HK1159199B - Energy attenuating safety system - Google Patents

Description

Energy-weakening safety system

Description of divisional applications

The application is a divisional application of an invention patent application with the application number of 200480036741.X, the application date of 2004, 12 and 9, and the invention name of the invention is "energy weakening safety system".

Technical Field

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

Background

Various impact-attenuation devices and energy-absorbing systems have been used to prevent or reduce damage caused by collisions between a moving motor vehicle 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 to absorb energy when a material, such as sand, is accelerated during an impact. Other crash barriers include deformable elements.

Some of these devices and systems have been developed for use with narrow roadside obstacles or obstructions, such as at the end of a center guardrail, the end of a guardrail along the edge of a roadway, large sign posts adjacent to a roadway, and piers or center piers. Such impact-attenuation devices and energy-absorbing systems are installed in a manner that minimizes the extent of personal injury and damage to the impacting vehicle and any structures or equipment associated with roadside obstructions.

Examples of universal impact attenuating devices are shown in the following patents: U.S. Pat. No.5,011,326 entitled "NarrowStationary Impact assessment System"; U.S. Pat. No.4,352,484 entitled "Shear Action and Compression Energy Absorber"; U.S. Pat. No.4,645,375 entitled "Stationary image Activity System"; and U.S. patent No.3,944,187 entitled "Roadway image adapter". Examples of dedicated energy absorbing systems are shown in the following patents: U.S. patent No.4,928,928 entitled "guardairextruder Terminal"; and U.S. patent No.5,078,366 entitled "guardairextruder Terminal". Examples of energy absorbing systems that meet the requirements for use in highway barrier systems are shown in the following patents: U.S. Pat. No.4,655,434 entitled "Energy absorbing Guardrain Terminal"; and U.S. Pat. No.5,957,435 entitled "Energy-Absorbing guiding End Terminal and Method".

Examples of impact attenuating devices and energy absorbing systems suitable for use with highway service vehicles moving or stopping at low speeds are shown in the following patents: U.S. Pat. No.5,248,129 entitled "Energy Absorbing Roadside CrashBar"; U.S. patent No.5,199,755 entitled "Vehicle image accessing device"; U.S. patent No.4,711,481 entitled "Vehicle image accessing device"; U.S. patent No.4,008,915 entitled "Impact Barrier for Vehicles".

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

A recommendation procedure for evaluating various types of road safety devices, including crash pads, is introduced in the national collaborative road research project (NCHRP) report 350. Crash pads are generally defined as devices designed to safely stop an impacting vehicle over a relatively short distance. NCHRP report 350 also further classifies the crash pad as "redirected" or "non-redirected". The redirected crash pad is designed to receive and redirect vehicles impacting downstream from a front end or end of the crash pad, where the front end (nose) or end of the crash pad extending from a roadside hazard faces an oncoming vehicle. The non-redirecting crash pad is designed to receive and capture a vehicle impacting downstream from the front end of the crash pad.

Redirected crash pads are further classified as either "gated" or "gated" devices. Gated crash pads are designed to allow controlled penetration of the vehicle between the front end of the crash pad and the beginning of the desired Length (LON) of the crash pad. The non-gated crash pad may be designed to have redirection capability along its entire length.

Disclosure of Invention

In accordance with the teachings of the present invention, the disadvantages and limitations associated with previous energy absorbing systems and impact-attenuation devices have been substantially reduced or eliminated. One aspect of the present invention includes an energy absorbing system that may be mounted adjacent roadside or on-road obstacles to protect the occupants of a vehicle during a collision with such obstacles. The system may include at least one energy absorbing assembly that dissipates energy from a vehicle impacting one 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 break or fracture to dissipate kinetic energy from the vehicle and provide an acceptable range of deceleration to minimize injury to vehicle occupants. Each energy absorbing element may be arranged substantially perpendicular to the associated breaker. For some applications, each breaker may be disposed substantially horizontally relative to the associated energy absorbing element. For other applications, each breaker may be disposed substantially vertically with respect to the energy absorbing element.

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

The disabling mechanism associated with moving a substantially vertically oriented breaker through the fixed plate includes a series of smaller thumbnail-sized blocks that are crushed or broken or fractured from the fixed plate in front of the breaker as the breaker is advanced longitudinally through the fixed plate. For other applications, a shredder oriented substantially perpendicular to the fixed plate may produce a single line failure ahead of the shredder as the shredder moves longitudinally through the fixed plate. The fractured material may deflect unidirectionally or otherwise around the disruptor. In connection with the teaching of the present invention, the cooperation between the breakers and the energy absorbing element having openings and plates results in a substantially coherent, reliable failure mode which is activated again each time the breaker is moved from one opening through the relevant plate to another.

According to another aspect of the invention, a crash pad may be provided with a crusher 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, light weight vehicles and/or slow moving vehicles. The crash pad can have a middle 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 an 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 panels or segments between the openings, and/or the size of each energy absorbing element. For some applications, the 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: relatively low cost crash pads and other types of safety systems are provided that meet the NCHRP report 350 standard, including test Standard grade 3. A safety system having an energy absorbing assembly incorporating teachings of the present invention may be satisfactorily used in harsh environmental conditions and is not sensitive to cold or moisture. The system can be easily installed, operated, inspected and maintained. The system may be installed on new or existing asphalt or concrete mats. The modular safety system incorporating teachings of the present disclosure may eliminate or greatly reduce field assembly of impact-attenuation devices and energy-absorbing components. The easy replacement parts allow for quick, low cost repairs after harmful impacts and side crashes. The removal of the easily deformable or pliable material further minimizes any damaging effects from harmful impacts and/or side impacts to the system.

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

Technical advantages of the present invention may also include: one or more energy absorbing assemblies are mounted having individual energy absorbing elements arranged in a substantially horizontal position. As a result, the 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 teachings of the present disclosure may have energy absorbing assemblies 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 a plurality of energy-absorbing assemblies. The present invention allows for modification of the energy absorbing system to minimize injury to both restrained and unrestrained passengers in a variety of vehicles traveling at a variety of speeds.

Energy absorbing systems incorporating teachings of the present disclosure may be more easily repaired after a vehicle impact. The energy absorbing element can 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 clamping force or structural strength of three or four bolts and associated nuts. As a result, the energy absorbing element 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 crush the energy absorbing elements to dissipate energy from a vehicle impact. Each module may include an easily replaceable bolt or other type of blunt breaker. The present invention does not include any type of cutter or sharp edge. An energy absorbing system incorporating the teachings of the present invention may be installed as a modular unit, removed as a modular unit after a vehicle impact, and replaced with a new modular unit.

Drawings

A more complete understanding of the present invention may be derived by referring to the following description in conjunction with the accompanying drawings, in which like reference numbers refer to similar features, and wherein:

FIG. 1 is a schematic diagram showing an isometric view with portions broken away of a fragmenter and an energy absorbing assembly incorporating teachings of the present invention;

FIG. 2 is a schematic cross-sectional view, partially broken away, taken along line 2-2 of FIG. 1;

FIG. 3 is a schematic diagram illustrating an exploded isometric view with portions broken away of an energy absorbing assembly and energy absorbing elements having panels or segments disposed between respective openings or apertures in accordance with the teachings of the present invention;

FIG. 4A is a schematic diagram illustrating a partially removed top view of an energy absorbing system incorporating teachings of the present invention;

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

FIG. 4C is a schematic diagram illustrating a top view of another energy absorbing system incorporating teachings of the present invention;

FIG. 5 is a schematic diagram showing a partially broken away front view of an energy absorbing system incorporating teachings of the present invention;

FIG. 6 is a schematic view, partially broken away, illustrating the energy absorbing system of FIG. 5, an associated fragmenter; an exploded plan view of the energy absorbing assembly and the guide rail;

FIG. 7 is a schematic diagram illustrating an isometric perspective of stacked panels arranged along an energy absorbing system incorporating teachings of the present disclosure;

FIG. 8 is a schematic view showing a partially cut-away section of a first upstream panel and a second downstream panel slidably arranged with respect to each other;

FIG. 9 is a schematic diagram illustrating an isometric perspective view of a slot block adapted to releasably mate a panel and panel support frame in accordance with the teachings of the present invention;

FIG. 10 is a schematic diagram showing an isometric perspective view with portions removed of an energy absorbing system and associated carriage assembly incorporating teachings of the present invention;

FIG. 11 is a schematic view showing another isometric perspective view of the energy absorbing system and carriage assembly of FIG. 10 with portions broken away;

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

FIG. 13 is a schematic diagram illustrating a partially removed top view of the carriage assembly, breakers and associated energy absorbing assemblies and associated energy absorbing systems of FIG. 10;

FIG. 14 is an enlarged, fragmentary, cross-sectional elevational schematic view taken along line 14-14 of FIG. 13;

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

FIG. 16 is a schematic drawing with portions broken away showing a top view of an energy absorbing element incorporating teachings of the present invention; and is

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

Detailed Description

The present invention and its advantages are best understood by referring to figures 1-17 of the drawings, like numerals being used for like and corresponding parts of the drawings.

The terms "longitudinal," "longitudinally," and "linear" are used generically to describe the orientation and/or movement 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. The terms "lateral" and "transversely" are used generically to describe the orientation and/or movement 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. Some components of an energy absorbing system incorporating teachings of the present disclosure may be disposed at an angle or taper (not expressly shown) relative to a direction of travel of a vehicle on an adjacent roadway.

The term "downstream" is generally used to describe movement substantially parallel to and in substantially the same direction as the movement of a vehicle traveling on an associated roadway. The term "upstream" is generally used to describe movement substantially parallel to, but in a substantially opposite direction to, the movement of a vehicle traveling on an associated road. The terms "upstream" and "downstream" may also be used to describe the position of one component relative to another component in an energy absorbing system incorporating teachings of the present disclosure.

The terms "crush, broken, fracture and broken" may be used generically to describe the result of the crusher-engaging portion of an energy absorbing element according to the teachings of the present invention dissipating the energy of an impacting vehicle. The terms "fracture, broken, fracture, and broken" may also be used to describe the combined effect of pulling apart, tearing, and/or rupturing the energy absorbing element portion without cutting the energy absorbing element portion. U.S. patent No.4,655,434 entitled "Energy Absorbing guiding Terminal" and U.S. patent No.5,957,435 entitled "Energy Absorbing guiding Terminal and Method" show examples of crushing material disposed between spaced openings to absorb kinetic Energy of an impacting vehicle.

The terms "intersection" and "intersection region" may be used to describe a region where two roads diverge or merge. A triangular zone is generally bounded on both sides by road edges that join at a bifurcation or junction. Traffic flow is often the same direction on both roads. The triangular zone area may include a shoulder or a marked sidewalk between roads. The third side or boundary of the triangular zone area may sometimes be defined as approximately sixty (60) meters from the bifurcation or junction point of the roadway.

The term "roadside obstacle" may be used to describe a permanent, fixed roadside obstacle, such as a large sign post, a pier, or a central pier of a bridge or overpass. Roadside barriers may also include temporary work areas adjacent to a road or between two roads. The temporary work area may include various types of equipment and/or vehicles associated with road repair or construction. The term "roadside hazard" may also include a triple intersection area or any other building adjacent to a road and presenting a hazard 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 devices and stopped vehicles or devices. Examples of such obstacles may include, but are not limited to, road safety trailers and equipment for construction, maintenance and repair of associated roads.

The various components of an energy absorbing system incorporating teachings of the present disclosure may be formed from commercially available structural steel materials. Examples of such materials include steel strip, steel sheet, structural steel pipe, structural steel sections, and galvanized steel. Examples of structural steel profiles include W-profiles, HP-profiles, beam profiles, channel profiles, t-profiles and angle profiles. The structural steel angle section may have equal or unequal width sides (leg). The american steel structure association publishes details of various types of structural steel materials that are commercially available to meet the requirements for making energy absorbing systems incorporating the teachings of the present invention.

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

Energy absorbing systems 20, 20a, 20b, and 20c incorporating teachings of the present disclosure 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 a collision between a motor vehicle (not expressly shown) and various types of obstacles. Energy absorbing systems 20, 20a, 20b, and 20c and other energy absorbing systems incorporating teachings of the present disclosure may be used in permanent equipment and temporary work area applications. Energy absorbing systems 20, 20a, 20b, and 20c may sometimes be described as non-gated, re-directed crash pads. Energy absorbing systems 20, 20a, 20b, and 20c and other energy absorbing systems incorporating teachings of the present invention can meet or exceed the test standard level 3 requirements of NCHRP report 350.

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

For some applications, energy absorbing systems 20, 20a, 20b, and 20c may be installed as individual modular units. Also, the various components and/or subsystems of each energy absorbing system may be mounted or dismounted as separate individual modules. For example, the energy absorbing assemblies may be formed in rows and mated with respective cross bars (cross tie) and rails formed in accordance with the teachings of the present invention. The resulting base module may then be installed adjacent to the obstacle. The panel support frame and panels may also be manufactured and assembled into a module or series of modules that are delivered to the worksite for installation on an associated base module. The carriage assemblies 40, 40a, 40b and 40 may also be assembled and delivered to the worksite as a single module. A threaded member (thread) formed in accordance with the teachings of the present invention may also be installed as a replaceable module.

Energy absorbing systems 20 and 20a may include a carriage assembly 40. Energy absorbing system 20b may include a carriage assembly 40 b. Energy absorbing system 20c may include a carriage assembly 40 c. 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 20 c. The materials used to form the carriage assemblies 40, 40b, and 40c are preferably selected to allow the carriage assemblies 40, 40b, and 40c to remain intact after impact by a high speed vehicle.

The size and configuration of the first end 41 of the carriage assemblies 40, 40b and 40c, defined in part by the corner posts 42 and 43, the top bracket 141 and the bottom bracket 51, may be selected to collect or catch 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 impacting vehicle may be transferred from the first end 41 to other components of the associated carriage assembly 40, 40b or 40 c. 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 if the vehicle strikes the end portion 41 at an angle that is not parallel to the longitudinal axis of the associated energy absorbing system 20, 20a, 20b, and 20 c.

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

The roadside hazard 310 shown in fig. 4A, 4C and 5 may be a concrete fence extending along an edge or side of a road (not expressly shown). The roadside hazard 310 may also be a concrete fence that extends midway between two roads. The roadside hazard 310 may be permanent equipment or temporary equipment associated with a work area. While concrete barriers and other obstructions adjacent to or disposed in a roadway may sometimes be removed or disassembled, roadside obstructions 310 may also sometimes be described as "fixed" barriers or "fixed" obstructions. Energy absorbing systems incorporating teachings of the present invention are not limited to use with concrete barriers only. Energy absorbing systems incorporating teachings of the present disclosure may be installed adjacent to various types of obstacles facing an oncoming vehicle.

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

Each support beam 90 of the C-shaped cross-section may be disposed 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 the flanges 94, 96 to attach one or more energy absorbing elements 100 with the energy absorbing assembly 86. For one application, the support beam or trough 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. A variety of fasteners may be inserted through the holes 98 in the support beam 90 and the corresponding holes 108 formed in the energy-absorbing element 100 to satisfactorily attach the energy-absorbing element 100 and the support beam 90.

For the embodiment shown in fig. 1, 2, and 3, fasteners 103 preferably extend through respective holes 108 in energy-absorbing member 100 and respective holes 98 in flanges 94 and 96. The fastener 103 may be selected to allow easy replacement of the energy-absorbing element 100 after an impact with one end of the motor vehicle and associated energy-absorbing system.

One requirement for attaching the energy absorbing element 100 and the support beams 90 includes providing an appropriately sized crushing region 118 as shown in FIG. 3 between the support beams 90 to accommodate the associated crushers 116. For some applications, a combination of longer and shorter bolts may be used as desired. For other applications, the mechanical fastener may be a counter-threaded rivet and associated nut. A variety of countersunk rivets, bolts and other fasteners may be satisfactorily used in the present invention. Examples of such fasteners are available from Huck International, Inc. located at 6Thomas, Irvine, California 92718-. Power tools that are compatible with installing these countersunk rivets are also available from Huck International and other manufacturers.

For the embodiment shown in fig. 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, a plurality of energy absorbing elements 100 and spacers (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 that extend 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, the opening 110 may have a substantially circular configuration with a diameter of about 1 inch. As shown in fig. 1, 2 and 3, the openings 110 are preferably spaced apart from one another and have individual panels or panel segments 112 disposed therebetween. The spacing between adjacent holes 110, the size of the holes 110, and the size of the corresponding plate or segment 112 may be varied to control the amount of force or energy required to move each breaker 116 therethrough in accordance with the teachings of the present invention.

In the absence of the openings 110, the force required to move the disruptor 116 through the energy absorbing element 100 may vary depending on the particular type of failure mechanism. The failure mechanism associated with moving the disruptor 116 longitudinally through the fixed plate (solid plate) may vary along the length of the fixed plate. The presence of the opening 110 and the segment 112 results in improved repeatability and accuracy of energy absorption as the disruptor 116 moves longitudinally through the energy absorbing element 100.

The configuration and dimensions of the 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, the opening 110 may have a substantially circular, oval, slotted, 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 each segment 112 may be varied to provide a relatively "soft" deceleration upon initial impact of the vehicle with the associated energy absorbing assembly, and then increase the deceleration or increase energy absorption along the intermediate portion of the associated energy absorbing member 100. As the speed of the impacting vehicle decreases, the final portion of the associated energy-absorbing element 100 may provide a reduced deceleration or reduced energy absorption.

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 breakers 116 move through the openings 116 and associated slots, the energy absorbing elements 100 that have been separated by the slots interconnecting the openings 110 resist movement of the breakers 116. The breakers 116 may bend or otherwise deform the slots in the energy absorbing element 100, wherein energy is absorbed and dissipated.

The number of energy absorbing elements 100 and their length and thickness may vary depending on the intended application of the resulting 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 an increased amount of kinetic energy. Advantages of the present invention include the ability to vary the geometric configuration and number of openings 110 and segments 112 and to select appropriate materials for forming energy-absorbing element 100 depending on the intended application of the formed energy-absorbing assembly. The energy absorbing elements 100 and other components of the energy absorbing systems incorporating teachings of the present disclosure may be plated to ensure that they maintain their desired tensile strength and are not affected by environmental conditions that may cause rusting or corrosion during the useful life of the associated energy absorbing system.

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

The dimensions associated with each breaker 116 are preferably compatible with the slot 102 and the crushing region 118, with the slot 102 being formed in the end of each energy absorbing element 100 adjacent the respective breaker 116 and the crushing region 118 being formed between the associated support beams 90. The dimensions are selected to allow the breakers 116 to slide longitudinally between the flanges 94, 96 of adjacent support beams 90. For one application, the slot 102 at the first end 101 may be formed along a 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 disruptor 116 may be less than the diameter of opening 110. However, such a case is not always required. The diameter of disruptor 116 may be the same as the diameter of opening 110, or even larger than the diameter of opening 110. For some applications, the disruptor 116 may be a rod pin having a diameter of about 1/2 inches and a length of about 12 inches. The specific dimensions of the breakers 116 and associated energy absorbing elements 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, disruptor 116 may have a rockwell hardness of minimum C39. Breakers having various configurations, such as cylindrical rods having a substantially circular cross-section or rods having a substantially square or rectangular cross-section (not expressly shown), may also desirably be used in energy absorbing assemblies in accordance with the teachings of the present invention.

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

The energy absorbing element 100 may provide deceleration characteristics tailored to specific vehicle weights and speeds. For example, during the initial approximately several feet of travel of the shredder 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 breakers 116 through the associated energy absorbing assemblies 86 may provide a stopping force suitable for larger vehicles weighing about 2000 kilograms. Variations in the location, size, configuration, and number of energy-absorbing elements 100 allow energy-absorbing assembly 86 to provide a safe deceleration of the vehicle between 820 and 2000 kilograms.

Fig. 4A shows the energy absorbing system 20 in its first position, extending longitudinally from the roadside hazard 310. The carriage assembly 40, which is 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. The first end 21 of the energy absorbing system 20 (which includes the first end 41 of the carriage assembly 40) preferably faces an oncoming vehicle. The second end 22 of the energy absorbing system 20 may be securely attached to the end of the roadside hazard 310 facing the oncoming vehicle. As shown in fig. 4A, energy absorbing system 20 is generally mounted in its first position with its first end 21 longitudinally spaced from its second end 22.

A plurality of panel support frames 60a-60e may be longitudinally spaced from one another and slidably disposed between the first end 21 and the second end 22. The panel support frames 60a-60e may sometimes be referred to as "shelf assemblies". The number of panel support frames can vary depending on the desired 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-60 e. The panel 160 may sometimes be referred to as a "fender" or "fender panel". Fig. 16 shows an example of a panel support frame that meets the use requirements of energy absorbing systems 20, 20a, 20b, and 20 c.

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

Fig. 4B is a schematic diagram illustrating a top view of the carriage assembly 40 and the 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 hazard 310 is prevented by the panel support frames 60a-60 e. The position of the energy absorbing system as shown in fig. 4B may be referred to as a "second" position. During most vehicle impacts with the end 21 of the energy absorbing system 20, the carriage assembly 40 will typically only move a portion of the distance between the first position, as shown in fig. 4A, and the second position, as 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 on either side of the impact 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 60 a. In a corresponding manner, the panel 160 attached to the panel support frame 60a preferably extends beyond the corresponding portion of the panel 160 attached to the panel support frame 60 b. The various components of the energy absorbing system 20 provide substantially lateral support to the panel support frames 60a-60e and the panel 160.

The first end 161 of each panel 160 may be suitably fixedly attached to the carriage assembly 40 or to the respective panel support frame 60a-60 d. Each panel 160 may also be slidably attached to one or more downstream panel support frames 60a-60 e. The upstream panel 160 overlaps the downstream panel 160 to allow for compression or nesting of the individual panels 160 as the panel support frames 60a-60e are slid toward each other. The panel support frames 60a-60e and a subset of the panels 160 may be combined together to form a single-bay (one-bay) combination or a dual bay combination.

For purposes of illustration, the second end 162 of each upstream panel 160 shown in fig. 4A and 4B projects laterally a substantial distance where it overlaps the associated downstream panel 160. The panels 160 may be closely nested with one another to minimize lateral protrusion at the second end 162 that may catch the vehicle during a reverse angle impact of the vehicle with either side of the energy absorbing system 20.

Fig. 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 hazard 310. Energy absorbing system 20a may include a first end 21 facing an oncoming vehicle and a second end 22 securely attached to a roadside hazard 310. Energy-absorbing system 20a also includes a carriage assembly 40, panel support frames 60a-60g, and respective panels 160.

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

When the carriage assembly 40 hits the panel support frame 60a, the panel support frame 60a then contacts the panel support frame 60b, and then contacts 60c, etc., the panel support frames 60a-60g and attached panel 160 are accelerated toward the roadside hazard 310. The inertia of the panel support frames 60a-60g and the attached panel 160 contributes to the deceleration of the impacting vehicle.

If the panel support frame of a single span combination is knocked over, the single span combination will couple to its own associated panel 160 and therefore have considerable inertia. In order to soften the deceleration of the impacting vehicle, a double 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 of the double span combination (e.g., panel support frame 60d), the inertia may be equal to or slightly greater (because of the longer panel 160) than the inertia of the single span combination. However, when the second panel support frame (e.g., panel support frame 60e) of the dual span combination is contacted, the second panel support frame 60 may have a lower inertia because it is only slidingly coupled to the associated panel 160. Thus, the deceleration is somewhat reduced.

Energy absorbing system 20a has the following span combinations: 2-2-1-2-2, wherein "2" represents a double span and "1" represents a single span. From the carriage assembly 40 and moving toward the roadside hazard 310, the energy absorbing system 20a has a double span combination (naturally counting the carriage assembly 40 as one span), another double span combination, a single span combination, then a double span combination and another double span combination.

The energy absorbing system 20b as shown in fig. 5 and 6 may include a carriage assembly 40b and a plurality of energy absorbing assemblies 86, the plurality of energy absorbing assemblies 86 being aligned along respective rows 188 and 189 extending substantially longitudinally from the barrier 310 and substantially parallel to each other. The carriage assembly 40b may have a modified configuration as compared to the carriage assembly 40. For some applications, the rails 208, 209 may also be attached with the energy absorbing assembly 86. Refer to fig. 2 and 3.

The energy absorbing assemblies 86 may be secured to one another by a plurality of cross braces 24. The cooperation 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 an impact from a motor vehicle with a center impact carriage assembly 40 offset from the end 21 or with the end 21 impacting at an angle that is not substantially parallel to the energy absorbing assembly 86.

As shown in FIG. 5, the front end cover 83 is attached to the carriage assembly 40b near the first end 21 of the energy absorbing system 20 b. The front end cap 83 may be a substantially rectangular piece of flexible plastic type material. Opposite edges of the front cover 83 may be attached to corresponding opposite sides of the carriage assembly 40b at the end 41. The front end cap 83 may include a plurality of chevron-shaped reflectors 84, the reflectors 84 being visible to oncoming vehicles approaching the roadside hazard 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 20 c.

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

A pair of ramps 32 may be provided at the end 21 of the energy absorbing system 20b to prevent a small vehicle or a vehicle with a low ground clearance from directly impacting the first end 187 of the rows 188, 189. Fig. 10 shows a similar ramp 32 at the first end 21 of the energy absorbing system 20 c. If the ramp 32 is not provided, a small vehicle or a vehicle with a low ground clearance may contact one or both of the first ends 187 and experience a severe deceleration with considerable damage to the vehicle and/or injury to the occupants of the vehicle. 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 ends 187 of rows 188 and 189.

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

Tapered surface 36 may have a length of about 13.5 inches. Tapered surface 36 may be formed by cutting a structural steel angle section (not expressly shown) having nominal dimensions of 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 bottom pad".

The energy absorbing system formed in accordance with the teachings of the present invention may be mounted on or attached to a concrete or asphalt matrix (not expressly shown). For the embodiment shown in fig. 5 and 8, the concrete matrix 308 may extend both longitudinally and laterally from the roadside hazard 310. As shown in fig. 5 and 6, energy absorbing assemblies 86 are preferably disposed on a plurality of rails 24 and securely attached to rails 24. Each crossbar 24 may be fastened to the concrete matrix 308 using a respective anchor bolt 26. Various types of mechanical fasteners or anchors (anchors) other than the anchor bolts 26 may be satisfactorily used to secure the cross-bar 24 and the concrete matrix 308. The number of crossbars and the number of anchors used per crossbar may vary depending on the needs of each energy absorbing system.

The cross-bar 24 can 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 about 22 inches in length. Three holes may be formed in each crossbar 24 to receive anchor bolts 26. The crossbar 24 is placed under tension during a vehicle collision with either side of the energy absorbing system 20. The materials used to form crossbar 24 and its associated construction are selected to allow 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 length of the anchor bolt 26 may vary 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 the respective 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 teachings of the present invention are available from Hilti corporation, located in P.O. Box21148, Tulsa, Oklahoma 74121.

For purposes of describing the embodiment shown in fig. 5 and 6, the support beam 90 immediately adjacent the crossbar 24 is labeled 90 a. Each support beam 90 disposed immediately above is designated 90 b. The support beams 90a, 90b may be of substantially the same size and configuration, including respective webs 92 and a flange or flanges 94 and 96 extending therefrom. Four cross bars 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 away from the respective cross-bar 24.

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

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

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

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

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

The top bracket 141 preferably extends laterally between the corner posts 42 and 43. The bottom bracket 51 preferably extends immediately above the guide rails 208, 209 and between the 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 guide rails 208, 209. Only the bracket 148 is shown in fig. 5.

A pair of guide assemblies 54 may be attached to the ends of each of the tilt brackets 148, 149, respectively. Only one guide assembly 54 is shown in fig. 5. The dimensions of each guide assembly 54 may be selected to allow contact with the associated guide beams or rails 208 and 209. For some applications, each guide assembly 54 may be formed from relatively short angle steel of approximately the same size and configuration. The guide assemblies 54 cooperate to ensure that the carriage assembly 40b can slide longitudinally along the rails 208 and 209 in the direction of an associated obstacle, such as a 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 an impacting vehicle.

Most of the impact between the motor vehicle and the carriage assembly 40b generally occurs at a location substantially above the energy absorbing assembly 86. As a result, a vehicle impacting end 41 will typically cause a torque to be applied to carriage assembly 40b that forces pilot assembly 54 down on top of sideboard 211 of respective guide rails 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 transmitted from the corner posts 42 and 43 to the top bracket 141, through the angled brackets 148 and 149 to the respective guide assemblies 54. As a result, the guide assemblies 54 will exert a force on the rails 208 and 209 to maintain the desired orientation of the carriage assembly 40b relative to the energy absorbing assembly 86.

As shown in fig. 1 and 6, the connector 214 may be attached to the bottom bracket 51. Connectors 214 may be laterally spaced from one another to receive each disruptor 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.

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

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

During a collision with the energy absorbing system 20b, the vehicle often experiences deceleration pulses as impulses are transferred from the vehicle to the carriage assembly 40b (which causes the carriage assembly 40b and the vehicle to move in unison with each other). The amount of deceleration due to impulse transfer is a function of the weight of the carriage assembly 40b and the weight and initial speed of the vehicle. As the carriage assembly 40b slides longitudinally toward the roadside hazard 310, the guide assembly 54 will contact the respective rails 208 and 209 to maintain the desired alignment between the carriage assembly 40b, the energy absorbing assembly 86, the breakers 116 and the respective crushing regions 118.

When a vehicle strikes the first end 41 of the carriage assembly 40b, the carriage assembly 40b will move toward the obstacle 310. Breakers 116 located in each slot 102 will mate with adjacent energy absorbing elements 100. The disruptor 116 will move across the adjacent first panel or segment 112, disrupting the material in the panel 112. Each breaker 116 will pass through the first plate 112 and into the first opening 110. The breaker 116 will then proceed to the next plate 112, breaking the material. This process will repeat as the breakers 116 pass through the plates 112 and the openings 110 between the respective plates 112. The openings 110 provide reliability in the event of failure of the associated energy absorbing element 100 by ensuring that the breakers 116 both remain on the desired path through the energy absorbing element 100 and break the energy absorbing element 100 with a predictable amount of 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 secured to each support beam 90 by bolts 103. As the carriage assembly 40b continues to push the respective breakers 116 through the energy absorbing elements 100, the central portion of each energy absorbing element 100 continues to be broken. The crushing of the portion of the energy absorbing element 100 will stop when the kinetic energy from the impacting vehicle has been absorbed. After passage of the disruptor 116, the one or more energy absorbing elements 100 will be divided into upper and lower sections (not expressly shown).

The length of each row 188, 189 associated with energy-absorbing system 20b may be selected to be long enough to provide multiple stages for large, high-speed vehicles suitable for deceleration of the carriage assembly 40b after it has moved across the front of the energy-absorbing element with a "relatively soft" feel. Typically, energy absorbing elements mounted in the middle portion of the rows 188, 189 and immediately adjacent the ends of each row will be relatively "stiff compared to energy absorbing elements mounted adjacent the first end 21.

The panel support frames 60a-60e may be of substantially the same size and configuration. Therefore, only the panel support frame 60e as shown in fig. 17 will be described in detail. The panel support frame 60e has a generally rectangular configuration defined in part by a first leg 68 disposed adjacent the guide track 209 and a second leg 69 disposed adjacent the guide track 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 stanchions 68, 69 and the position of the base bracket 62 are selected such that when the panel support frame 60e is disposed on the guide rails 208, 209, the base bracket 62 contacts the guide rails 208, 209, but the stanchions 68, 69 do not contact the concrete matrix 308.

A plurality of cross braces 63, 64, 65, 70 and 71 may be disposed between the struts 68 and 69, the top brace 61 and the bottom brace 62 to provide a rigid structure. For some applications, the cross braces 63, 64, 65, 70, 71 and/or the struts 68, 69 may be formed from relatively heavy structural steel components. In addition, 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 desired strength during a side impact with the energy absorbing system 20, 20a, 20b, or 20 c.

The tabs 66 may be attached to the end of the strut 69 adjacent the concrete matrix 308 and extend laterally toward the energy absorbing assembly 86. The tab 67 is attached to the end of the post 68 adjacent the concrete matrix 308 and extends laterally toward the energy absorbing assembly 86. The tabs 66, 67 cooperate with the chassis 62 to hold the panel support frame 60e in engagement with the rails 208, 209 during a side impact with the energy absorbing system 20b to prevent or minimize rotation in a direction perpendicular to the rails 208, 209 while allowing the panel support frame 60e to slide longitudinally toward the roadside hazard 310.

An 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-60 g. The force of the lateral impact will then be transmitted from the panel support frames 60a-60g to the associated rails 208 and/or 209, through the cross-bar 24 and mechanical fasteners 26 to the energy absorbing assembly 86, and then to the concrete matrix 308. The crossbar 24, mechanical fasteners 26, energy-absorbing assembly 86, guide rails 208, 209, and panel support frames 60a-60g provide lateral support during a side impact with the energy-absorbing system.

Any occupant who is not belted or otherwise restrained may be ejected forward from their seat when the vehicle initially strikes the carriage assembly 40b facing an oncoming vehicle. A properly restrained occupant will generally decelerate with the vehicle. Over a short period of time and distance that the carriage assembly 40 travels along the guide rails 208, 209, an unconstrained passenger may hang in the vehicle interior (airborne). The deceleration force applied to the impacting vehicle during this same time period may be very large. However, before an unconstrained passenger contacts an interior portion of the vehicle, such as a windshield (not expressly shown), the deceleration force applied to the vehicle will typically be reduced to a lower level to minimize possible injury to the unconstrained passenger.

Portions of the angled brackets 148, 149 and/or the top bracket 141 of the carriage assembly 40b will contact the panel support frame 60a, which panel support frame 60a in turn contacts the panel support frame 60b and any other panel support frames disposed downstream of the carriage assembly 40 b. Movement of the carriage assembly 40b toward the obstruction 310 causes the panel support frames 60a-60e and their associated panels 160 to compress against one another. 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 panel 160 will further decelerate the impacting vehicle. The panels 160 compress or slide against each other creating additional friction that also helps to slow the vehicle down. The movement of the panel support frames 60a-60e along the guide rails 208, 209 also creates additional friction to further slow the vehicle.

As discussed above with respect to fig. 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 generally elongated rectangular structure partially bounded by a first or upstream end 161 and a second or downstream end 162. (see fig. 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 panel 160 may be formed from a standard ten (10) gauge (gauge) W-beam guardrail section having a length of about 34.75 inches for a "single span panel" and 5 feet 2 inches for a "double span panel". Each panel 160 preferably has the same width of about 12.25 inches.

As shown in fig. 5 and 7, a respective slot 164 is preferably formed in the middle of each panel 160 between ends 161 and 162. The 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 keyhole portion 164a, which will be discussed in more detail below.

The sheet metal strip 166 may be welded to the first end 161 of each panel 160 along the edges 181, 182 and a middle portion thereof. Refer to fig. 8. For some applications, the sheet metal strip 166 may have a length of approximately 12.25 inches and a width of approximately 2.5 inches. The length of each sheet metal strip 166 is preferably equal to the width of the respective panel 160 between the respective longitudinal edges 181 and 182. Mechanical fasteners 167, 168 and 169 may be used to attach each sheet metal strip 166 and the post 68 of the associated panel support frame 69. The mechanical fasteners 167, 169 are substantially identical. Sheet metal strip 166 provides greater contact for mounting end 161 of panel 160 to the respective panel support frame 60a-60 f.

In each panel 160, a notch 184 may be formed at the connection between the second end 162 and the respective longitudinal edge 181, 182. (see fig. 7.) the notches 184 allow the panels 160 to mate with one another in a close-packed arrangement when the energy absorbing system 20b is in its first position. As a result, the notch 184 minimizes the possibility of the vehicle catching on the side of the energy absorbing system 20 during a "chamfer" collision or impact.

For purposes of explanation, the panels 160 shown in FIG. 7 are labeled 160a, 160b, 160c, 160d, 160e, and 160 f. 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, 182 f. In addition, 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 161 c; and for panel 160e, the downstream end is identified as end 162 e. Each sheet metal strip 166 may attach the first end 161a and the first end 161d to the posts 68 of the panel support frame 60 c. 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 60 d. As shown in fig. 8 and 9, the bolts 168 extend through holes 172 in each of the channel blocks 170 and corresponding holes (not expressly shown) in the face plate 160 b.

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

During some vehicle impacts, the panel support frames 60a-60e and associated panel 160 may move to a second position, such as shown in FIG. 4B. As a result, repair and reassembly of the 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 enlarged portion 164a may be about equal to or greater than the combined length of the three channel blocks 170. The enlarged portion 164a and associated pocket 170 cooperate to substantially reduce or eliminate many of the sticking or interference problems that may result from an impacting vehicle moving the energy absorbing system from a first, extended position to a second, collapsed position. See, for example, fig. 4A and 4B.

The energy absorbing system 20c shown in fig. 10-16 may include a carriage assembly 40c and a plurality of energy absorbing assemblies 286, the energy absorbing assemblies 286 being aligned along respective rows 288 and 289 that extend generally longitudinally from the barrier and are generally parallel to each other. For some applications, each row 288, 289 may include two or more energy absorbing assemblies 286. The energy absorbing assemblies 286 in row 288 may be laterally spaced apart from the energy absorbing assemblies 286 in row 289. See fig. 12, 13 and 16.

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

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

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

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

Each energy absorbing assembly 286 shown in fig. 10-15 may include a pair of support beams 290 arranged longitudinally parallel to each other and laterally spaced apart from each other. The crushing zone 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 desired cross-section.

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

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

A plurality of apertures 98 may be formed in each second side plate 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 the bore 98 may vary along the length of each leg 292. For example, some of the holes 98b may have an inner diameter selected to accommodate a conventional 9/16 "bolt, such as mechanical fastener 250. Other holes 98a may have a smaller inner diameter selected to accommodate 3/8 "bolts or studs with 9/16" diameter shoulders and no heads, such as mechanical fasteners 260.

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

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

The dimensions associated with each breaker 216 may preferably be selected to be compatible with the gap or breaking region 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 fig. 10-16, the energy absorbing element 100d 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 in the first stage of the associated energy absorbing system.

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

For some applications, the shredder 216 may be installed as part of a replaceable module 220. As shown in fig. 10, 11 and 12, each module 220 may include a respective support plate 222 disposed between the breakers 216 and the bottom bracket 51. The support plate 222 is shown in phantom in fig. 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 one another 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 may be inserted between each pair of angles 228 or 229 with the shoulder portions resting on each pair of angles 228 or 229.

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

For some applications, a respective stop lever 240 may extend through an opening (not expressly shown) in each module 220 and associated bracket 228 or 229. See fig. 12. A cotter pin 242 or similar device may be used to releasably mate the stop lever 240 with the associated module 242 and bracket 228 or 229. In the event that the disruptor 216 fails or is damaged, the associated cotter pin 242 may be removed to allow the stop lever 240 to be disengaged from the associated module 220 and the respective bracket 228 or 229. The module 220 may then be removed and the damaged disruptor 216 may be replaced.

For some applications, each breaker 216 may have threads formed at opposite ends thereof to receive a respective nut 232. See fig. 12. The support plate 220 may have an opening sized to receive the respective breakers 216 therethrough. A nut 232 may be attached to the threaded portion of each breaker 216 to securely mate the breaker 216 with the associated support plate 222. Various other mechanisms and techniques may be satisfactorily used to releasably mate the fragmenter 216 and the carriage assembly 40 c. The present invention is not limited to the module 220, the vertical support plate 222, the stop lever 240, or the nut 232.

The carriage assembly 40c may include corner posts 42, 43, as well as other features of the carriage assembly 40b previously described. The top bracket 141 and the bottom bracket 51 preferably extend laterally between the corner posts 42 and 43. The bottom bracket 51 may be disposed proximate the second side plate 212 of the guide rails 208, 209. See fig. 12. The dimensions and materials used to form the undercarriage 51 may be selected to provide sufficient strength for energy transfer from an impacting vehicle to the breakers 216 and associated energy absorbing elements 100. The height of the bottom bracket 51 and the length of the side plates 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 cross bar 24. See fig. 12. The size of the bottom bracket 51 and the corner posts 42, 43 cooperate to reduce the likelihood that any portion of the carriage assembly 40c may contact portions of the cross-bar 24 and/or the anchor bolt 26. As a result, the carriage assembly 40c may be reused after a vehicle impact.

For some applications, such as shown in fig. 10, 11 and 12, a pair of hook plates 268, 269 may be attached near the end corners 43, 42. A respective contact plate 266 may be attached to each pair of hooked plates 268, 269. Hook plates 268, 269 and associated contact plates 266 may cooperate with adjacent portions of the rails 208 to resist side impact against the carriage assembly 40b and maintain the carriage assembly 40b slidably disposed on the rails 208, 209. For similar purposes and functions, the hooked plate 269 and associated contact plate 266 may engage adjacent portions of the guide track 209.

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 the bottom bracket 51 adjacent a portion of the module 220.

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

The guide assemblies 58, 59 may be attached to respective ends of the angled 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 steel having dimensions compatible with the associated guide rails 208, 209. The guide assemblies 58, 59 cooperate to allow the carriage assembly 40c to slide longitudinally along the guide rails 208, 209 in the direction of the associated obstruction.

The guide assemblies 58, 59 may include respective first side plates 57 that extend downwardly relative to the associated guide rails 208, 209. The sideplates 57 cooperate to maintain the carriage assembly 40c disposed on the rails 208, 209 and the breakers 216 aligned with the respective crushing zones 218 during a vehicle impact, and at the same time allow the carriage assembly 40c to slide longitudinally along the rails 208, 209 toward the associated obstacle. The sideplates 57 cooperate to limit undesirable lateral movement of the 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 the bottom bracket 51 on the sideplates 212 of the guide tracks 208, 209 contribute to the deceleration of the impacting vehicle.

A plurality of mechanical fasteners may be used to securely mate the energy absorbing element 100 with an associated support beam 290 to form the energy absorbing assembly 286. By installing 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, the mechanical fastener may be more easily accessed to replace a damaged component and install a new component. See fig. 13.

For example, bolts 250 and associated nuts 252 may be used to securely engage one or more energy absorbing elements 100 with each support beam 290. A plurality of headless bolts 260 may also be used to releasably secure the energy-absorbing member 100 with an associated support beam 290. The dimensions associated with headless bolts 260 and corresponding openings 108 in associated energy-absorbing elements 100 may be selected such that energy-absorbing elements 100 may be installed and removed after removal of mechanical fasteners 250 and without removal of headless bolts 260. For embodiments such as those shown in fig. 14 and 15, the bolt 250 and washer 254 may be removed to allow removal of the backing plate (doubler)114 from the associated energy absorbing element 100a, 100 c. The nut 252 will preferably remain securely engaged with the associated nut fastener 280.

For some embodiments of the invention, such as represented by energy-absorbing system 20c, each energy-absorbing element 100 may have a substantially elongated rectangular configuration, partially bounded by first longitudinal edge 121 and second longitudinal edge 122. See fig. 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 a respective second longitudinal edge 122. A third row of openings 110 having a plate 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 fig. 15 and 16.

For some applications, energy-absorbing system 20c may have a first phase that is relatively soft, a second phase that has an increased energy-absorbing capacity, and a third phase designed to absorb energy from a high-speed and/or heavier vehicle. The length of the energy absorbing element 100d in 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 40 c.

The second stage of energy-absorbing system 20c may include energy-absorbing elements 100a having a variable spacing between associated openings 110 and associated panels 112. For embodiments such as that shown in fig. 16, the first 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 2 inches. The middle 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 the 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 energy-absorbing element 100a may have a length of about 2 inches.

When a vehicle initially strikes the carriage assembly 40c, a portion of the vehicle energy is absorbed in a first phase. When the breakers 216 are mated with the energy absorbing element 100a, the amount of energy absorbed by the segment 112a may be increased compared to the first stage (energy absorbing element 100d), but may be maintained at a lower value compared to the energy absorbed by the segment 112 b. The increased length of the segment or slab 112b results in an increased deceleration compared to the shorter segment 112 a. Accordingly, as the breakers 216 move through the intermediate portion of each energy absorbing element 100a, a substantial amount of energy may be absorbed.

As the impacting vehicle begins to slow, less energy absorption is required to prevent the unconstrained passenger from impacting portions of the vehicle. Thus, the spacing between the apertures 110 in the third or last 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 as compared to the length of segment 112 a.

For many vehicle impacts, most of the energy absorption may occur in stage one and stage two. However, for very high speed and/or heavier vehicles, the breakers 216 may be mated with the energy absorbing elements 100b in stage three. For some applications, the thickness of the energy absorbing element 100b in stage 3 may be increased considerably. Alternatively, the spacing between the holes 110 in stage 3 may be increased considerably. The teachings of the present invention allow for modification of the energy absorbing member 100 to provide the required deceleration for a variety of vehicles traveling at a variety of speeds without causing injury to the unconstrained passengers of the vehicle.

For some applications, two or more energy absorbing elements 100 may be disposed on the second side plate 292 of each support beam 290. For embodiments such as that shown in fig. 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 for a reduction in the number of mechanical fasteners that must be engaged or disengaged during replacement of a broken or fragmented energy absorbing element 100. As shown in fig. 14 and 15, one or more headless mechanical fasteners or headless bolts 260 may be disposed between each mechanical fastener 250. For some applications, a backing or reinforcing backing 114 may be disposed on energy-absorbing element 100 opposite second side plate 292 of associated support beam 290. The backing plate or reinforcing backing 114 enhances the holding force of the associated fastener 250 while permitting the use of headless bolts 260. For some applications, such as shown in fig. 13, pairs of straps (labeled 114a-114h) may be used to securely mate each energy-absorbing element 100 with an associated energy-absorbing assembly 286. Each backing 114 preferably includes an aperture 124 corresponding to the diameter of the associated aperture 108 formed along the longitudinal edges 121, 122 of each energy absorbing element 100. The holes 124 formed in the backing plate 114 may preferably be selected to accommodate bolts 250 and headless bolts 260.

Various techniques and processes may be satisfactorily used to manufacture and assemble the energy absorbing assembly in accordance with the teachings of the present invention. For example, an energy absorbing assembly 286 such as shown in fig. 13, 14, 15, and 16 can be manufactured and assembled by forming a support beam 290, wherein the support beam 290 has a plurality of apertures 98a and 98b extending through each second edge panel 292. For embodiments such as those shown in fig. 13, 14, 15 and 16, three small holes 98a may be disposed between adjacent large diameter holes 98 b. The energy absorbing member 100 and the backing plate 114 may be removably attached to each of the second side plates 292.

Headless bolts 260 may be inserted through each of the small-diameter holes 98 a. The shoulder portion 264 on each headless bolt 260 preferably engages an adjacent portion of the second side plate 292. Each nut 262 may mate with a threaded portion of each headless bolt 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 headless bolts 260 through associated apertures 108. The backing plate 114 may also be placed over each energy absorbing element 100 by inserting the headless bolts 260 through the associated holes 124. Each mechanical fastener 250 may then be inserted through an associated opening 124 in the backing plate 114, an 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. Then, a nut 252 may be securely engaged with each bolt 250 to securely attach the energy absorbing elements 100a, 100c and the respective support beam 290. The backing plate 114 effectively increases the "clamping force" of the associated bolt 250 and nut 252.

For some applications, such as shown in fig. 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 a respective nut 252 is disposed. The nut fastener 280 allows for mating and unmating of the associated mechanical fastener 250 without the need to clamp the nut 252. Thus, to engage and disengage the mechanical fastener 250 from each nut 252 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.

The nut fastener 280 may be formed in a variety of configurations and orientations. For some applications, nut fastener 280 may include one or more attachments (not expressly shown) to ensure that each nut 252 is aligned with a respective opening 98 b. For other applications, each nut fastener 280 may include a substantially rectangular plate 282 having a first opening 284 and a second opening 286 therein. The first receiving opening 284 may be selected to 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 a threaded portion of an associated headless bolt 260. The retaining plate 296 may be attached to the nut runner 280 opposite the second edge plate 292 of the support beam 290. Retaining plate 296 may also include a first hole 298 sized to receive a threaded portion of an associated mechanical fastener 250 and a second hole 299 sized to receive a threaded portion of headless bolt 260. For some applications, the retainer plate 282 and the retaining plate 296 may be installed on the associated headless bolt 260 prior to the nut 262 being mated with the respective threaded portions. The hole 298 of each retention plate 296 having a 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. The energy absorbing element 100a may be attached to an associated support beam 290 by eight liner plates and twenty-four mechanical fasteners 250. The energy absorbing element 100b may also be attached to an associated support beam 290 by eight liner 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 satisfactorily used to engage the energy absorbing assembly 286 with the crossbar 24. For embodiments 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 the side panels 301 and securely engage corresponding holes (not expressly shown) formed in the first side panel 291 of the associated support dye 290. Second side plate 302 of each crossbar attachment 300 may be welded or otherwise securely attached with associated crossbar 24.

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

The energy absorbing assembly 86 or 286 and breakers 116 and 216 may also be used in a variety of mobile applications, such as truck mounted dampers. The present invention is not limited to relatively fixed applications such as represented by energy absorbing systems 20, 20a, 20b, and 20 c. For truck mounted dampers, such as described in U.S. 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). A striker head (not expressly shown) may be disposed at the end of 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 breaker 116 or 216 may be aligned with a respective energy absorbing assembly 86 or 286 as previously described. When a second vehicle contacts the impact head, the breakers will remain fixed relative to the energy absorbing assembly as the energy absorbing assembly moves past the respective breakers. The breakers work as discussed above, and energy is dissipated so that the second vehicle slows and then stops.

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

Claims (20)

1. An energy absorbing system (20) operable to minimize the consequences of an impact between a vehicle and an obstacle, comprising the following features:

the energy absorbing system (20) has a first end and a second end;

the second end of the energy absorbing system (20) is disposed adjacent the barrier and the first end extends longitudinally from the second end;

a carriage assembly (40) slidably disposed proximate the first end of the energy absorbing system (20);

a first row of energy-absorbing assemblies (86, 286) and a second row of energy-absorbing assemblies (86, 286) extending from the barrier;

the first and second rows of energy-absorbing assemblies (86, 286) being laterally spaced from one another;

each energy absorbing assembly (86, 286) having at least one energy absorbing element (100);

the carriage assembly (40) having first and second crushers mounted thereon and aligned substantially perpendicular to the associated energy absorbing element (100); and is

The carriage assembly (40) having a first end facing an oncoming vehicle, whereby an impact of a vehicle with the first end of the carriage assembly (40) causes each crusher to dissipate kinetic energy of the vehicle by crushing a portion of the associated energy absorbing element (100);

the first row of energy absorbing assemblies is affixed with a first rail;

a second rail is attached to the second row of energy absorbing assemblies;

the first and second rails are laterally spaced from one another;

the carriage assembly has a first guide assembly slidably disposed on the first rail and a second guide assembly slidably disposed on the second rail.

2. The energy absorbing system (20) of claim 1, further comprising the following features:

a plurality of panel support frames (60a-60e) slidably disposed on the first and second rails between the carriage assembly (40) and the barrier;

the panel support frames (60a-60e) being longitudinally spaced from one another; and

a plurality of panels (160) attached to the panel support frame (60a-60e) and extending longitudinally along opposite sides of the energy absorbing system (20).

3. The energy absorbing system (20) of claim 1, further comprising the following features:

a respective longitudinal slot (164a) formed in each panel (160);

an associated pocket block (170) slidably disposed within each pocket;

each channel block (170) is fixedly attached to one of the panel support frames (60a-60e) to allow longitudinal movement of the panel support frame and associated panel relative to each other; and is

Each longitudinal slot (164a) has an enlarged portion of greater dimension than the associated pocket block (170), whereby the associated panel is removable from the associated pocket block and the attached support frame when the pocket block (170) is disposed within the respective enlarged portion.

4. The energy absorbing system (20) of claim 1, wherein each said disruptor is configured as a cylindrical rod having a circular cross-section.

5. The energy absorbing system (20) of claim 1, wherein each energy absorbing assembly further comprises:

a pair of support beams (290) arranged parallel to each other;

at least one energy absorbing element attached to each pair of support beams (290); and is

The support beams (290) are laterally spaced from each other to allow each of the breakers to cooperate with the at least one energy absorbing element to dissipate energy from the vehicle.

6. The energy absorbing system (20) of claim 5, further comprising each support beam having a generally C-shaped cross-section.

7. The energy absorbing system (20) of claim 5, further comprising each support beam having a generally L-shaped cross-section.

8. The energy absorbing system (20) of claim 1, further comprising:

a plurality of panel support frames (60a-60e) slidably disposed on the first and second rails between the carriage assembly (40) and the barrier;

the panel support frames (60a-60e) being longitudinally spaced from one another; and

a plurality of panels (160) attached to the panel support frame (60a-60e) and extending longitudinally along opposite sides of the energy absorbing system (20), each panel configured to abut an adjacent panel, and each panel comprising:

a first longitudinal edge and a second longitudinal edge;

a first end opposite a second end, the second end of each panel configured to overlap a first end of an adjacent panel; and

a notch formed at the second endA connection between each of the first longitudinal edge and the second longitudinal edge.

9. The energy absorbing system (20) of claim 8, further comprising the following features:

a respective longitudinal slot (164a) formed in each panel;

an associated pocket block (170) slidably disposed within each pocket;

each channel block (170) is fixedly attached to one of the panel support frames (60a-60e) to allow longitudinal movement of the panel support frame and associated panel relative to each other; and is

Each longitudinal slot (164a) has an enlarged portion of greater dimension than the associated slot block.

10. The energy absorbing system of claim 1, wherein

The first and second rails extending between the first end of the energy absorbing system (20) and the second end of the energy absorbing system (20);

the energy absorbing system further comprises:

a plurality of panel support frames (60a-60e) slidably disposed on the rail between the slide assembly (40) and the second end of the energy absorbing system (20);

the panel support frames (60a-60e) having first positions longitudinally spaced from one another;

a plurality of panels (160) attached to the carriage assembly (40) and the panel support frame (60a-60 e);

a longitudinal slot (164a) formed in each of the panels (160);

a respective slot block (170) slidably disposed in each slot;

each slot block (170) cooperating with a respective one of said panel support frames (60a-60e) to allow longitudinal movement of said panel support frames and panels relative to each other; and

an enlarged portion formed near an upstream end of each longitudinal slot (164a) to allow removal of an associated panel from a respective said panel support frame after a vehicle collision with said carriage assembly (40).

11. The energy absorbing system (20) of claim 1, further comprising:

a pair of support beams (290), the pair of support beams (290) being formed in at least one of the energy-absorbing assemblies (86, 286) and at least one of the energy-absorbing elements being attached to the support beams (290);

a plurality of openings formed in each support beam and a corresponding opening formed in each energy absorbing element;

a plurality of mechanical fasteners (250) extending through the openings in the energy-absorbing element and the corresponding openings in the support beam (290), respectively;

a liner plate (114) disposed on each energy absorbing element opposite the respective support beam; and

a plurality of openings formed in each liner panel (114), each mechanical fastener (250) extending through one of the openings in each liner panel (114).

12. The energy absorbing system (20) of claim 11, further comprising the following features:

each energy absorbing element has a substantially elongated rectangular configuration partially bounded by a first longitudinal edge and a second longitudinal edge;

a first row of openings and a second row of openings formed along a first longitudinal edge and a second longitudinal edge, respectively, of each energy-absorbing element; and

a third row of openings extending along a length of each energy absorbing element between the first row of openings and the second row of openings, a panel disposed between the third row of openings.

13. The energy absorbing system (20) of claim 12, wherein the mechanical fastener (250) further comprises:

a plurality of headless bolts (260) securely engaged with respective openings in the support beam (290); and is

The size of the headless bolts (260) and the respective openings formed in the first and second rows of openings of each energy-absorbing element are selected to allow each energy-absorbing element to be installed and removed without the headless bolts (260) being detached from the associated support beam (290).

14. The energy absorbing system (20) of claim 13, further comprising:

a plurality of cap bolts engaging respective openings in the first and second rows and respective openings in the support beam (290) of each energy absorbing element; and is

At least one of the headless bolts (260) is disposed between the headed bolts.

15. The energy absorbing system (20) of claim 11, further comprising:

at least one nut fastener (280) securely engaging each support beam opposite the associated energy absorbing element;

a nut disposed within each nut catch (280); and is

The nut is operable to receive a bolt extending through one of the openings in the associated energy-absorbing element to securely mate the energy-absorbing element with the support beam.

16. The energy absorbing system (20) of claim 15, wherein the nut fastener (280) further comprises:

a plate having a substantially rectangular configuration sized for attachment to an associated support beam;

a first opening disposed in a fastener plate and a second opening disposed in the fastener plate;

the first opening is sized to receive a first mechanical fastener extending through the associated energy absorbing element and the support beam (290); and is

The second opening is sized to receive a second mechanical fastener extending through the associated energy-absorbing element and the support beam.

17. The energy absorbing system (20) of claim 16, further comprising:

a retention plate attached to the fastener plate opposite the support beam (290);

the first end of the retention plate securely engages the first mechanical fastener; and is

The second end of the retaining plate is disposed adjacent the nut to releasably clamp the nut in the fastener plate.

18. A method for absorbing energy to minimize the consequences of a collision between an oncoming vehicle traveling on a road and an obstacle, comprising:

mounting a pair of energy absorbing assemblies (86, 286), each having an associated energy absorbing element (100), a first end of each energy absorbing assembly facing the oncoming vehicle and a second end of each energy absorbing assembly disposed adjacent the barrier;

a mounting carriage assembly (40) having a pair of breakers (116, 216) disposed adjacent the first end of the energy absorbing assembly (86, 286), the carriage assembly (40) disposed between the oncoming vehicle and the first end of the energy absorbing assembly (86, 286); and is

Aligning the carriage assembly (40) and each of the breakers (116, 216) with respect to the energy absorbing assembly (86, 286), the breakers oriented substantially perpendicular to the respective energy absorbing elements (100) of the energy absorbing assembly (86, 286), wherein

The pair of energy-absorbing assemblies comprising a first row of energy-absorbing assemblies and a second row of energy-absorbing assemblies, and the first and second rows of energy-absorbing assemblies being laterally spaced apart from each other,

a first rail is attached to the first row of energy-absorbing assemblies, a second rail is attached to the second row of energy-absorbing assemblies, and the first rail and the second rail are laterally spaced from each other; and is

The carriage assembly has a first guide assembly slidably disposed on the first rail and a second guide assembly slidably disposed on the second rail.

19. The method of claim 18, further comprising installing each energy absorbing assembly in a state in which the respective energy absorbing element (100) is disposed substantially horizontally with respect to the roadway.

20. The method of claim 18, further comprising mounting each energy absorbing assembly in a state in which the respective energy absorbing element (100) is arranged substantially vertically with respect to the roadway.