams 90a, 90b may be of substantially the same size and configuration, including a respective web 92 and a flange or flanges 94 and 96 extending therefrom. Four crossbars 24 may be attached to the web 92 of the support beam 90a opposite the respective flanges 94 , 96 . As a result, the substantially C-shaped cross-section of each support beam 90a extends in a direction away from the respective crossbar 24 .

The number of crossbars 24 attached to each support beam 90a may vary depending on the intended use of the energy absorbing system being formed. For the energy absorbing system 20b, two support beams 90a are laterally spaced apart from each other and are attached to four crossbars 24. Conventional welding techniques and/or mechanical fasteners (not expressly shown) may be used to attach support beam 90a and crossbar 24 .

A pair of rails or guide beams 208 and 209 may be attached to each support beam 90b. Rails 208 and 209 are shown in FIG. 6 but not in FIG. 5 . For some applications, rails 208 and 209 may be formed from structural steel angle sections having side panels of equal width (such as 3 inches by 3 inches) and having a thickness of about 1/2 inch. For other applications, a variety of rails can be used. The invention is not limited to rails or beams 208 and 209 . For the embodiment represented by energy absorbing system 20c, guide rails 208 and 209 may be of similar configuration and dimensions as associated support beam 290.

Rails 208 and 209 may each have a first side panel 211 and a second side panel 212 that intersect each other at an angle of about 90°. A plurality of holes (not expressly shown) may be formed along the length of the first side panel 211 to allow attachment of the rails 208, 209 and respective support beams 90b. Mechanical fasteners 103a, which may be longer than mechanical fasteners 103, may be used to attach rails 208, 209 and support beam 90b.

The length of the rails 208 , 209 may be longer than the length of the associated row 188 , 189 of energy absorbing assemblies 86 . When the energy absorbing system 20b is in its second position, the panel support frames 60a-60e are disposed in close proximity to one another, which prevents further movement of the carriage assembly 40b. Therefore, it is not necessary for the rows 188 and 189 of energy absorbing assemblies 86 to be the same length as the rails 208 and 209 .

As shown in Figures 5 and 6, the corner posts 42, 43 may be formed from a strip of structural steel having a width of about 4 inches and a thickness of about 3/4 inch. Each corner post 42, 43 may have a length of about 32 inches.

Top bracket 141 preferably extends laterally between corner posts 42 and 43 . Bottom bracket 51 preferably extends immediately above rails 208 , 209 and between corner posts 42 and 43 . A pair of brackets 148 , 149 may extend obliquely from the top bracket 141 to a position immediately above the rails 208 , 209 . Only bracket 148 is shown in FIG. 5 .

A pair of guide assemblies 54 may be attached to the ends of each tilt bracket 148 , 149 respectively. Only one guide assembly 54 is shown in FIG. 5 . The size of each guide assembly 54 may be selected to allow access to the associated guide beam or rail 208 and 209 . For some applications, each guide assembly 54 may be formed from relatively shorter angles of approximately the same size and configuration. Guide assemblies 54 cooperate to ensure that carriage assembly 40b can slide longitudinally along guide rails 208 and 209 in the direction of an associated obstacle, such as roadside obstacle 310 . The inertia of the carriage assembly 40b and the friction associated with sliding on top of the rails 208, 209 contribute to the deceleration of the impacting vehicle.

Most impacts between a motor vehicle and the carriage assembly 40b generally occur at a location substantially above the energy absorbing assembly 86 . As a result, a vehicle impacting end 41 will generally cause a torque to be applied to carriage assembly 40b which forces guide assembly 54 downwardly against the top of side plate 211 of each guide rail 208 and 209 .

During a collision between a motor vehicle and the end 41 of the carriage assembly 40b, forces from the vehicle may be transferred from the corner struts 42 and 43 to the top bracket 141 , through the tilt brackets 148 and 149 to the respective guide assemblies 54 . As a result, guide assembly 54 will exert a force on guide rails 208 and 209 to maintain the desired orientation of carriage assembly 40b relative to energy absorbing assembly 86 .

As shown in FIGS. 1 and 6 , the connector 214 may be attached to the bottom bracket 51 . The connectors 214 may be spaced laterally from one another to receive each of the breakers 116 . Connectors 224 , 226 are also preferably attached to and extend from each corner post 43 , 42 . Each breaker 116 may be attached to connectors 214 , 224 and 226 .

Support plates 234 , 236 are preferably disposed adjacent each shredder 116 opposite the associated energy absorbing assembly 86 . For the embodiment shown in FIGS. 1 and 6 , a support plate 234 may be attached to each support post 43 and each connector 214 . A support plate 236 may be attached to each support post 42 and each connector 214 . A bulkhead 244 may be mounted between the bottom bracket 51 and the horizontal support plate 234 near the corner posts 43 . A similar bulkhead (not expressly shown) may be mounted between the bottom bracket 51 and the horizontal support plate 236 near the corner posts 42 . The backing plate 238 may be secured to the bottom bracket 51 opposite the associated breaker 116 . Backing plate 238 provides additional support for connector 214 and horizontal support plates 234 , 236 .

The carriage assembly 40b may be slidably disposed on the rails 208 , 209 and aligned with the first end 187 of the energy absorbing assembly 86 with the breaker 116 disposed in each slot 102 . The dimensions of the breakers 116 and the crushing area 118 between the associated support beams 90 are selected such that each breaker 116 fits between the associated flanges 94 , 96 of the associated support beam 90 .

During a collision with energy absorbing system 20b, the vehicle often experiences a deceleration pulse as momentum is transferred from the vehicle to carriage assembly 40b (which causes carriage assembly 40b and the vehicle to move in unison with each other). The amount of deceleration due to momentum transfer is a function of the weight of the carriage assembly 40b as well as the weight and initial velocity of the vehicle. As the carriage assembly 40b slides longitudinally toward the curb 310, the guide assembly 54 will contact the respective rails 208 and 209 to maintain the distance between the carriage assembly 40b, the energy absorbing assembly 86, the breaker 116, and the respective crushing zones 118. desired alignment.

When the vehicle impacts the first end 41 of the carriage assembly 40b, the carriage assembly 40b will move towards the obstacle 310. A breaker 116 located in each slot 102 will cooperate with an adjacent energy absorbing element 100 . The breaker 116 will move across the adjacent first block or segment 112 breaking up the material in the block 112 . Each breaker 116 will pass through the first plate 112 and into the first opening 110 . The breaker 116 will then enter the next block 112 to break the material. This process will repeat as the breakers 116 pass through the panels 112 and the openings 110 between each panel 112 . The opening 110 provides reliability in the event of failure of the associated energy absorbing element 100 by ensuring that the breaker 116 both remains on the desired path through the energy absorbing element 100 and breaks the energy absorbing element 100 with a predictable force.

The central portion of each energy absorbing element 100 between each support beam 90 will be broken, while the top and bottom of each energy absorbing element 100 remains fixed to each support beam 90 by bolts 103 . As the carriage assembly 40b continues to push each breaker 116 through the energy absorbing element 100, the center portion of each energy absorbing element 100 continues to be broken. Fragmentation of portions of the energy absorbing element 100 will cease when the kinetic energy from the impacting vehicle has been absorbed. After passage of the shredder 116, the one or more energy absorbing elements 100 will be divided into upper and lower sections (not explicitly shown).

The length of each row 188, 189 associated with the energy absorbing system 20b can be selected to be long enough to provide a comfortable fit for a large high speed vehicle after the carriage assembly 40b has moved across the front with "relatively soft" energy absorbing elements. in its multiple stages of deceleration. Generally, energy absorbing elements mounted in the middle of the rows 188, 189 and immediately adjacent the ends of each row will be relatively "stiff" compared to energy absorbing elements mounted adjacent to the first end 21 .

Panel support frames 60a-60e may be of substantially the same size and configuration. Therefore, only the panel support frame 60e shown in FIG. 17 will be described in detail. The panel support frame 60e has a substantially rectangular configuration partially bounded by a first post 68 disposed adjacent to the guide rail 209 and a second post 69 disposed adjacent to the guide rail 208 . The top bracket 61 extends laterally between a first leg 68 and a second leg 69 . The bottom bracket 62 extends laterally between a first leg 68 and a second leg 69 . The length of the posts 68,69 and the position of the bottom bracket 62 are chosen such that when the panel support frame 60e is placed on the rails 208,209, the bottom bracket 62 contacts the rails 208,209 but the posts 68,69 do not contact the concrete matrix 308.

A plurality of cross braces 63, 64, 65, 70 and 71 may be arranged between struts 68 and 69, top brace 61 and bottom brace 62 to provide a rigid structure. For some applications, cross braces 63, 64, 65, 70, 71 and/or struts 68, 69 may be formed from relatively heavy structural steel components. Additionally, the cross brace 65 may be mounted at a lower position on the struts 68,69. The weight of the support frames 60a-60e and the location of the associated cross braces may be selected to provide the required strength during a side impact with the energy absorbing system 20, 20a, 20b or 20c.

Fin 66 may be attached to the end of strut 69 adjacent concrete matrix 308 and extend laterally toward energy absorbing assembly 86 . Fin 67 is attached to the end of strut 68 adjacent concrete matrix 308 and extends laterally toward energy absorbing assembly 86 . The tabs 66, 67 cooperate with the bottom bracket 62 to hold the panel support frame 60e engaged with the rails 208, 209 during a side impact with the energy absorbing system 20b, thereby preventing or minimizing rotation while allowing the panel support frame 60e to slide longitudinally toward the roadside obstacle 310.

Impact from a vehicle colliding with either side of the energy absorbing assembly 20, 20a, 20b, or 20c will be transmitted from the panel 160 to the panel support frames 60a-60g. The force of the lateral impact will then be transferred from the panel support frames 60a - 60g to the associated rails 208 and/or 209 , through the crossbars 24 and mechanical fasteners 26 to the energy absorbing assembly 86 and then to the concrete matrix 308 . Crossbar 24, mechanical fasteners 26, energy absorbing assembly 86, rails 208, 209, and panel support frames 60a-60g provide lateral support during a side impact with the energy absorbing system.

When the vehicle initially impacts the carriage assembly 40b facing oncoming traffic, any passengers not wearing seat belts or other restraints may be ejected forward from their seats. Properly restrained passengers will generally slow down with the vehicle. During the short time period and distance that the carriage assembly 40 travels along the guide rails 208, 209, unrestrained passengers may be airborne inside the vehicle. The decelerating force applied to the impacting vehicle during this same time period can be very large. However, before the unrestrained occupant contacts an interior portion of the vehicle, such as the windshield (not clearly shown), the deceleration force applied to the vehicle will generally be reduced to a low level to minimize the impact on the unrestrained occupant. of possible harm.

Portions of the tilt brackets 148, 149 and/or top bracket 141 of the carriage assembly 40b will contact the panel support frame 60a which in turn contacts the panel support frame 60b and any other panel support frames disposed downstream of the carriage assembly 40b. Movement of the carriage assembly 40b toward the obstacle 310 causes the panel support frames 60a-60e and their associated panels 160 to compress against each other. As the carriage assembly 40b moves longitudinally from the first end 21 toward the second end 22 of the energy absorbing system 20b, the inertia of the panel support frame 60 and its associated panels 160 will further decelerate the striking vehicle. Compression or sliding of the panels 160 against each other creates additional friction, which also aids in deceleration of the vehicle. Movement of the panel support frames 60a-60e along the guide rails 208, 209 also creates additional friction to further decelerate the vehicle.

As discussed above with respect to Figures 4A and 4B, the panel support frames 60a-60e and associated panels 160 will redirect vehicles impacting either side of the energy absorbing system 20b onto the associated roadway. Each panel 160 may be a substantially elongated rectangular structure partially bounded by a first or upstream end 161 and a second or downstream end 162 . (See FIGS. 5 and 7 .) Each panel 160 preferably includes a first edge 181 and a second edge 182 extending longitudinally between the first end 161 and the second end 162 . For some applications, the panels 160 may be formed from standard ten (10) gauge W-beam parapet sections having a length of approximately 34.75 inches for "single-span panels" and 5 inches for "double-span panels". ft. 2 inches in length. Each panel 160 preferably has the same width of about 12.25 inches.

As shown in FIGS. 5 and 7 , each slot 164 is preferably formed in the middle of each panel 160 between the ends 161 and 162 . Slot 164 is preferably aligned with and extends along a longitudinal centerline (not expressly shown) of each panel 160 . The length of the slot 164 is less than the length of the associated panel 160 . A respective slot block 170 may be slidably disposed in each slot 164 . The upstream end of each slot 164 preferably includes an enlarged or keyed portion 164a, discussed in greater detail below.

Metal lath 166 may be welded to first end 161 of each panel 160 along edges 181 , 182 and midway therebetween. Refer to Figure 8. For some applications, metal lath 166 may have a length of approximately 12.25 inches and a width of approximately 2.5 inches. The length of each metal lath 166 is preferably equal to the width of each panel 160 between each longitudinal edge 181 and 182 . Mechanical fasteners 167 , 168 and 169 may be used to attach each metal lath 166 to the posts 68 of the associated panel support frame 69 . Mechanical fasteners 167, 169 are substantially identical. Metal lath 166 provides greater contact for mounting end 161 of panel 160 to each panel support frame 60a-60f.

In each panel 160 a notch 184 may be formed at the junction between the second end 162 and the respective longitudinal edge 181 , 182 . (See FIG. 7.) Notches 184 allow panels 160 to mate with each other in a closely stacked arrangement when energy absorbing system 20b is in its first position. As a result, the notch 184 minimizes the likelihood of the vehicle snagging the side of the energy absorbing system 20 during a "chamfer" crash or impact.

For purposes of explanation, the panels 160 shown in FIG. 7 are labeled 160a, 160b, 160c, 160d, 160e, and 160f. The longitudinal edges of panels 160a-160d are identified as longitudinal edges 181a-181d and 182a-182d, while the longitudinal edges of panel 160f are identified as longitudinal edges 181f, 182f. Additionally, for panels 160a, 160b, and 160d, ends 161 and 162 are identified as ends 161a and 162a, ends 161b and 162b, and ends 161d and 162d, respectively. Likewise, for panel 160c, the upstream end is identified as end 161c; and for panel 160e, the downstream end is identified as end 162e. Each metal lath 166 may attach the first end 161a and the first end 161d to the post 68 of the panel support frame 60c. Similarly, respective metal laths 166 are provided to securely attach the first ends 161b and 161e to the corner posts 68 of the panel support frame 6Od. As shown in Figures 8 and 9, bolts 168 extend through holes 172 in each channel block 170 and corresponding holes (not expressly shown) in panel 160b.

As shown in FIG. 9, the slot block 170 preferably includes an aperture 172 extending therethrough. A pair of fingers 174 , 176 extend laterally from one side of the slot block 170 . The fingers 174 , 176 may be sized to be received within an associated slot 164 of each panel 170 . Mechanical fastener 168 is preferably longer than mechanical fasteners 167 , 169 to fit slot block 170 . Each channel block 170 and bolt 168 cooperate to securely anchor the end 161 of the inner panel 160 to the associated post 68 or 69 while allowing the outer panel 160 to slide longitudinally relative to the associated post 68 or 69 .

During some vehicle impacts, the panel support frames 60a-60e and associated panels 160 may move to a second position such as that shown in FIG. 4B. As a result, repair and reassembly of energy absorbing system 20b may be more difficult. However, the enlarged portion 164a of the slot 164 cooperates with the associated slot block 170 to allow each panel 160 to be more easily detached from the associated panel support frame 60 .

For some applications, the length of the enlarged portion 164a may be about equal to or greater than the combined length of the three slot segments 170 . The enlarged portion 164a and associated channel block 170 cooperate to substantially reduce or eliminate many of the sticking or interference problems that may be caused by an impacting vehicle moving the energy absorbing system from the first, extended position to the second, collapsed position. See, eg, Figures 4A and 4B.

The energy absorbing system 20c shown in FIGS. 10-16 may include a carriage assembly 40c and a plurality of energy absorbing assemblies 286 aligned along respective rows 288 and 289 extending substantially longitudinally from the obstacle and substantially parallel to each other. . For some applications, each row 288 , 289 may include two or more energy absorbing assemblies 286 . Energy absorbing assemblies 286 in row 288 may be spaced laterally from energy absorbing assemblies 286 in row 289 . See Figures 12, 13 and 16.

The carriage assembly 40c may have a modified configuration similar to the carriage assembly 40b. The energy absorbing assemblies 286 may be secured to one another by the plurality of cross braces 24 . The cooperation between the cross brace 24 and the energy absorbing assembly 286 results in a relatively rigid frame structure for the energy absorbing system 20c. As a result, energy absorbing system 20c is better able to absorb impacts from a motor vehicle impacting sled assembly 40c off-center of end portion 21 or impacting end portion 21 at an angle that is not substantially parallel to energy absorbing assembly 286 .

Energy absorbing assembly 286 may be securely attached to concrete matrix 308 in front of the obstacle using crossbars 24 and bolts 26 as described above with respect to energy absorbing system 20b and energy absorbing assembly 86 . A crossbar attachment 300 (described in more detail below) may be used to securely engage the energy absorbing assembly 286 with each crossbar 24 . Each row 288, 289 of energy absorbing assemblies 286 may have a respective first end 287 that substantially corresponds to first end 21 of energy absorbing system 20c.

The carriage assembly 40c may be disposed adjacent the first end 287 of the rows 288, 289, and the breaker 216 is aligned with the respective energy absorbing assembly 286 prior to a vehicle impact. For the embodiment represented by energy absorbing system 20c, shredder 216 may be arranged substantially vertically relative to carriage assembly 40c, energy absorbing element 100, and associated roadway (not expressly shown). Each breaker 216 may be formed from a bolt having a diameter of about 1/2 inch and a length of about 11 inches. The same materials may be used to form breaker 216 as described above with respect to breaker 116 . Each energy absorbing element 100 may be arranged substantially horizontally with respect to the associated breaker 216 and the roadway. See Figure 12.

A pair of ramps 32 may be provided at the end 21 of the energy absorbing system 20c to prevent small vehicles or vehicles with low ground clearance from directly striking the first ends 287 of the rows 288,289. Various types of ramps and other structures may be provided to ensure that a vehicle striking end 21 of energy absorbing system 20c properly engages carriage assembly 40c without directly contacting first end 287 of row 288,289.

Each energy absorbing assembly 286 as shown in FIGS. 10-15 may include a pair of support beams 290 disposed parallel to each other longitudinally and spaced apart from each other laterally. The crushing area 218 may be formed by the resulting longitudinal gap between each pair of support beams 290 . For some applications, support beam 290 may have a C-shaped cross-section as previously described with respect to support beam 90 or any other desirable cross-section.

For applications such as those shown in FIGS. 10-14 , support beam 290 may be described as an angle having a substantially L-shaped cross-section defined in part by first side plate 291 and second side plate 292 . The side panels 291, 292 may meet at an angle of approximately 90°. For some applications, support beams or angles 290 may be fabricated using metal rolling techniques. The use of angle iron 290 can reduce inventory requirements and reduce the cost of manufacturing and repairing related crash pads. For some applications, support beam 290 and rails 208, 209 may be formed from the same type of structural steel angle.

The L-shaped cross-sections of each support beam 290 may be arranged facing each other, thereby defining a C-shaped or U-shaped cross-section for each energy absorbing assembly 286 . For some applications, the width of side panel 291 may be substantially longer than the width of side panel 292 . For the embodiment shown in FIG. 12 , the width of each first edge panel 291 may be approximately equal to the combined width of the associated second edge panels 292 plus the width of the crushing region 218 . As a result, energy absorbing assembly 286 may have a substantially square cross-section. See Figure 12.

A plurality of apertures 98 may be formed in each second side panel 292 for attachment of one or more energy absorbing elements 100 and associated energy absorbing assemblies 286 . For some applications, such as that shown in FIG. 15 , the diameter of aperture 98 may vary along the length of each leg 292 . For example, some holes 98b may have an inner diameter selected to accommodate typically 9/16" bolts such as mechanical fasteners 250. Other holes 98a may have smaller inner diameters selected to accommodate 3/8" bolts or A stud such as mechanical fastener 260 with a 9/16" diameter shoulder and no head.

For purposes of describing various features of the invention, energy absorbing elements 100 in relation to energy absorbing assembly 286 may be identified as energy absorbing elements 100a, 100b, 100c, and 100d. For some applications, energy absorbing assembly 286 may have approximately the same overall length, width, and height as energy absorbing assembly 86 previously described. Various types of fasteners may be inserted through holes 98 in support beam 290 and corresponding holes 108 formed in energy absorbing element 100 .

A pair of energy absorbing elements 100d may be disposed on each energy absorbing assembly 286 proximate to the first end 21 of the energy absorbing assembly 20c. See Figures 11, 12 and 13. The energy absorbing element 100d is shown in dashed lines in FIG. 10 . The overall length of the energy absorbing system 100d may be reduced compared to the energy absorbing elements 100a, 100b and 100c. A slot 202 may be formed in each energy absorbing element 100d to receive a respective shredder 216 .

The dimensions associated with each breaker 216 may preferably be selected to be compatible with the gap or crushing area 218 formed between the associated trough 202 and the associated support beam 290 . The dimensions may be selected to allow each breaker 216 to slide longitudinally between the second side plates 292 of the associated support beam 290 . For embodiments such as those shown in Figures 10-16, the energy absorbing element lOOd has a relatively short length. However, the length of the energy absorbing element 100d may be increased based on the amount of energy absorption required within the first stage of the associated energy absorbing system.

A plurality of holes (not expressly shown) may be formed along each first side panel 291 to allow attachment of rails 208 or 209 and associated support beams 290 . For example, see Figure 10-13. Various welding techniques and/or other mechanical attachment techniques may also be desirably used to securely mate rails 208 and 209 with respective energy absorbing assemblies 286 . The rails 208, 209 cooperate with each other to allow the carriage assembly 40c to move longitudinally from the first end 21 of the energy absorbing assembly 20c towards the associated obstacle. The first side plate 211 of the rails 208 , 209 may be attached to the first side plate 291 of the associated support beam 270 .

For some applications, shredder 216 may be installed as part of replaceable module 220 . As shown in FIGS. 10 , 11 and 12 , each module 220 may include a respective support plate 222 disposed between the breaker 216 and the bottom bracket 51 . The support plate 222 is shown in dashed lines in FIGS. 10 and 13 . Each pair of angles or brackets 228 , 229 may be attached to the bottom bracket 51 extending in the direction of the associated row 288 , 289 . Each pair of angles 228, 229 may be spaced apart from each other to slidably receive a respective module 220 therein. For some applications, the upper portion of each module 220 may be enlarged to have a respective shoulder portion (see FIG. 10 ). As a result, the module 220 can be inserted between each pair of angle bars 228 or 229 with the shoulder resting on each pair of angle bars 228 or 229 .

For some applications, support plate 222 may be modified to have a blunter crushing surface formed on each downstream edge facing each energy absorbing assembly 286 . For such embodiments, the blunt breaking surface may be formed as an integral part of the support plate 222 (not expressly shown). Support plate 222 may be formed from substantially the same material that forms breaker 216 .

For some applications, each detent handle 240 may extend through an opening (not expressly shown) in each module 220 and associated bracket 228 or 229 . See Figure 12. A cotter pin 242 or similar device may be used to releasably engage the detent handle 240 with the associated module 242 and bracket 228 or 229 . In the event of breaker 216 failure or damage, associated cotter pin 242 may be removed to allow detent handle 240 to disengage from associated module 220 and respective bracket 228 or 229 . Modules 220 can then be disassembled and damaged breakers 216 can be replaced.

For some applications, each breaker 216 may have threads formed at opposite ends thereof to receive respective nuts 232 . See Figure 12. The support plate 220 may have appropriately sized openings to receive each breaker 216 therethrough. A nut 232 may be attached to the threaded portion of each breaker 216 to securely engage the breaker 216 with the associated support plate 222 . Various other mechanisms and techniques may be used as desired to releasably engage the breaker 216 and the carriage assembly 40c. The invention is not limited to modules 220 , vertical support plates 222 , stop handles 240 or nuts 232 .

The carriage assembly 40c may include corner posts 42, 43 and other features of the carriage assembly 40b previously described. Top bracket 141 and bottom bracket 51 preferably extend laterally between corner posts 42 and 43 . The bottom bracket 51 may be disposed proximate to the second side panel 212 of the rails 208 , 209 . See Figure 12. The dimensions and materials used to form the bottom bracket 51 may be selected to provide sufficient strength for the transfer of energy from the impacting vehicle to the breaker 216 and associated energy absorbing element 100 . The height of the bottom bracket 51 and the length of the side panels 42 , 43 may be selected to provide sufficient clearance between the bottom of the corner posts 42 , 43 relative to the concrete matrix 308 and the crossbar 24 . See Figure 12. The dimensions of the bottom bracket 51 and the corner posts 42 , 43 cooperate with each other to reduce the possibility that any portion of the carriage assembly 40 c may contact portions of the crossbar 24 and/or anchor bolts 26 . As a result, the carriage assembly 40c can be reused after a vehicle impact.

For some applications such as those shown in FIGS. 10 , 11 and 12 , a pair of hooked plates 268 , 269 may be attached near the end corners 43 , 42 . A respective contact plate 266 may be attached to each pair of hook plates 268 , 269 . Hook plates 268 , 269 and associated contact plates 266 may cooperate with adjacent portions of rails 208 to resist side impacts to carriage assembly 40b and maintain carriage assembly 40b slidably disposed on rails 208 , 209 . The hook plate 269 and associated contact plate 266 may cooperate with adjacent portions of the guide rail 209 for similar purpose and function.

Gussets may be disposed between the corner posts 42, 43 and the bottom bracket 51 to provide additional structural support. One or more reinforcing brackets or angles (not expressly shown) may be disposed on bottom bracket 51 adjacent to a portion of module 220 .

A pair of brackets 148 , 149 may extend obliquely from the top bracket 141 to a position immediately above the rails 208 , 209 . Brackets 48 , 49 may extend longitudinally from bottom bracket 51 and engage brackets 148 , 149 adjacent respective rails 208 and 209 . For some applications, the horizontal brackets 48, 49 may be formed from angle iron. Cross braces 143, 144 may securely mate with horizontal braces 48, 49 in a generally X-shaped pattern. The horizontal bracket 145 may be disposed between the inclined brackets 148 and 149 .

Guide assemblies 58 , 59 may be attached to each end of tilt brackets 148 , 149 . The guide assemblies 58 , 59 may have similar features and characteristics as the guide assembly 54 . The guide assemblies 58 , 59 may be formed from angle iron having dimensions compatible with the associated guide rails 208 , 209 . The guide assemblies 58, 59 cooperate with each other to allow the carriage assembly 40c to slide longitudinally along the guide rails 208, 209 in the direction of the associated obstacle.

The guide assemblies 58 , 59 may include respective first side panels 57 extending downward relative to the associated guide rails 208 , 209 . Side plates 57 cooperate to maintain carriage assembly 40c disposed on rails 208, 209 and breakers 216 aligned with respective crushing areas 218 during a vehicle impact, and simultaneously allow carriage assembly 40c to be oriented along rails 208, 209 in relation to each other. The obstacle slides vertically. Side plates 57 cooperate to limit undesired lateral movement of carriage assembly 40c in response to a side impact. The inertia of the carriage assembly 40c and the friction associated with the sliding of the guide assemblies 58, 59 and bottom bracket 51 on the side panels 212 of the guide rails 208, 209 assist in the deceleration of the impacting vehicle.

A plurality of mechanical fasteners may be used to securely engage the energy absorbing element 100 with the associated support beam 290 to form the energy absorbing assembly 286 . By mounting the energy absorbing assembly 286 with the associated energy absorbing element 100 in a substantially horizontal orientation relative to the other components of the energy absorbing system 20c and the associated roadway, mechanical fasteners can be more easily accessed for replacing damaged components and installing new components . See Figure 13.

For example, bolts 250 and associated nuts 252 may be used to securely engage one or more energy absorbing elements 100 with respective support beams 290 . A plurality of grub bolts 260 may also be used to releasably fasten the energy absorbing element 100 to the associated support beam 290 . The dimensions associated with the headless bolt 260 and the corresponding opening 108 in the associated energy absorbing element 100 can be selected such that the energy absorbing can be installed and removed after disengagement of the mechanical fastener 250 and without disengagement of the headless bolt 260 Element 100. For embodiments such as those shown in Figures 14 and 15, the bolts 250 and washers 254 are removable to allow detachment of the doubler 114 from the associated energy absorbing elements 100a, 100c. The nut 252 will preferably remain in a secure fit with the associated nut fastener 280 .

For some embodiments of the present invention, such as represented by energy absorbing system 20c, each energy absorbing element 100 may have a generally elongated rectangular configuration partially bounded by a first longitudinal edge 121 and a second longitudinal edge 122 . See Figures 15 and 16. A first row of openings 108 may be formed in each energy absorbing element 100 adjacent to the first longitudinal edge 121 . A second row of openings 108 may be formed in each energy absorbing element 100 adjacent to a respective second longitudinal edge 122 . A third row of openings 110 with panels 112 therebetween may be formed in each energy absorbing element 100 between the first row of openings 108 and the second row of openings 108 . See Figures 15 and 16.

For some applications, the energy absorbing system 20c may have a relatively gentle first stage, a second stage with enhanced energy absorbing capabilities, and a third stage designed to absorb energy from high speed and/or heavier vehicles. The length of the energy absorbing element 100d during the first stage may be increased and/or decreased to vary the amount of energy absorbed during the initial impact of the vehicle with the carriage assembly 40c.

The second stage of the energy absorbing system 20c may comprise an energy absorbing element 100a with a variable spacing between the associated opening 110 and the associated plate 112 . For an embodiment such as that shown in FIG. 16, the first portion of each energy absorbing element 100a may include an opening 110 having a diameter of about 1 inch, with a spacing between the centers of adjacent openings 110 of about 2 inches. The central portion of each energy absorbing element 100a may include openings 110 having a diameter of about 1 inch, and the spacing between the centers of adjacent openings 110 is about 3 inches. As a result, the length of segment 112a in the first portion of each energy absorbing element 100a may be about 1 inch. Each segment 112b in the middle portion of the energy absorbing element 100a may have a length of about 2 inches.

When the vehicle initially impacts the carriage assembly 40c, a portion of the vehicle's energy is absorbed in the first stage. When shredder 216 cooperates with energy absorbing element 100a, the amount of energy absorbed by segment 112a can be increased compared to the first stage (energy absorbing element 100d), but can be kept at a low level compared to the energy absorbed by segment 112b. value. The increased length of the segment or plate 112b results in enhanced deceleration compared to the shorter segment 112a. Accordingly, as the shredder 216 moves through the intermediate portion of each energy absorbing element 100a, a substantial amount of energy may be absorbed.

As the striking vehicle begins to slow down, less energy absorption is required to prevent unrestrained passengers from striking parts of the vehicle. Accordingly, the spacing between holes 110 in the third or final portion of each energy absorbing element 100a may be reduced. For example, segment 112c may have approximately the same length as segment 112a, or the length of segment 112c may be even further reduced compared to the length of segment 112a.

For many vehicle crashes, most of the energy absorption can occur in phases one and two. However, for very high speed and/or heavier vehicles, the breaker 216 may be mated with the energy absorbing element 100b in stage three. For some applications, the thickness of the energy absorbing element 100b in stage 3 may increase considerably. Optionally, the spacing between holes 110 in stage 3 can be increased considerably. The teachings of the present invention allow energy absorbing element 100 to be modified to provide the desired deceleration for a variety of vehicles traveling at a variety of speeds without causing injury to unrestrained occupants of the vehicle.

For some applications, two or more energy absorbing elements 100 may be arranged on the second side plate 292 of each support beam 290 . For an embodiment such as that shown in Figure 14, the thickness of the energy absorbing elements 100a, 100c may vary. Additionally, the spacing between the individual openings 110 formed in each energy absorbing element 100a, 100c and/or the size of the openings 110 may also vary.

As mentioned above, the present invention allows reducing the number of mechanical fasteners that must be engaged or disengaged during the replacement of a broken or broken energy absorbing element 100 . As shown in FIGS. 14 and 15 , one or more headless mechanical fasteners or bolts 260 may be disposed between each mechanical fastener 250 . For some applications, the liner or reinforcing backing 114 may be disposed on the energy absorbing element 100 opposite the second side panel 292 of the associated support beam 290 . The liner or reinforcing backing 114 increases the holding force of the associated fastener 250 while allowing the use of grub bolts 260 . For some applications, such as shown in FIG. 13 , multiple pairs of backing plates (labeled 114a - 114h ) may be used to securely mate each energy absorbing element 100 with an associated energy absorbing assembly 286 . Each backing plate 114 preferably includes a hole 124 corresponding in diameter to the associated hole 108 formed along the longitudinal edge 121 , 122 of each energy absorbing element 100 . Apertures 124 formed in backing plate 114 may preferably be selected to accommodate bolts 250 and grub bolts 260 .

Various techniques and processes may be desirably used to fabricate and assemble energy absorbing assemblies in accordance with the teachings of the present invention. For example, an energy absorbing assembly 286 such as that shown in FIGS. 98b. For embodiments such as those shown in Figures 13, 14, 15 and 16, three small holes 98a may be arranged between adjacent large diameter holes 98b. The energy absorbing element 100 and liner 114 may be releasably attached to each second side panel 292 .

A headless bolt 260 can be inserted through each small diameter hole 98a. The shoulder 264 on each grub 260 preferably mates with an adjacent portion of the second side plate 292 . Each nut 262 may mate with a threaded portion of each grub 260 extending through the second side plate 292 . One or more energy absorbing elements 100 may be placed or stacked on each second side plate 292 by inserting the grub bolt 260 through the associated aperture 108 . A backing plate 114 may also be placed on each energy absorbing element 100 by inserting a grub bolt 260 through the associated hole 124 . Each mechanical fastener 250 may then be inserted through the associated opening 124 in the backing plate 114 , the opening in the energy absorbing element 100 , and the large diameter opening 98b in the associated second side plate 292 . A washer 254 may be disposed between the head of the bolt 250 and the backing plate 114 . Next, a nut 252 may securely cooperate with each bolt 250 to securely attach the energy absorbing elements 100a, 100c and respective support beams 290 . The backing plate 114 effectively increases the "clamping force" of the associated bolt 250 and nut 252 .

For some applications, such as those shown in FIGS. 14 and 15 , a respective nut fastener 280 may be disposed on each second side panel 292 opposite the energy absorbing element 100 . Each nut fastener 280 preferably includes at least one opening in which each nut 252 is disposed. Nut fastener 280 allows mating and disengagement of associated mechanical fastener 250 without the need to clamp nut 252 . Thus, when the energy absorbing assembly 286 is disposed in a substantially horizontal position with the energy absorbing element 100 , only engagement with the head of the mechanical fastener 250 is required to engage and disengage the mechanical fastener 250 from each nut 252 .

Nut fastener 280 may be formed in various configurations and orientations. For some applications, nut retainer 280 may include one or more appendages (not expressly shown) to ensure alignment of each nut 252 with a respective opening 98b. For other applications, each nut fastener 280 may include a generally rectangular plate 282 having a first opening 284 and a second opening 286 therein. The first interface opening 284 may optionally receive the associated nut 252 . The second opening 286 is preferably smaller than the first opening 284 . The second opening 286 may be sized to receive the threaded portion of the associated head bolt 260 . A retaining plate 296 may be attached to the nut fastener 280 opposite the second side plate 292 of the support beam 290 . The retaining plate 296 may also include a first hole 298 sized to receive the threaded portion of the associated mechanical fastener 250 and a second hole 299 sized to receive the threaded portion of the headless bolt 260 . For some applications, the fastener plate 282 and retainer plate 296 may be installed on the associated grub 260 before the nut 262 engages the respective threaded portion. The hole 298 of each retaining plate 296 having the nut 252 disposed therein is preferably aligned with the associated large diameter hole 98 in the second side plate 192 of the associated support beam 290 . The holes 299 in each retaining plate 296 are preferably aligned with the associated small diameter holes 98a in the second side plate 192 of the associated support beam 290 .

For some applications, the energy absorbing element 100d may be attached to the associated support beam 290 by four mechanical fastening bolts 250 and without a backing plate. Energy absorbing elements 100a may be attached to associated support beams 290 by eight backing plates and twenty-four mechanical fasteners 250 . The energy absorbing element 100b may also be attached to an associated support beam 290 by eight backing plates and twenty-four mechanical fasteners 250 . For some applications, the length of energy absorbing system 20c may be increased by adding more energy absorbing assemblies 286 .

Various types of mechanisms may be used to engage energy absorbing assembly 286 with crossbar 24 as desired. For an embodiment such as that shown in FIG. 14 , each crossbar attachment 300 may have the general configuration of an angle defined in part by legs 301 , 302 . A plurality of mechanical fasteners 304 may be disposed between openings formed in side panels 301 and securely engage corresponding holes (not expressly shown) formed in first side panels 291 of associated support rods 290 . The second side plate 302 of each rail attachment 300 may be welded or otherwise securely attached to the associated rail 24 .

Technical advantages of the present invention may include providing a modular base unit that may be pre-assembled prior to shipment to a curbside location. For some applications, each modular base unit may include row 188, 189 or row 288, 289, carriage assembly 40b or 40c, and panel support frame 60a-60g with panel 160 mounted in its first position. The use of modular base units can minimize repair time at road locations and allow for more efficient and economical repair of damaged modular base units at remote repair shop locations.

Energy absorbing assembly 86 or 286 and breakers 116 and 216 may also be used in various mobile applications, such as truck mounted dampers. The present invention is not limited to relatively stationary applications such as those represented by energy absorbing systems 20, 20a, 20b, and 20c. For a truck mounted damper, such as that described in US Patent No. 5,947,452, the energy absorbing assembly 86 or 286 may be attached to and extend rearwardly from a truck or other vehicle (not expressly shown). An impact head (not expressly shown) may be positioned at the end of the energy absorbing assembly 86 or 286 opposite the truck or other vehicle. Each breaker 116 or 216 may be mounted on a truck or other vehicle opposite the impact head. Each shredder 116 or 216 may be aligned with a respective energy absorbing assembly 86 or 286 as previously shown. When the second vehicle contacts the striker, the breakers will remain stationary relative to the energy absorbing assembly as the energy absorbing assembly moves past each breaker. The breaker works as discussed above and energy is dissipated causing the second vehicle to slow and then stop.

Although the present invention has been described in detail, it should be understood that the various changes, substitutions and alterations could be made hereto without departing from the spirit and scope of the invention defined by claims.

Claims (20)

1. an energy absorber system (20), can operate to minimize the consequence of the shock between vehicle and obstruction, and it comprises following characteristics:

Described energy absorber system (20) has first end and the second end;

The described the second end layout adjacent with described obstruction of described energy absorber system (20), and described first end is from described the second end longitudinal extension;

Carriage assembly (40), is arranged near the described first end of described energy absorber system (20) slidably;

The first row energy-absorbing assembly (86,286) and the second row energy-absorbing assembly (86,286) that extend from described obstruction;

Described the first row and the second row energy-absorbing assembly (86,286) are mutually spaced;

Each energy-absorbing assembly (86,286) has at least one energy absorbing element (100);

Described carriage assembly (40) has the first destroyer and the second destroyer that are mounted thereon and are basically perpendicular to correlation energy absorber element (100) aligning; And

Described carriage assembly (40) has the first end in the face of the oncoming vehicles, and vehicle causes each destroyer by the kinetic energy of described vehicle that the part fragmentation of relevant described energy absorbing element (100) is dissipated to the shock of the described first end of described carriage assembly (40) thus;

Described the first row energy-absorbing assembly attaching has the first guide rail;

Described the second row energy-absorbing assembly attaching has the second guide rail;

Described the first guide rail and described the second guide rail are mutually spaced;

Described carriage assembly has and is arranged in slidably the first arrangement for guiding on described the first guide rail and is arranged in slidably the second arrangement for guiding on described the second guide rail.

2. energy absorber system as claimed in claim 1 (20), also comprises following characteristics:

Multiple panel support frame (60a-60e), are arranged on described the first guide rail and described the second guide rail between described carriage assembly (40) and described obstruction slidably;

Described panel support frame (60a-60e) is mutually longitudinally-spaced; And

Multiple panels (160), are attached to described panel support frame (60a-60e) and the opposite flank longitudinal extension along described energy absorber system (20).

3. energy absorber system as claimed in claim 1 (20), also comprises following characteristics:

Be formed on each cannelure (164a) in each panel (160);

Be arranged in slidably the relevant geosynclinal block (170) in each groove;

One of each geosynclinal block (170) and described panel support frame (60a-60e) attaching securely, to allow described panel support frame and relevant described panel vertically moving relative to each other; And

Each cannelure (164a) has size than the relevant larger enlarged of described geosynclinal block (170), and in the time that described geosynclinal block (170) is disposed in described in each enlarged in, relevant described panel can be dismantled from relevant described geosynclinal block and attached described support frame thus.

4. energy absorber system as claimed in claim 1 (20), wherein, each described destroyer is constructed to have the cylindrical bar of circular cross section.

5. energy absorber system as claimed in claim 1 (20), wherein each energy-absorbing assembly also comprises:

The brace summer (290) of arranging is in parallel to each other right;

Be attached at least one energy absorbing element of every pair of brace summer (290); And

Described brace summer (290) is mutually spaced, to allow destroyer described in each to coordinate with described at least one energy absorbing element, to dissipate from the energy of described vehicle.

6. energy absorber system as claimed in claim 5 (20), also comprises and has roughly each brace summer of C shape cross section.

7. energy absorber system as claimed in claim 5 (20), also comprises and has roughly each brace summer of L shaped cross section.

8. energy absorber system as claimed in claim 1 (20), also comprises:

Multiple panel support frame (60a-60e), are arranged on the first guide rail and the second guide rail between described carriage assembly (40) and described obstruction slidably;

Described panel support frame (60a-60e) is mutually longitudinally-spaced; And

Multiple panels (160), be attached to described panel support frame (60a-60e) and the opposite flank longitudinal extension along described energy absorber system (20), each panel be constructed to adjacent panel against, and each panel comprises:

The first longitudinal edge and the second longitudinal edge;

First end, it is contrary with the second end, and the described the second end of each panel is constructed to the first end of adjacent panels overlapping; And

Breach, it is formed on described the second end

junction between each in described the first longitudinal edge and described the second longitudinal edge.

9. energy absorber system as claimed in claim 8 (20), also comprises following characteristics:

Be formed on each cannelure (164a) in each panel;

Be arranged in slidably the relevant geosynclinal block (170) in each groove;

One of each geosynclinal block (170) and described panel support frame (60a-60e) attaching securely, to allow described panel support frame and relevant described panel vertically moving relative to each other; And

Each cannelure (164a) has size than the relevant larger enlarged of described geosynclinal block.

10. energy absorber system as claimed in claim 1, wherein

Described the first guide rail and described the second guide rail extend between the described first end of described energy absorber system (20) and the described the second end of described energy absorber system (20);

Described energy absorber system also comprises:

Multiple panel support frame (60a-60e), are arranged on the described guide rail between described slide assemblies (40) and the described the second end of described energy absorber system (20) slidably;

Described panel support frame (60a-60e) has longitudinally-spaced primary importance mutually;

Multiple panels (160), it is attached to described carriage assembly (40) and described panel support frame (60a-60e);

Cannelure (164a), is formed in each described panel (160);

Each geosynclinal block (170), is arranged in each groove slidably;

Each geosynclinal block (170) coordinates with one of described panel support frame (60a-60e) respectively, to allow described panel support frame and panel vertically moving relative to each other; And

Enlarged, is formed near the upstream extremity of each cannelure (164a), to allow relevant panel to dismantle from panel support frame described in each at vehicle to after described carriage assembly (40) collision.

11. energy absorber systems as claimed in claim 1 (20), also comprise:

Brace summer (290) is right, described brace summer (290) is to being formed at least one of described energy-absorbing assembly (86,286), and at least one in described energy absorbing element is attached to described brace summer (290);

Be formed on the multiple openings in each brace summer and be formed on the corresponding opening in each energy absorbing element;

Multiple machanical fasteners (250), extend through respectively the corresponding described opening in described opening and the described brace summer (290) in described energy absorbing element;

Liner plate (114), is arranged on each energy absorbing element on the contrary with brace summer described in each; And

Be formed on the multiple openings in each liner plate (114), each machanical fastener (250) extends through one of described opening in each described liner plate (114).

12. energy absorber systems as claimed in claim 11 (20), also comprise following characteristics:

Each energy absorbing element have by the first longitudinal edge and the second longitudinal edge portions the basic elongate rectangular that defines construct;

The first row opening and the second row opening, it forms along the first longitudinal edge and second longitudinal edge of each energy absorbing element respectively; With

The third line opening, its length along each energy absorbing element is extended between described the first row opening and described the second row opening, between described the third line opening, has arranged plate.

13. energy absorber systems as claimed in claim 12 (20), wherein said machanical fastener (250) also comprises:

Multiple stud bolts (260), coordinate securely with each opening in described brace summer (290); And

Described stud bolt (260) and the size that is formed on each opening in described the first row opening and the described second row opening of each energy absorbing element are selected to and allow in the situation that relevant described brace summer (290) shirks, not mount and dismount each energy absorbing element at described stud bolt (260).

14. energy absorber systems as claimed in claim 13 (20), also comprise:

Multiple tap bolts, coordinate with each opening in described the first row and described second row of each energy absorbing element and each opening in described brace summer (290); And

At least one of described stud bolt (260) is arranged between described tap bolt.

15. energy absorber systems as claimed in claim 11 (20), also comprise:

At least one nut fastener (280), coordinates with each brace summer on the contrary securely to relevant described energy absorbing element;

Nut, is arranged in each nut fastener (280); And

Described nut can operate to receive the bolt of one of described opening extending through in relevant described energy absorbing element, thereby described energy absorbing element is coordinated securely with described brace summer.

16. energy absorber systems as claimed in claim 15 (20), wherein said nut fastener (280) also comprises:

Plate, has size and is attached to the associated support beam basic rectangular configuration of compatibility mutually;

Be arranged in the first opening in fastener plate and be arranged in the second opening in described fastener plate;

The size of described the first opening is set to receive the first machanical fastener that extends through relevant described energy absorbing element and described brace summer (290); And

The size of described the second opening is set to receive the second machanical fastener that extends through relevant described energy absorbing element and described brace summer.

17. energy absorber systems as claimed in claim 16 (20), also comprise:

Holding plate, with described brace summer (290) on the contrary attaching in described fastener plate;

The first end of described holding plate coordinates securely with described the first machanical fastener; And

The second end of described holding plate is arranged near described nut, so that described nut is releasably clamped in described fastener plate.

18. 1 kinds for absorbing energy to be minimized in the method for consequence of the collision between oncoming vehicle and the obstruction travelling on road, comprising:

Energy-absorbing assembly (86 is installed, 286) right, each energy-absorbing assembly has correlation energy absorber element (100), the first end of each energy-absorbing assembly is in the face of described oncoming vehicle, and the second end of each energy-absorbing assembly layout adjacent with described obstruction;

Carriage assembly (40) is installed, described carriage assembly has and described energy-absorbing assembly (86,286) destroyer (116 of the adjacent layout of described first end, 216) right, described carriage assembly (40) is arranged between described oncoming vehicle and the described first end of described energy-absorbing assembly (86,286); And

With respect to described energy-absorbing assembly (86,286) aim at described carriage assembly (40) and each described destroyer (116,216), described destroyer is orientated and is basically perpendicular to described energy-absorbing assembly (86,286) energy absorbing element described in each (100), wherein

Described energy-absorbing assembly is to comprising the first row energy-absorbing assembly and the second row energy-absorbing assembly, and described the first row and the second row energy-absorbing assembly mutually spaced,

Described the first row energy-absorbing assembly attaching has the first guide rail, and described the second row energy-absorbing assembly attaching has the second guide rail, and described the first guide rail and described the second guide rail are mutually spaced; And

Described carriage assembly has and is arranged in slidably the first arrangement for guiding on described the first guide rail and is arranged in slidably the second arrangement for guiding on described the second guide rail.

19. methods as claimed in claim 18, also comprise the state of essentially horizontally arranging with respect to described road with energy absorbing element described in each (100), and each energy-absorbing assembly is installed.

20. methods as claimed in claim 18, also comprise the state of arranging substantially vertically with respect to described road with energy absorbing element described in each (100), and each energy-absorbing assembly is installed.

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