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Be it known that we, Dr. John F. Carney, III, Ph.D., a citizen of the
United States, residing in Worcester, Massachusetts, and Dr. Malcolm H. Ray,
PhD., a citizen of the United States, residing in Canton, Maine, have invented a
new and useful "Reusable High Molecular Weight/High Density Polyethylene
Guardrail."
BACKGROUND OF THE INVENTION
FIELD OF THE INVENTION
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The present invention relates generally to a reusable, energy absorbing,
high molecular weight, high density polyethylene guardrail system designed to
retain vehicles on or near a roadway, thereby lessening damage to the vehicles
and decreasing the likelihood of serious injury to the occupants of the vehicles
during vehicular accidents.
DESCRIPTION OF THE PRIOR ART
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Automobile safety devices are not uncommon on the roadways. Most of
these devices are restraint systems, placed along the edges of the highways,
freeways and interstates, designed to contain the vehicles to the driving
surface. Restrainment is crucial in reducing injury to the occupants of the
vehicles and damage to the vehicles themselves by protecting such vehicles
from both striking other objects, such as rock formations and other vehicles,
and plummeting over roadside cliffs.
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The standard roadside restrainment device comprises wood or metal
rails firmly affixed to wood or metal post, which are implanted in the ground.
These standard restraint devices, while designed to maintain vehicles involved
in accidents on the roadway, can actually vault vehicles over the restraining
devices and increase the danger to a vehicle and its inhabitants.
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This increased danger occurs when the posts of the standard restraint
device are deflected during an accident. As a vehicle impacts with the standard
restraint device, the energy of the impact forces the post of the standard
restraint device backwards. Since the post is implanted in the ground, the top
portion of the post bends away from the impact and vertically down. This
deflection pulls the affixed metal rails downward and creates a ramp type
structure, thereby vaulting the vehicle over the standard restraint device. In
essence, the purpose of most standard restraint devices is thwarted by the
actual design of the standard restraint devices.
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Some restraining devices correctly accomplish the restraint objective.
However, most of these devices require complicated initial construction or a
complete replacement of the restraint device once an impact between a vehicle
and a restraint device occurs.
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For example, Stevens U.S. Patent No. 5,314,261, assigned to Energy
Absorption Systems, Inc., requires complicated mechanical linkages and
numerous bolts and couplings in order to assemble the restraint device. Also,
each element of the Stevens "Vehicular Crash Cushion" mandates multiple
fasteners in order to secure the restraint system. To exacerbate the situation,
several key impact elements of this device could be damaged after each
substantial collision and must then be replaced before the device will function
correctly. This leads to enormous expenditures of time and money in each
instance the Stevens device requires assembly or replacement.
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Fitch U.S. Patent No. 6,010,275 also requires numerous mechanical
attachments in order to create a vehicular restraint device. The Fitch
"Compression Guardrail" uses multiple constriction bands, or other fasteners,
to secure the restraint system. After an impact in which any single element of
the device is damaged, the entire system must be disassembled. Then the
entire system must be reconstructed in order to return the restraint device to
its operational condition.
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Thus, there is a need in the art for a reusable high molecular weight,
high density polyethylene automobile restraint device with the capability of
rapid and economical replacement of the components of the restraint device.
SUMMARY OF THE INVENTION
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The present invention provides a reusable high molecular weight, high
density polyethylene guardrail designed for economical construction and rapid
replacement of the elements comprising the guardrail system. This guardrail
system comprises a plurality of energy absorbing stanchions, a plurality of
energy absorbing connector sleeves, a plurality of energy absorbing horizontal
barriers engaging the energy absorbing connector sleeves, and a plurality of
location devices containing a contact surface used to support the energy
absorbing connector sleeves.
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In the guardrail system, the energy absorbing stanchions engage the
ground while the energy absorbing connector sleeves encompass a portion of the
stanchion protruding from the ground. The energy absorbing horizontal
barriers traverse consecutive connector sleeves by passing through from the
exterior to the interior and back to the exterior of a connector sleeve. The
location devices support the connector sleeves, which in turn locate the
horizontal barriers, on stanchions at the proper height to engage vehicles
alighting from the driving surface.
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The elements of the present guardrail system are specifically designed
and assembled to maintain a vehicle on the roadway surface once an impact
has occurred between the guardrail system and the vehicle. Namely, the
interaction between the stanchions, the connector sleeves and the location
devices facilitate the containment of the vehicles to the roadway by maintaining
the connector sleeves at the proper engagement height throughout an impact
between the guardrail system and a vehicle. This substantially decreases the
likelihood of a vehicle overturning, flipping end over end, or vaulting over the
guardrail system once an impact between a vehicle and the guardrail system
occurs.
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To increase the continued effectiveness of the guardrail system, the
energy absorbing connector sleeves are designed to easily lift off the location
devices and slide over the energy absorbing stanchions. This action removes
the connector sleeves and the energy absorbing horizontal barriers from the
guardrail system and facilitates replacement of the connector sleeves and
horizontal barriers. This novel design allows for rapid and economical
replacement of the damaged elements of the guardrail system once an impact
has damaged the system.
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In fact, if just the horizontal barriers are damaged, the design of this
invention allows for the uncomplicated replacement of only the horizontal
barriers. This activity is accomplished by simply sliding the energy absorbing
horizontal barriers out of the energy absorbing connector sleeves and replacing
the energy absorbing horizontal barriers without removing the energy
absorbing connector sleeves from the energy absorbing stanchions.
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It is therefore a general object of the present invention to provide a
guardrail system to contain vehicles on or near the roadway.
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Another object of the present invention is to provide a guardrail system
to absorb the energy of vehicles disembarking the roadway.
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Another object of the present invention is to provide a guardrail system
to substantially decrease the likelihood of a vehicle overturning, flipping end
over end, or vaulting over the guardrail system once an impact between a
vehicle and the guardrail system occurs.
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Yet another object of the present invention is to provide a guardrail
system composed of high molecular weight, high density polyethylene material.
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Still another object of the invention is to provide a guardrail system
which is reusable after an impact between a vehicle and the guardrail system.
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Still yet another object of the present invention is to provide a guardrail
system that is easily assembled and is an economical alternative to the current
vehicle restraint systems.
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Numerous other objects, features and advantages of the present
invention will be readily apparent to those skilled in the art, upon reading of
the following disclosure, when taken in conjunction with the accompanying
drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
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Fig. 1 is a perspective view of the guardrail system.
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Fig. 2 is a cross-sectional top view of the guardrail system with an
energy absorbing stanchion.
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Fig. 3 is a front elevation view of the guardrail system showing the
energy absorbing stanchion engaging the ground.
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Fig. 4 is a side elevation view of the guardrail system showing a pin as
the location device and showing the energy absorbing stanchion engaging the
ground.
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Fig. 5 is a top view of a guardrail system with a hollow energy absorbing
stanchion. This figure includes an energy absorbing spacer engaging the
energy absorbing connector sleeve, the energy absorbing stanchion and the
energy absorbing horizontal barrier.
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Fig. 6 is a side elevation view of an alternate embodiment of the
guardrail system showing a pin as the location device. In the figure, the energy
absorbing connector sleeve has a notch used to stabilize the energy absorbing
connector sleeve on the location device.
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Fig. 7 is a side elevation view of an alternate embodiment of the
guardrail system showing an annulus as the location device.
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Fig. 8 is a side elevation view of an alternate embodiment of the
guardrail system showing the energy absorbing connector sleeve reconfigured
to increase the contact area engaging the location device.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
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Referring now to Fig. 1, the guardrail system of the present invention is
shown and generally designated by the numeral 10. The guardrail system 10 is
a safety restraint system for retaining vehicles on the roadway using materials
and designs to decelerate and redirect such vehicles. The guardrail system 10
comprises a plurality of energy absorbing stanchions 12, a plurality of energy
absorbing connector sleeves 14, a plurality of energy absorbing horizontal
barriers 16 and a plurality of location devices 18. The connector sleeves 14
encompass the stanchions 12. The horizontal barriers 16 engage the connector
sleeves 14. Finally, the location devices 18 have at least one contact surface 20
with a portion of a connector sleeve 14 sitting on a contact surface 20.
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The function of the location devices 18 is to provide support for the
connector sleeves 14 and maintain the connector sleeves 14 and the horizontal
barriers 16 engaging the connector sleeves 14 at the proper impact height to
engage vehicles leaving the driving surface.
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The connector sleeves 14 sit on the location devices 18, as opposed to
being permanently attached to the stanchions 12. Since the connector sleeves
14 are not rigidly connected to the stanchions 12, the current design allows the
connector sleeves 14 and the attached horizontal barriers 16 to slide along the
length, and even off, the stanchions 12 as an impact forces the stanchions 12 to
deform and change in vertical height.
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The current design is an improvement over contemporary retaining
devices. The contemporary retaining devices usually have horizontal rails
which permanently attach to vertical supports. As the vertical supports deform
during impact and decrease in height, the vertical supports pull the horizontal
rails downward. This creates a ramp which either catapults the vehicle over
the contemporary retaining device, or, in the worst case scenario, causes the
vehicle to flip end over end. Since, in the present invention, the connector
sleeves 14 and the horizontal barriers 16 freely slide along and off the
stanchions 12, the connector sleeves 14 and the horizontal barriers 16 do not
force a vehicle impacting with the guardrail system 10 up and over the
guardrail system 10.
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As seen in Figs. 6, 7, and 8, several other embodiments of the
engagement between the location devices 18 and the connector sleeves 14 are
possible. For example, Figs. 6 and 8 show adjustments made to the connector
sleeves 14 that still allow the connector sleeves 14 to freely disengage the
location devices 18 during an impact. Also, Fig. 7 shows an alternate
embodiment of the location device 18 that still allows connector sleeves 14 to
retain a constant impact height during impact.
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As shown in Figs. 2 and 3, in the preferred embodiment of the invention
the location device 18 is a standard pin with a distal end 22 and a proximal end 24. The location device 18 traverses the stanchion 12 so that the distal end 22
and the proximal end 24 both protrude from the stanchion 12 and contact and connector sleeve 14. The contact surfaces 20 of the location device 18 support
the connector sleeve 14 on the stanchion 12. As seen in Fig. 7, the location
device 18 can also be an annulus or numerous other devices known in the art to
provide vertical support, including but not limited to clamps, bolts, latches,
springs and other similar attachment devices.
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Also, in the preferred embodiment the horizontal barriers 16 traverse the
connector sleeves 14 and engage the stanchions 12 as seen in Fig. 2. The
horizontal barriers 16 traverse consecutive connector sleeves 14 by passing
through from the exterior to the interior and back to the exterior of a connector
sleeve 14. In alternate embodiments of this invention, the horizontal barriers
16 can engage, or attach to, the exterior surface of the connector sleeve 14
without passing through said connector sleeve 14. Examples of attachments
possible in alternate embodiments include bolts, clamps, latches, snap-in
recessed cavities, or other industry standard fasteners.
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The guardrail system 10 is shown with two cylindrical rails used as
horizontal barriers 16. However, standard "W" shaped rails or numerous other
designs of horizontal barriers 16 are easily substituted.
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In the preferred embodiment, the connector sleeves 14 are cylinders
composed of high molecular weight high density polyethylene. As seen in Figs.
1 and 2, these cylinders have a circumference 26 which encompasses a
stanchion 12, such that a stanchion 12 is located within a connector sleeve 14.
The connector sleeve 14 encompasses the end of the stanchion 12 distal from
the engagement between the stanchion 12 and the ground 32. The placement
of the stanchions 12 inside the connector sleeves 14 allows the connector sleeves
14 to dissipate most of the energy from the vehicular impact and protect the
stanchions 12 from the collision.
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The fact that the stanchions 12 engage the ground 32 provides support
for the guardrail system 10. However, in alternative embodiments the
stanchions 12 can also be supported by other means including, but not limited
to, walls, drums, bases and platforms.
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The energy absorbing stanchions 12, energy absorbing connector sleeves
14 and energy absorbing horizontal barriers 16 are composed of high molecular
weight, high density polyethylene. The use of this material stems from the
need for a vehicle restraint system to include energy absorbing or dampening
characteristics. Modern safety standards compel a restraint system to contain
these absorbing or dampening characteristics in order to decelerate vehicles as
the vehicles disembark from the roadside. This energy absorption, and
accompanying deceleration, provides vital milliseconds during a vehicular
accident which dramatically increase the chances of survival for the occupants
of the vehicle.
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Also, the use of high molecular weight high density polyethylene allows
the energy absorbing stanchions 12, energy absorbing connector sleeves 14 and
the energy absorbing horizontal barriers 16 to return quickly back to their
original shape once an impact between a vehicle and the guardrail system 10
has occurred. This helps to maintain the energy absorbing stanchions 12,
energy absorbing connector sleeves 14 and the energy absorbing horizontal
barriers 16 in their pre-impact positions.
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Since the location devices 18 are attached to the stanchions 12, the
connector sleeves 14 and the horizontal barrier 16 can be easily removed and
replaced if damaged beyond repair. This process is accomplished economically
and efficiently by simply lifting the connector sleeves 14 and accompanying
horizontal barriers 16 that traverse the connector sleeves 14 off the stanchions
12.
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Since the guardrail system 10 lacks complicated mechanical linkages
and attachments, this replacement is accomplished in a fraction of the time
required for other conventional vehicular restraint devices. Also, all elements
of the guardrail system 10, except the stanchions 12, can be repaired or
installed without the use of tools. The only tools needed for the stanchions 12
are the tools required to place the stanchions 12 into the ground 32.
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The design of the guardrail system 10 also allows for independent
replacement of the individual parts of the guardrail system 10. The stanchions
12, connector sleeves 14, the horizontal barriers 16 and location devices 18 are
all independently replaceable. In fact, if the horizontal barriers 16 are
damaged beyond repair and yet the connector sleeves 14 are still operational,
then the horizontal barriers 16 can be removed from the system and new
horizontal barriers 16 can be introduced as replacements without removing the
connector sleeves 14 from the guardrail system.
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Looking now to Fig. 5, in an alternate embodiment the connector sleeve
14 includes a first cylinder 28 encompassing a stanchion 12 and an energy
absorbing spacer 30. In the preferred embodiment, the energy absorbing spacer
30 is a second cylinder mounted between the first cylinder 28 and the energy
absorbing stanchion 12. The energy absorbing spacers 30, composed of high
molecular weight, high density polyethylene, engage the horizontal barriers 16,
the first cylinders 28 and the stanchions 12. It should be readily apparent that
the energy absorbing spacers 30 are not limited to either cylindrical shape or to
polyethylene material. For example, the energy absorbing spacers 30 could be
in the shape of numerous polygons and be composed of polystyrene, plastic or
other energy absorbing material.
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In still another embodiment, the energy absorbing spacers 30 only
engage the stanchions 12 and the horizontal barriers 16. This embodiment has
the energy absorbing spacers 30 attached directly to the stanchions 12 through
standard industry fixtures. Also it should be readily apparent, if the horizontal
barriers 16 are attached to the exterior of the first cylinder 28, the energy
absorbing spacers engage the first cylinder 28 and the stanchions 12 only.
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The addition of the energy absorbing spacer 30 provides additional
energy dissipation components to the guardrail system. These additional
dissipation components can provide the necessary milliseconds to significantly
increase the chance of survival to occupants of vehicle accidents at especially
dangerous areas along the roadside.
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Thus, it is seen that the system of the present invention readily achieves
the ends and advantages mentioned as well as those inherent therein. While
certain preferred embodiments of the invention have been illustrated and
described for purposes of the present disclosure, numerous changes in the
arrangement and construction of parts may be made by those skilled in the art,
which changes are encompassed within the scope and spirit of the present
invention as defined by the appended claims.
