EP2204496A2 - Energy attenuating safety system - Google Patents
Energy attenuating safety system Download PDFInfo
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- EP2204496A2 EP2204496A2 EP10152311A EP10152311A EP2204496A2 EP 2204496 A2 EP2204496 A2 EP 2204496A2 EP 10152311 A EP10152311 A EP 10152311A EP 10152311 A EP10152311 A EP 10152311A EP 2204496 A2 EP2204496 A2 EP 2204496A2
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- energy absorbing
- row
- assembly
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- vehicle
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Classifications
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
- E01F15/145—Means for vehicle stopping using impact energy absorbers
- E01F15/146—Means for vehicle stopping using impact energy absorbers fixed arrangements
Abstract
Description
- This patent application is a divisional of
U.S. application serial number 11/008,448 filed December 9, 2004 entitled Flared Energy Absorbing System and Method, which claims the benefit ofU.S. provisional application serial no. 60/528,092 U.S. patent application serial number 10/379,748 filed March 5, 2003 U.S. provisional patent application serial No. 60/397,529 filed July 22, 2002 U.S. Patent 7,101,111 . - This invention relates in general to energy absorbing systems, and more particularly to an energy absorbing system used to reduce severity of a collision between a moving motor vehicle and a hazard by shredding or rupturing portions of an energy absorbing element.
- Various impact attenuation devices and energy absorbing systems have been used to prevent or reduce damage resulting from a collision between a moving motor vehicle and various hazards or obstacles. Prior impact attenuation devices and energy absorbing systems such as crash cushions or crash barriers include various types of energy absorbing elements. Some crash barriers rely on inertia forces to absorb energy when material such as sand is accelerated during an impact. Other crash barriers include crushable elements.
- Some of these devices and systems have been developed for use at narrow roadside hazards or obstacles such as at the end of a median barrier, end of a barrier extending along the edge of a roadway, large sign posts adjacent to a roadway, and bridge pillars or center piers. Such impact attenuation devices and energy absorbing systems are installed in an effort to minimize the extent of personal injury as well as damage to an impacting vehicle and any structure or equipment associated with the roadside hazard.
- Examples of general purpose impact attenuation devices are shown in
U.S. Patent 5,011,326 entitled Narrow Stationary Impact Attenuation System;U.S. Patent 4,352,484 entitled Shear Action and Compression Energy Absorber;U.S. Patent 4,645,375 entitled Stationary Impact Attenuation System; andU.S. Patent 3,944,187 entitled Roadway Impact Attenuator. Examples of specialized energy absorbing systems are shown inU.S. Patent 4,928,928 entitled Guardrail Extruder Terminal andU.S. Patent 5,078,366 entitled Guardrail Extruder Terminal. Examples of energy absorbing systems satisfactory for use with highway guardrail systems are shown inU.S. Patent 4,655,434 entitled Energy Absorbing Guardrail Terminal andU.S. Patent 5,957,435 entitled Energy-Absorbing Guardrail End Terminal and Method. - Examples of impact attenuation devices and energy absorbing systems appropriate for use on a slow moving or stopped highway service vehicle are shown in
U.S. Patent 5,248,129 entitled Energy Absorbing Roadside Crash Barrier;U.S. Patent 5,199,755 entitled Vehicle Impact Attenuating Device;U.S. Patent 4,711,481 entitled Vehicle Impact Attenuating Device;U.S. Patent 4,008,915 entitled Impact Barrier for Vehicles. - Other examples of impact attenuation devices and energy absorbing systems are shown in
U.S. Patent 5,947,452 , entitled Energy Absorbing Crash Cushion;U.S. Patent 6,293,727 , entitled Energy Absorbing Systems for Fixed Roadside Hazards TRACC; andU.S. Patent 6,536,985 , entitled Energy Absorbing System for Fixed Roadside Hazards. The foregoing patents are hereby incorporated by reference into this application. - Recommended procedures for evaluating performance of various types of highway safety devices including crash cushions is presented in National Cooperative Highway Research Program (NCHRP) Report 350. A crash cushion is generally defined as a device designed to safely stop an impacting vehicle within a relatively short distance. NCHRP Report 350 further classifies crash cushions as either "redirective" or "nonredirective". A redirective crash cushion is designed to contain and redirect a vehicle impacting downstream from a nose or end of the crash cushion facing oncoming traffic extending from a roadside hazard. Nonredirective crash cushions are designed to contain and capture a vehicle impacting downstream from the nose of the crash cushion.
- Redirective crash cushions are further classified as either "gating" or "nongating" devices. A gating crash cushion is one designed to allow controlled penetration of a vehicle during impact between the nose of the crash cushion and the beginning of length of need (LON) of the crash cushion. A nongating crash cushion may be designed to have redirection capabilities along its entire length.
- In accordance with teachings of the present invention, 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 which may be installed adjacent to roadside hazards or hazards located on a roadway to protect occupants of a vehicle during collision with such hazards . The system may include at least one energy absorbing assembly which dissipates energy from a vehicle impacting one end of the system opposite from a hazard. When a vehicle collides with one end of the energy absorbing system, portions of at least one energy absorbing element may be shredded or ruptured to dissipate kinetic energy from the vehicle and provide deceleration within acceptable limits to minimize injury to occupants of the vehicle. Each energy absorbing element may be disposed generally normal to an associated shredder. For some applications each shredder may be disposed generally horizontal relative to associated energy absorbing elements. For other applications each shredder may be disposed generally vertical relative to associated energy absorbing elements.
- Technical advantages of the present invention include providing a relatively compact, modular energy absorbing system satisfactory for protecting vehicles during impact with a wide variety of hazards. Energy absorbing systems incorporating teachings of the present invention may be fabricated at relatively low cost using conventional materials and processes which are well known to the highway safety industry. The resulting systems combine innovative structural designs with energy absorbing techniques that are highly predictable and reliable. Such systems may be easily repaired at relative low cost after a vehicle impact.
- Failure mechanisms associated with moving a shredder oriented generally perpendicular through a solid plate may include a series of small thumbnail size chunks being knocked out or shredded or ruptured from the solid plate in front of the shredder as the shredder proceeds longitudinally through the solid plate. For other applications, a shredder oriented generally perpendicular with a solid plate may produce a single line of failure ahead of the shredder as the shredder moves longitudinally through the solid plate. The ruptured material may deflect one way or the other around the shredder. Cooperation between shredders and energy absorbing elements having openings and lands incorporating teachings of the present invention results in a generally consistent, reliable mode of failure which restarts each time shredder moves from one opening through an associated land to another opening.
- In accordance with another aspect of the present invention, a crash cushion may be provided with a shredder and one or more energy absorbing elements to optimize performance and repeatability of the crash cushion by shredding or rupturing portions of at least one energy absorbing element. Each energy absorbing element may have alternating lands and openings which cooperate with each other to provide safe, repeatable deceleration of a vehicle impacting one end of the crash cushion. The crash cushion may include a first, relatively soft portion to absorb impact from small, lightweight vehicles and/or slow moving vehicles. The crash cushion may have a middle portion with one or more energy absorbing elements and associated openings and lands. The size of the openings and/or lands may be varied along the length of each energy absorbing element to provide optimum deceleration of an impacting vehicle. The crash cushion may have a third or final portion with one or more energy absorbing elements and associated openings and lands designed to absorb impact from heavy, high speed vehicles in accordance with teachings of the present invention. The present invention may allow reducing the number or length of energy absorbing elements required to dissipate energy from an impacting vehicle by varying the size of openings, spacing of lands or segments between the openings and/or the thickness of each energy absorbing element. For some applications, an energy absorbing assembly may be formed with two or more energy absorbing elements stacked relative to each other.
- Further technical advantages of the present invention may include providing relatively low cost crash cushions and other types of safety systems which meet the criteria of NCHRP Report 350 including
Test Level 3 Requirements. A safety system having an energy absorbing assembly incorporating teachings of the present invention may be satisfactorily used during harsh weather conditions and is not sensitive to cold or moisture. The system may be easily installed, operated, inspected and maintained. The system may be installed on new or existing asphalt or concrete pads. A modular safety system incorporating teachings of the present invention may eliminate or substantially reduce field assembly of impact attenuation devices and energy absorbing components. Easily replaceable parts allow quick, low cost repair after nuisance hits and side impacts. Elimination of easily crushed or easily bent materials further minimizes the effect of any damage from nuisance hits and/or side impacts with the system. - Technical benefits of the present invention may include a modular energy absorbing system that may be used with permanent roadside hazards or may be easily moved from one temporary location (first work zone) to another temporary location (second work zone). A safety system incorporating teachings of the present invention may also be mounted on trucks and other types of highway service equipment.
- Technical benefits of the present invention may also include installing one or more energy absorbing assemblies with respective energy absorbing elements disposed in substantially horizontal positions. As a result, the energy absorbing elements may be more easily replaced and/or repaired after a vehicle impact with an associated crash cushion or other energy absorbing system.
- An energy absorbing system incorporating teachings of the present invention 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 a hazard. For other applications, three or more rows of energy absorbing assemblies may be installed. Also, each row may only have one energy absorbing assembly or multiple energy absorbing assemblies. The present invention allows modifying an energy absorbing system to minimize possible injury to both restrained and unrestrained occupants in a wide variety of vehicles traveling at various speeds.
- An energy absorbing system incorporating teachings of the present invention may more easily be repaired following impact by a vehicle. Energy absorbing elements may be disposed in a horizontal position and securely attached to other components of the energy absorbing system by a relatively small number of mechanical fasteners. For example, one bolt and associated nut may be used to provide the holding power or structural strength of three or four bolts and associated nuts. As a result, the energy absorbing elements may be more quickly and more easily replaced following a vehicle impact. Panels attached along sides of the energy absorbing system may be more quickly and more easily replaced following a vehicle impact. For some applications modules which may be easily replaced are used to shred energy absorbing elements to dissipate energy from a vehicle impact. Each module may include a bolt or other type of blunt shredder that may be easily replaced. The present invention does not include any type of cutter or sharp edge. An energy absorbing system incorporating teachings of the present invention may be installed as a modular unit, removed as a modular unit following a vehicle impact and replaced by a new modular unit.
- A more complete understanding of the present invention may be acquired by referring to the following descriptions taken in conjunction with the accompanying drawings in which like reference numbers indicate like features and wherein:
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FIGURE 1 is a schematic drawing showing an isometric view with portions broken away of a shredder and an energy absorbing assembly incorporating teachings of the present invention; -
FIGURE 2 is a schematic drawing in section with portions broken away taken along lines 2-2 ofFIGURE 1 ; -
FIGURE 3 is a schematic drawing showing an exploded, isometric view with portions broken of an energy absorbing assembly and an energy absorbing element having lands or segments disposed between respective openings or holes in accordance with teachings of the present invention; -
FIGURE 4A is a schematic drawing showing a plan view with portions broken away of an energy absorbing system incorporating teachings of the present invention; -
FIGURE 4B is a schematic drawing showing a plan view with portions broken away after a vehicle has collided with one end of the energy absorbing system ofFIGURE 4A ; -
FIGURE 4C is a schematic drawing showing a plan view of another energy absorbing system incorporating teachings of the present invention; -
FIGURE 5 is a schematic drawing in elevation with portions broken away showing an energy absorbing system incorporating teachings of the present invention; -
FIGURE 6 is a schematic drawing with portions broken away showing an exploded, plan view of the energy absorbing system, associated shredders; energy absorbing assemblies and guide rails as shown inFIGURE 5 ; -
FIGURE 7 is a schematic drawing showing an isometric view of overlapping panels disposed along one side of an energy absorbing system incorporating teachings of the present invention; -
FIGURE 8 is a schematic drawing in section with portions broken away showing a first upstream panel and a second downstream panel slidably disposed relative to each other; -
FIGURE 9 is a schematic drawing showing an isometric view of a slot plate satisfactory for releasably engaging a panel with a panel support frame in accordance with teachings of the present invention; -
FIGURE 10 is a schematic drawing showing an isometric view with portions broken away of an energy absorbing system and associated sled assembly incorporating teachings of the present invention; -
FIGURE 11 is a schematic drawing showing another isometric view with portions broken away of the energy absorbing system and sled assembly ofFIGURE 10 ; -
FIGURE 12 is a schematic drawing in section and in elevation with portions broken away showing another view of the sled assembly and associated energy absorbing system ofFIGURE 10 ; -
FIGURE 13 is a schematic drawing showing a plan view with portions broken away of the sled assembly, shredders and associated energy absorbing assemblies and associated energy absorbing system ofFIGURE 10 ; -
FIGURE 14 is an enlarged, schematic drawing in section and in elevation with portions broken away taken along lines 14-14 ofFIGURE 13 ; -
FIGURE 15 is a schematic drawing with portions broken away showing an exploded, isometric view of an energy absorbing assembly such shown inFIGURE 14 incorporating teachings of the present invention; -
FIGURE 16 is a schematic drawing with portions broken away showing a plan view of energy absorbing elements incorporating teachings of the present invention; and -
FIGURE 17 is a schematic drawing in section with portions broken away showing a panel support frame and attached panels satisfactory for use with an energy absorbing system incorporating teachings of the present invention. - The present invention and its advantages may be better 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" will generally be used to describe the orientation and/or movement of components associated with an energy absorbing system incorporating teachings of the present invention in a direction substantially parallel to the direction vehicles (not expressly shown) travel on an associated roadway. The terms "lateral" and "laterally" will generally be used to describe the orientation and/or movement of components associated with an energy absorbing system incorporating teachings of the present invention in a direction substantially normal to the direction vehicles travel on an associated roadway. Some components of energy absorbing systems incorporating teachings of the present invention may be disposed at an angle or flare (not expressly shown) relative to the direction vehicles travel on an adjacent roadway.
- The term "downstream" will generally be used to describe movement which is approximately parallel with and in approximately the same general direction as movement of a vehicle traveling an associated roadway. The term "upstream" will generally be used to describe movement which is approximately parallel with but in approximately an opposite direction as movement of a vehicle traveling on an associated roadway. 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 invention.
- The terms "shred, shredding, rupture and rupturing" may generally be used to describe the results of a shredder engaging portions of an energy absorbing element to dissipate energy of an impacting vehicle in accordance with teachings of the present invention. The terms "shred, shredding, rupture and rupturing" may also be used to describe the combined effects of ripping, tearing and/or breaching portions of an energy absorbing element without cutting portions of the energy absorbing element.
U.S. Patent 4,655,434 entitled Energy Absorbing Guardrail Terminal andU.S. Patent 5,957,435 entitled Energy Absorbing Guardrail End Terminal and Method show examples of shredding material disposed between spaced openings to absorb kinetic energy of an impacting vehicle. - The terms "gore" and "gore area" may be used to describe the area where two roadways diverge or converge. A gore is typically bounded on two sides by the edges of the roadways which join at the point of divergence or convergence. Traffic flow is often in the same direction on both of the roadways. A gore area may include shoulders or marked pavement between the roadways. The third side or third boundary of a gore area may sometimes be defined as approximately sixty (60) meters from the point of divergence or convergence of the roadways.
- The term "roadside hazard" may be used to describe permanent, fixed roadside hazards such as a large sign post, a bridge pillar or a center pier of a bridge or overpass. Roadside hazards may also include a temporary work area disposed adjacent to a roadway or located between two roadways. A 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 gore area or any other structure located adjacent to a roadway and presenting a hazard to oncoming traffic.
- The terms "hazard" and "hazards" may be used to describe both roadside hazards and hazards located on a roadway such as slow moving vehicles or equipment and stopped vehicles or equipment. Examples of such hazards may include, but are not limited to, highway safety trucks and equipment performing construction, maintenance and repair of an associated roadway.
- Various components of an energy absorbing system incorporating teachings of the present invention may be formed from commercially available structural steel materials. Examples of such materials include steel strips, steel plates, structural steel tubing, structural steel shapes and galvanized steel. Examples of structural steel shapes include W shapes, HP shapes, beams, channels, tees, and angles. Structural steel angles may have legs with equal or unequal width. The American Institute of Steel Construction publishes detailed information concerning various types of commercially available structural steel materials satisfactory for use in fabricating energy absorbing systems incorporating teachings of the present invention.
- For some applications, various components of an energy absorbing system incorporating teachings of the present invention may be formed from composite materials, cermets and any other material satisfactory for use with highway safety systems. The present invention is not limited to only forming energy absorbing systems from steel based materials. Any metal alloy, nonmetallic materials and combinations thereof which are satisfactory for use in highway safety systems may be used to form an energy absorbing system incorporating teachings of the present invention. For some applications, energy absorbing elements incorporating teachings of the present invention may be formed from mild steel.
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Energy absorbing systems Energy absorbing systems Energy absorbing systems Energy absorbing systems Energy absorbing systems Test Level 3 requirements. - Various features of the present invention will be described with respect to
energy absorbing system 20 as shown inFIGURES 4A and 4B ,energy absorbing system 20a as shown inFIGURE 4C andenergy absorbing system 20b as shown inFIGURES 5 and6 andenergy absorbing system 20c as shown inFIGURES 10-15 . Various types of shredders and energy absorbing assemblies incorporating teachings of the present invention may be used withenergy absorbing systems shredders energy absorbing assemblies energy absorbing elements - For some applications
energy absorbing systems Sled assemblies -
Energy absorbing systems sled assembly 40.Energy absorbing system 20b may includesled assembly 40b.Energy absorbing system 20c may includesled assembly 40c. First end 41 of eachsled assembly first end 21 of associatedenergy absorbing systems sled assemblies sled assemblies - The dimensions and configuration of
first end 41 ofsled assemblies corner posts top brace 141 andbottom brace 51, may be selected to catch or gather an impacting vehicle. During a collision between a motor vehicle andfirst end 21 ofenergy absorbing systems first end 41 to other components of associatedsled assembly end 41 may also be selected to effectively transfer kinetic energy even if a vehicle does not impact the center offirst end 41 or if a vehicle impacts end 41 at an angle other than parallel with the longitudinal axis of associatedenergy absorbing system -
Respective panels 160 may be attached to the sides of eachsled assembly first end 41. For purposes of describing various features of the present invention,panels 160 are shown broken away from the sides ofsled assembly 40b inFIGURE 5 .Panels 160 have been removed from one side ofsled assembly 40c inFIGURES 10 and11 . -
Roadside hazard 310 shown inFIGURES 4A ,4C, and 5 may be a concrete barrier extending along the edge or side of a roadway (not expressly shown).Roadside hazard 310 may also be a concrete barrier extending along the median between two roadways.Roadside hazard 310 may be a permanent installation or a temporary installation associated with a work area.Roadside hazard 310 may sometimes be described as a "fixed" barrier or "fixed" obstacle even though concrete barriers and other obstacles adjacent to a roadway or disposed in a roadway may from time to time be moved or removed. An energy absorbing system incorporating teachings of the present invention is not limited to use with only concrete barriers. Energy absorbing systems incorporating teachings of the present invention may be installed adjacent to various types of hazards facing oncoming traffic. - Examples of shredders and energy absorbing assemblies incorporating teachings of the present invention are shown in
FIGURES 1-3 .Energy absorbing assembly 86, as shown inFIGURES 1, 2 and3 , may sometimes be referred to as a "box beam."Energy absorbing assembly 86 may include a pair of supportingbeams 90 disposed longitudinally parallel with each other and spaced from each other. Each supportingbeam 90 may have a generally C-shaped or U-shaped cross section. Supporting beams 90 may sometimes be described as channels. - The C-shaped cross section of each supporting
beam 90 may be disposed facing each other to define a generally rectangular cross section for eachenergy absorbing assembly 86. The C-shaped cross section of each supportingbeam 90 may be defined in part byweb 92 andflanges holes 98 may be formed inflanges energy absorbing elements 100 withenergy absorbing assembly 86. For one application, supporting beams orchannels 90 may have an overall length of approximately eleven feet with a web width of approximately five inches and a flange height of approximately two inches. A wide variety of fasteners may be inserted throughholes 98 in supportingbeams 90 and correspondingholes 108 formed inenergy absorbing element 100 to satisfactorily attachenergy absorbing elements 100 with supportingbeams 90. - For embodiments shown in
FIGURES 1, 2 and3 ,fasteners 103 preferably extend throughrespective holes 108 inenergy absorbing element 100 andrespective holes 98 inflanges Fasteners 103 may be selected to allow easy replacement ofenergy absorbing element 100 after collision of a motor vehicle with one end of an associated energy absorbing system. - One requirement for attaching
energy absorbing elements 100 with supportingbeams 90 includes providing appropriatelysized shredding zone 118 as shown inFIGURE 3 between supportingbeams 90 to accommodate the associatedshredder 116. For some applications, a combination of long bolts and short bolts may be satisfactorily used. For other applications, the mechanical fasteners may be blind threaded rivets and associated nuts. A wide variety of blind rivets, bolts and other fasteners may be satisfactorily used with the present invention. Examples of such fasteners are available from Huck International, Inc., located at 6 Thomas, Irvine, California 92718-2585. Power tools satisfactory for installing such blind rivets are also available from Huck International and other vendors. - For embodiments shown in
FIGURES 1, 2 , and3 , only oneenergy absorbing element 100 may be attached toflanges 94 on one side ofenergy absorbing assembly 86. For some applications, anotherenergy absorbing element 100 may be attached toflanges 96 on the opposite side ofenergy absorbing assembly 86. For other applications, multipleenergy absorbing elements 100 and spacers (not expressly shown) may be attached to one or bothflanges - A row of holes or
openings 110 may be formed extending generally along a longitudinal center line ofenergy absorbing element 100. Openings or holes 110 may also be described as perforations. For some applications,openings 110 may have a generally circular configuration with a diameter of approximately one inch.Openings 110 are preferably spaced from each other with respective lands orsegments 112 disposed there between as shown inFIGURES 1, 2 and3 . The spacing betweenadjacent holes 110, the dimensions ofholes 110 and corresponding lands orsegments 112 may be varied in accordance with teachings of the present invention to control the amount of force or energy required to moverespective shredder 116 therethrough. - Without the presence of
openings 110, the force required to moveshredder 116 throughenergy absorbing element 100 may vary depending upon the specific type of failure mechanism. The failure mechanism associated with movingshredder 116 longitudinally through a solid plate may vary along the length of the solid plate. The presence ofopenings 110 andsegments 112 results in improved repeatability and accuracy of energy absorption asshredder 116 moves longitudinally throughenergy absorbing element 100. - The configuration and dimensions of
openings 110 andsegments 112 may be substantially varied in accordance with teachings of the present invention to provide desired energy absorbing characteristics for an associated energy absorbing assembly. For example,openings 110 may have a generally circular, oval, slot, rectangular, star or any other suitable geometric configuration. - For some applications,
openings 110 andsegments 112 may have substantially uniform dimensions along the length of eachenergy absorbing element 100. For other applications, the dimensions ofopenings 110 and/or the dimensions ofrespective segments 112 may be varied to provide for a relatively "soft" deceleration when a vehicle initially impacts an associated energy absorbing assembly followed by increasing deceleration or increasing energy absorption along a middle portion of an associatedenergy absorbing element 100. The last portion of the associatedenergy absorbing element 100 may provide reduced deceleration or reduced energy absorption as the speed of an impacting vehicle decreases. - Alternatively,
openings 110 inenergy absorbing elements 100 need not be discrete, but may be interconnected by slots (not expressly shown). Asshredder 116 moves throughopenings 116 and associated slots,energy absorbing element 100, already divided by theslots interconnecting openings 110, resists the movement ofshredder 116.Shredder 116 may bend or otherwise deform the slots inenergy absorbing element 100, wherein energy is absorbed and dissipated. - The number of
energy absorbing elements 100 and their length and thickness may be varied depending upon the intended application for the resulting energy absorbing assembly. Increasing the number of energy absorbing elements, increasing their thickness and/or increasing length will allow the resulting energy absorbing assembly to dissipate an increased amount of kinetic energy. Benefits of the present invention include the ability to vary the geometric configuration and number ofopenings 110 andsegments 112 and select appropriate materials to formenergy absorbing elements 100 depending upon the intended application for the resulting energy absorbing assembly.Energy absorbing elements 100 and other components of an energy absorbing system incorporating teachings of the present invention may be galvanized to insure that they retain their desired tensile strength and are not affected by environmental conditions which may cause rust or corrosion during the life of the associated energy absorbing system. - For some embodiments such as shown in
FIGURE 1-3, 5 and 6 , eachshredder 116 may be disposed adjacent to one end ofenergy absorbing assembly 86. As discussed later in more detail, a pair ofshredders 116 may be attached tosled assembly 40b in accordance with teachings of the present invention. For someapplications shredders 116 may be disposed generally horizontal relative tosled assembly 40b and an associated roadway (not expressly shown). Eachenergy absorbing element 100 and associatedslot 102 may be disposed generally vertical relative torespective shredder 116 and the associated roadway. - The dimensions associated with each
shredder 116 are preferably compatible withslot 102 formed in the end of eachenergy absorbing element 100 adjacent torespective shredder 116 and shreddingzone 118 formed between associated supporting beams 90. The dimensions are selected to allowshredder 116 to slide longitudinally betweenflanges slot 102 atfirst end 101 may be formed along the centerline ofenergy absorbing element 100 with a width of approximately three quarters of an inch and a length of approximately six inches. - The diameter of
shredder 116 may be smaller than the diameter ofopenings 110. This need not always be the case however. The diameter ofshredder 116 may be the same or even larger than the diameter ofopenings 110. For someapplications shredder 116 may be a bolt having a diameter of approximately one-half of one inch and a length of approximately twelve inches. Specific dimensions ofshredder 116 and associatedenergy absorbing elements 100 may be varied depending upon the amount of kinetic energy which will be dissipated byenergy absorbing assembly 86. - Material used to form each
shredder 116 will depend upon the material used to form associatedenergy absorbing elements 100. For some applications,shredder 116 may have a minimum Rockwell hardness of C39. Shredders having various configurations such as cylindrical bars with generally circular cross-sections or bars with generally square or rectangular cross-sections (not expressly shown) may also be satisfactorily used with an energy absorbing assembly incorporating teachings of the present invention. - For some applications,
energy absorbing assembly 86 may remain relatively stationary or fixed while an associatedshredder 116 moves longitudinally throughopenings 110 andsegments 112 to absorb energy from an impacting vehicle. For other applications (not expressly shown),shredder 116 may remain relatively fixed while an associatedenergy absorbing assembly 86 includingopenings 110 andsegments 112 moves longitudinally with respect toshredder 116 to absorb energy from an impacting vehicle. -
Energy absorbing element 100 may provide deceleration characteristics tailored for specific vehicle weights and speeds. For example, during approximately the first few feet of travel ofshredder 116 through associatedenergy absorbing assembly 86, two stages of stopping force or deceleration appropriate for a vehicle weighing approximately 820 kilograms may be provided. The remaining travel ofshredder 116 through associatedenergy absorbing assembly 86 may provide stopping force appropriate for larger vehicles weighing approximately 2,000 kilograms. Variations in the location, size, configuration and number ofenergy absorbing elements 100 allowsenergy absorbing assembly 86 to provide safe deceleration of vehicles weighing between 820 kilograms and 2,000 kilograms. -
FIGURE 4A showsenergy absorbing system 20 in its first position, extending longitudinally fromroadside hazard 310.Sled assembly 40, slidably disposed atfirst end 21 ofenergy absorbing system 20, may sometimes be referred to as an "impact sled."Slots 102 may be used to receiverespective shredders 116 during installation and alignment ofsled assembly 40 withenergy absorbing elements 100. First end 21 ofenergy absorbing system 20 includingfirst end 41 ofsled assembly 40 preferably face oncoming traffic.Second end 22 ofenergy absorbing system 20 may be securely attached to the end ofroadside hazard 310 facing oncoming traffic.Energy absorbing system 20 is typically installed in its first position withfirst end 21 longitudinally spaced fromsecond end 22 as shown inFIGURE 4A . - A plurality of panel support frames 60a-60e may be spaced longitudinally from each other and slidably disposed between
first end 21 andsecond end 22. Panel support frames 60a-60e may sometimes be referred to as "frame assemblies." The number of panel support frames may be varied depending upon the desired length of an associated energy absorbing system.Multiple panels 160 may be attached tosled assembly 40 and panel support frames 60a-60e.Panels 160 may sometimes be referred to as "fenders" or "fender panels." One example of a panel support frame satisfactory for use withenergy absorbing systems 20 20a, 20b and 20c is shown inFIGURE 16 . - When a vehicle impacts with
first end 21 ofenergy absorbing system 20,sled assembly 40 will move generally longitudinally towardroadside hazard 310. Energy absorbing assemblies 86 (not expressly shown inFIGURES 4A and 4B ) will absorb energy from the impacting vehicle during this movement. Movement of panel support frames 60a-60e and associatedpanels 160 relative to each other may also absorb energy from a vehicle impactingfirst end 21. -
FIGURE 4B is a schematic drawing showing a plan view ofsled assembly 40 and panel support frames 60a-60e and their associatedpanels 160 collapsed adjacent to each other. Further longitudinal movement ofsled assembly 40 towardroadside hazard 310 is prevented by panel support frames 60a-60e. The position ofenergy absorbing system 20 as shown inFIGURE 4B may be referred to as the "second" position. During most vehicle collisions withend 21 ofenergy absorbing system 20,sled assembly 40 will generally move only a portion of the distance between the first position as shown inFIGURE 4A and the second position as shown inFIGURE 4B . - Panel support frames 60a-60e, associated
panels 160 and other components ofenergy absorbing system 20 cooperate with each other to redirect vehicles striking either side ofenergy absorbing system 20 back onto an associated roadway.Respective panels 160 may be attached tosled assembly 40 and preferably extend over a portion ofrespective panels 160 attached topanel support frame 60a. In a corresponding manner,panels 160 attached topanel support frame 60a preferably extend over a corresponding portion ofpanels 160 attached topanel support frame 60b. Various components ofenergy absorbing system 20 provide substantial lateral support to panel support frames 60a-60e andpanels 160. -
First end 161 of eachpanel 160 may be securely attached tosled assembly 40 or respective panel support frames 60a-60d as appropriate. Eachpanel 160 may also be slidably attached to one or more downstream panel support frames 60a-60e. Upstream panels 160 overlap downstream panels 160 to allow telescoping or nesting ofrespective panels 160 as panel support frames 60a-60e slide toward each other. Subsets of panel support frames 60a-60e andpanels 160 may be grouped together to form a one-bay group or a two-bay group. - For purposes of illustration,
second end 162 of eachupstream panel 160 is shown inFIGURES 4A and 4B projecting a substantial distance laterally at the overlap with the associateddownstream panel 160.Panels 160 may nest closely with each other to minimize any lateral projection atsecond end 162 which might snag a vehicle during a reverse angle impact with either side ofenergy absorbing system 20. -
FIGURE 4C is a schematic drawing showing a plan view ofenergy absorbing system 20a in its first position, extending longitudinally fromroadside hazard 310.Energy absorbing system 20a may includefirst end 21 facing oncoming traffic andsecond end 22 securely attached toroadside hazard 310.Energy absorbing system 20a also includessled assembly 40, panel support frames 60a-60g andrespective panels 160. -
Panels 160 extending along both sides ofenergy absorbing systems panels 160 may vary depending on whether the respective panel is a "one-bay panel" or a "two-bay panel." For purposes of explanation, a "bay" is defined as the distance between two adjacent panels support frames 60. - The length of
panels 160 designated as "two-bay panels" is selected to span the distance between three-panel support frames whenenergy absorbing systems first end 161 of a two-bay panel 160 is preferably securely attached to upstreampanel support frame 60a.Second end 162 of the two-bay panel 160 is preferably slidably attached to downstreampanel support frame 60c. Anotherpanel support frame 60b is slidably coupled with two-bay panels 160 intermediatefirst end 161 andsecond end 162. - When
sled assembly 40 hitspanel support frame 60a which may in turn contactpanel support frame 60b and then 60c, etc., the panel support frames 60a-60g and attachedpanels 160 are accelerated towardroadside hazard 310. The inertia of panel support frames 60a-60g and attachedpanels 160 contributes to deceleration of an impacting vehicle. - If the panel support frame of a one-bay group is hit, the one-bay group will be coupled to its own associated
panels 160 and, therefore, will have relatively high inertia. To soften deceleration of an impacting vehicle, a two-bay group is preferably disposed downstream from each one-bay group. Whensled assembly 40, or one or more panel support frames being pushed bysled assembly 40, contacts the first panel support frame of a two-bay group (e.g.,panel support frame 60d), the inertia may be the same or slightly more than (because of the longer panels 160) the inertia of a one-bay group. However, when the second panel support frame of the two-bay group (e.g.,panel support frame 60e) is contacted, the second panel support frame 60 may have a lower inertia because it is only slidably coupled to the associatedpanels 160. Therefore, deceleration is somewhat reduced. -
Energy absorbing system 20a has the following groups of bays: 2-2-1-2-2, where "2" means two bays and "1" means one bay. Beginning atsled assembly 40 and moving towardroadside hazard 310,energy absorbing system 20a has a two-bay group (countingsled assembly 40 as a bay in and of itself), another two-bay group, a one-bay group, followed by a two-bay group and another two-bay group. -
Energy absorbing system 20b as shown inFIGURES 5 and6 may includesled assembly 40b and multipleenergy absorbing assemblies 86 aligned inrespective rows hazard 310 and generally parallel with each other.Sled assembly 40b may have a modified configuration as compared withsled assembly 40. For some applications guiderails energy absorbing assemblies 86. SeeFIGURES 2 and3 . -
Energy absorbing assemblies 86 may be secured to each other by a plurality of cross braces 24. Cooperation between cross braces 24 andenergy absorbing assemblies 86 results inenergy absorbing system 20b having a relatively rigid frame structure. As a result,energy absorbing system 20b may be better able to safely absorb impact from a motor vehicle that strikessled assembly 40b either offset from the center ofend 21 or that strikes end 21 at an angle other than approximately parallel withenergy absorbing assemblies 86. - As shown in
FIGURE 5 , nose cover 83 may be attached tosled assembly 40b proximatefirst end 21 ofenergy absorbing system 20b.Nose cover 83 may be a generally rectangular sheet of flexible plastic type material. Opposite edges ofnose cover 83 may be attached to corresponding opposite sides ofsled assembly 40b atend 41.Nose cover 83 may include a plurality ofchevron delineators 84 which are visible to oncoming traffic approachingroadside hazard 310. Various types of nose covers, reflectors and/or warning signs may also be mounted onsled assemblies energy absorbing systems - For some applications, each
row energy absorbing assemblies 86.Energy absorbing assemblies 86 inrow 188 may be spaced laterally fromenergy absorbing assemblies 86 inrow 189.Energy absorbing assemblies 86 may be securely attached toconcrete foundation 308 in front ofroadside hazard 310. Eachrow energy absorbing assemblies 86 may have respectivefirst end 187 which corresponds generally withfirst end 21 ofenergy absorbing system 20b. First end 41 ofsled assembly 40b may also be disposed adjacent tofirst end 187 ofrows - A pair of
ramps 32 may be provided atend 21 ofenergy absorbing system 20b to prevent small vehicles or vehicles with low ground clearance from directly impacting first ends 187 ofrows Similar ramps 32 are shown inFIGURE 10 atfirst end 21 ofenergy absorbing system 20c. Iframps 32 are not provided, a small vehicle or vehicle with low ground clearance may contact either or both first ends 187 and experience severe deceleration with substantial damage to the vehicle and/or injury to occupants in the vehicle. Various types of ramps and other structures may be provided to ensure that avehicle impacting end 21 ofenergy absorbing system 20b will properly engagesled assembly 40b and not directly contact first ends 187 ofrows - Each
ramp 32 may includeleg 34 with taperedsurface 36 extending therefrom. Connectors (not expressly shown) may be used to securely engage eachramp 32 with respectiveenergy absorbing assembly 86. For some applications,leg 34 may have a height of approximately six and one-half inches. Other components associated withenergy absorbing system 20b such asenergy absorbing assemblies 86 andguide rails ramps 32 andenergy absorbing assemblies 86 will allow such components to pass under a vehicle impacting withend 41 ofsled assembly 40. -
Tapered surfaces 36 may have a length of approximately thirteen and one-half inches.Tapered surfaces 36 may be formed by cutting a structural steel angle (not expressly shown) having nominal dimensions of three inches by three inches by one-half inch thick into sections with appropriate lengths and angles. The sections of structural steel angle may be attached torespective legs 34 using welding techniques and/or mechanical fasteners.Ramps 32 may also be referred to as "end shoes." - An energy absorbing system formed in accordance with teachings of the present invention may be mounted on or attached to either a concrete or asphalt foundation (not expressly shown). For embodiments such as shown in
FIGURES 5 and8 ,concrete foundation 308 may extend both longitudinally and laterally fromroadside hazard 310. As shown inFIGURES 5 and6 ,energy absorbing assemblies 86 are preferably disposed on and securely attached to a plurality ofcrossties 24. Eachcrosstie 24 may be secured toconcrete foundation 308 usingrespective anchor bolts 26. Various types of mechanical fasteners and anchors in addition toanchor bolts 26 may be satisfactorily used to securecrossties 24 withconcrete foundation 308. The number of crossties and the number of anchors used with each crosstie may be varied as desired for each energy absorbing system. -
Crossties 24 may be formed from structural steel strips having a nominal width of three inches and a nominal thickness of one half inch. The length of eachcrosstie 24 may be approximately twenty-two inches. Three holes may be formed in eachcrosstie 24 to accommodateanchor bolts 26. During a vehicle collision with either side ofenergy absorbing system 20,crossties 24 are placed in tension. The materials used to formcrossties 24 and their associated configuration are selected to allowcrossties 24 to deform in response to tension from such side impacts and to absorb energy from the impacting vehicle. - For some installations,
anchor bolts 26 may vary in length from approximately seven inches (7") to approximately eighteen inches (18"). For some applications, holes (not expressly shown) may be formed in an asphalt or concrete foundation to receiverespective anchor bolts 26. Various types of adhesive materials may also be placed within the holes to secureanchor bolts 26 in place. Preferably anchorbolts 26 do not extend substantially above the tops of associated nuts 27. Concrete and asphalt anchors and other fasteners satisfactory for use in installing an energy absorbing system incorporating teachings of the present invention are available from Hilti, Inc., at P.O. Box 21148, Tulsa, Oklahoma 74121. - For purposes of describing embodiments shown in
FIGURES 5 and6 , supportingbeams 90 immediately adjacent tocrossties 24 are designated 90a. The respective supportingbeams 90 disposed immediately thereabove are designated 90b. Supportingbeams respective web 92 with flanges orflanges crossties 24 may be attached toweb 92 of supportingbeams 90a opposite fromrespective flanges beam 90a extends away fromrespective crossties 24. - The number of
crossties 24 attached to each supportingbeam 90a may be varied depending upon the intended use of the resulting energy absorbing system. Forenergy absorbing system 20b, two supportingbeams 90a are spaced laterally from each other and attached to fourcrossties 24. Conventional welding techniques and/or mechanical fasteners (not expressly shown) may be used to attach supportingbeams 90a withcrossties 24. - A pair of guide rails or guide
beams beams 90b.Guide rails FIGURE 6 and are not shown inFIGURE 5 . For some applications,guide rails beams energy absorbing system 20c,guide rails beams 290. -
Guide rails first leg 211 andsecond leg 212 which intersect each other at approximately a ninety-degree angle. A plurality of holes (not expressly shown) may be formed along the length offirst leg 211 to allow attachingguide rails beams 90b.Mechanical fasteners 103a which may be longer thanmechanical fasteners 103 may be used to attachguide rails beams 90b. - The length of
guide rails rows energy absorbing assemblies 86. Whenenergy absorbing system 20b is in its second position panel support frames 60a-60e are disposed immediately adjacently to each other which prevents further movement ofsled assembly 40b. Therefore, it is not necessary forrows energy absorbing assemblies 86 to have the same length asguide rails - As shown in
FIGURES 5 and6 , corner posts 42 and 43 may be formed from structural steel strips having a width of approximately four inches and a thickness of approximately three quarters of an inch. Eachcorner post -
Top brace 141 preferably extends laterally between corner posts 42 and 43.Bottom brace 51 preferably extends laterally betweencorner post 42 and corner post 43 immediately aboveguide rails braces top brace 141 to a position immediately aboveguide rails FIGURE 5 . - A pair of
guide assemblies 54 may be respectively attached with the end of eachdiagonal brace guide assembly 54 is shown inFIGURE 5 . The dimensions of eachguide assembly 54 may be selected to allow contact associated guide beams orguide rails guide assembly 54 may be formed with a relative short angle approximately the same dimensions and configurations.Guide assemblies 54 cooperate with each other to insure thatsled assembly 40b may slide longitudinally alongguide rails roadside hazard 310. Inertia ofsled assembly 40b and friction associated with sliding over the top ofguide rails - Most impacts between a motor vehicle and end 41 of
sled assembly 40b will generally occur at a location substantially aboveenergy absorbing assemblies 86. As a result, vehicle impact withend 41 will generally result in applying a rotational moment tosled assembly 40b which forces guideassemblies 54 to bear down on the top ofleg 211 ofrespective guide rails - During a collision between a motor vehicle and end 41 of
sled assembly 40b, force from the vehicle may be transferred fromcorner posts top brace 141 throughdiagonal braces respective guide assemblies 54. As a result,guide assemblies 54 will apply force to guiderails sled assembly 40b relative toenergy absorbing assemblies 86. - As shown in
FIGURES 1 and6 connectors 214 may be attached tobottom brace 51.Connectors 214 may be spaced laterally from each other to receiverespective shredders 116.Connectors Respective shredders 116 may be attached toconnectors -
Support plates respective shredders 116 opposite from associatedenergy absorbing assemblies 86. For the embodiment shown inFIGURES 1 and6 support plate 234 may be attached torespective support post 43 andrespective connector 214.Support plate 236 may be attached torespective support post 42 andrespective connector 214.Spacer 244 may be installed betweenbottom brace 51 andhorizontal support plate 234proximate corner post 43. A similar spacer (not expressly shown) may be installed betweenbottom brace 51 andhorizontal support plate 236proximate corner post 42.Backup plate 238 may be secured tobottom brace 51 opposite from associatedshredders 116.Backup plate 238 provides additional support forconnectors 214 andhorizontal support plates -
Sled assembly 40b may be slidably disposed onguide rails first end 187 ofenergy absorbing assemblies 86 withshredders 116 disposed inrespective slots 102. The dimensions ofshredder 116 and shreddingzone 118 between associated supportingbeams 90 are selected to allow eachshredder 116 to fit between associatedflanges - During a collision with
end 21 ofenergy absorbing system 20b, a vehicle will often experience a deceleration spike as momentum is transferred from the vehicle tosled assembly 40b which results insled assembly 40b and the vehicle moving in unison with each other. The amount of deceleration due to the momentum transfer is a function of the weight ofsled assembly 40b, along with the weight and initial speed of the vehicle. Assled assembly 40b slides longitudinally towardroadside hazard 310,guide assemblies 54 will contactrespective guide rails sled assembly 40b,energy absorbing assemblies 86,shredders 116 andrespective shredding zones 118. - When a vehicle impacts the
first end 41 of thesled assembly 40b,sled assembly 40b will move towardhazard 310.Shredders 116, seated inrespective slots 102 will engage adjacentenergy absorbing elements 100.Shredders 116 will move through adjacent first land orsegment 112 shredding the material inland 112. Eachshredder 116 will pass throughfirst land 112 and enters thefirst opening 110.Shredder 116 will then enter thenext land 112, shredding the material. The process repeats asshredders 116 pass throughlands 112 andopenings 110 betweenrespective lands 112.Openings 110 provide reliability in the failure of associatedenergy absorbing element 100 by both ensuring thatshredder 116 remains on a desired path throughenergy absorbing element 100 and also rupturesenergy absorbing element 100 with a predictable amount of force. - The center portion of each
energy absorbing element 100 will be shredded between respective supportingbeams 90, while the top and bottom portions of eachenergy absorbing element 100 remains fixed to respective supportingbeams 90 bybolts 103. The center portion of eachenergy absorbing element 100 continues to be shredded assled assembly 40b continues to pushrespective shredders 116 therethrough. The shredding of portions ofenergy absorbing elements 100 will stop when kinetic energy from the impacting vehicle has been absorbed. After the passage ofshredders 116, one or moreenergy absorbing elements 100 will be separated into upper and lower parts (not expressly shown). - The length of
respective rows energy absorbing system 20b may be selected to be long enough to provide multiple stages for satisfactory deceleration of large, high-speed vehicles aftersled assembly 40b has moved through a front portion with "relatively soft" energy absorbing elements. Generally, energy absorbing elements installed in the middle portion ofrows first end 21. - Panel support frames 60a-60e may have substantially the same dimensions and configuration. Therefore, only
panel support frame 60e as shown inFIGURE 17 will be described in detail.Panel support frame 60e has a generally rectangular configuration defined in part byfirst post 68 disposed adjacent to guiderail 208 andsecond post 69 disposed adjacent to guiderail 209.Top brace 61 extends laterally betweenfirst post 68 andsecond post 69. Bottom brace 62 extends laterally betweenfirst post 68 andsecond post 69. The length ofposts panel support frame 60e is disposed onguide rails guide rails posts concrete foundation 308. - A plurality of cross braces 63, 64, 65, 70 and 71 may be disposed between
posts top brace 61 and bottom brace 62 to provide a rigid structure. For some applications cross braces 63, 64, 65, 70 and 71 and/orposts brace 65 may be installed at a lower position onposts energy absorbing systems -
Tab 66 may be attached to the end ofpost 69 adjacent toconcrete foundation 308 and extends laterally towardenergy absorbing assemblies 86.Tab 67 is attached to the end ofpost 68 adjacent toconcrete assembly 308 and extends laterally towardenergy absorbing assemblies 86.Tabs panel support frame 60e engaged withguide rails energy absorbing system 20b to prevent or minimize rotation in a direction perpendicular to guiderails panel support frame 60e to slide longitudinally towardroadside hazard 310. - Impact from a vehicle colliding with either side of
energy absorbing assembly panels 160 to panel support frames 60a-60g. The force of the lateral impact will then be transferred from panel support frames 60a-60g to the associatedguide rails 208 and/or 209 toenergy absorbing assemblies 86 throughcross ties 24 andmechanical fasteners 26 toconcrete foundation 308.Cross ties 24,mechanical fasteners 26,energy absorbing assemblies 86,guide rails - When a vehicle initially impacts
sled assembly 40b facing oncoming traffic, any occupants who are not wearing a seat belt or other restraining device may be catapulted forward from their seat. Properly restrained occupants will generally decelerate with the vehicle. During the short time period anddistance sled assembly 40b travels alongguide rails - Portions of
diagonal braces top brace 141 ofsled assembly 40b will contactpanel support frame 60a which will, in turn, contactpanel support frame 60b and any other panel support frames disposed downstream fromsled assembly 40b. Movement ofsled assembly 40b towardhazard 310 results in telescoping of panel support frames 60a-60e and their associatedpanels 160 with respect to each other. The inertia of panel support frames 60 and their associatedpanels 160 will further decelerate an impacting vehicle assled assembly 40b moves longitudinally fromfirst end 21 towardsecond end 22 ofenergy absorbing system 20b. The telescoping or sliding ofpanels 160 against one another produces additional friction forces which also contribute to deceleration of the vehicle. Movement of panel support frames 60a-60e alongguide rails - As previously discussed with respect to
FIGURES 4A and 4B , panel support frames 60a-60e and associatedpanels 160 will redirect vehicles striking either side ofenergy absorbing system 20b back onto an associated roadway. Eachpanel 160 may a generally elongated rectangular configuration defined in part by first end orupstream end 161 and second end ordownstream end 162. (SeeFIGURES 5 and 7 .) Eachpanel 160 preferably includesfirst edge 181 andsecond edge 182 which extend longitudinally betweenfirst end 161 andsecond end 162. For someapplications panels 160 may be formed from standard ten (10) gauge W beam guardrail sections having a length of approximately thirty-four and three-fourth inches for "one-bay panels" and five feet two inches for "two-bay panels." Eachpanel 160 preferably has approximately the same width of twelve and one-fourth inches. - As shown in
FIGURES 5 and 7 ,respective slot 164 is preferably formed in eachpanel 160intermediate ends Slot 164 is preferably aligned with and extends along the longitudinal center line (not expressly shown) of eachpanel 160. The length ofslot 164 is less than the length of associatedpanel 160.Respective slot plate 170 may be slidably disposed in eachslot 164. The upstream end of eachslot 164 preferably includes enlarged portion orkey hole portion 164a which will be discussed later in more detail. -
Metal strap 166 may be welded tofirst end 161 of eachpanel 160 alongedges FIGURE 8 . For someapplications metal strap 166 may have a length of approximately twelve and one-fourth inches and a width of approximately two and one-half inches. The length of eachmetal strap 166 is preferable equal to the width of therespective panel 160 between respectivelongitudinal edges Mechanical fasteners metal strap 166 withpost 68 of associatedpanel support frame 69.Mechanical fasteners end 161 ofpanels 160 to respective panel support frames 60a-60f. -
Recesses 184 may be formed in eachpanel 160 at the junction betweensecond end 162 and respectivelongitudinal edges FIGURE 7 .)Recesses 184 allowpanels 160 to fit with each other in a tight overlapping arrangement whenenergy absorbing system 20b is in its first position. As a result, recesses 184 minimize the possibility of a vehicle snagging the sides ofenergy absorbing system 20 during a "reverse angle" collision or impact. - For purposes of explanation,
panels 160 shown inFIGURE 7 have been designated 160a, 160b, 160c, 160d, 160e and 160f. The longitudinal edges ofpanels 160a-160d are identified aslongitudinal edges 181a-181d and 182a-182d, and the longitudinal edges of panel 160f are identified as longitudinal edges 181f and 182f. Also, forpanels ends 161a and 162a, ends 161b and 162b, and ends 161d and 162d, respectively. Likewise, forpanel 160c, the upstream end is identified as end 161c; and for panel 160e, the downstream end is identified asend 162e.Respective metal straps 166 may be attached to first end 161a andfirst end 161d to post 68 ofpanel support frame 60c. In a similar manner,respective metal straps 166 are provided to securely attachfirst end 161b and 161e to cornerpost 68 ofpanel support frame 60d. As shown inFIGURES 8 and 9 ,bolt 168 extends throughhole 172 inrespective slot plate 170 and a corresponding hole (not expressly shown) inpanel 160b. - As shown in
FIGURE 9 ,slot plate 170 preferably includeshole 172 extending therethrough. A pair offingers slot plate 170.Fingers slot 164 ofrespective panel 160.Mechanical fastener 168 is preferably longer thanmechanical fasteners slot plate 170. Eachslot plate 170 and bolt 168 cooperate with each other to securely anchorend 161 of aninner panel 160 with theassociate post outer panel 160 to slide longitudinally relative to the associatedposts - During some vehicle impacts panel support frames 60a-60e and associated
panels 160 may move to a second position such as shown inFIGURE 4B . As a result repair and reassembly ofenergy absorbing system 20b may be more difficult. However, enlargedportions 164a ofslots 164 cooperate with associatedslot plate 170 to allow therespective panel 160 to be more easily released from the associated panel support frame 60. - For some applications the length of
enlarged portion 164a may be approximately equal to or greater than the combined length of threeslot plates 170.Enlarged portions 164a and associatedslot plates 170 cooperate with each other to substantially reduce or eliminate many binding and/or interference problems which may result from an impacting vehicle moving an energy absorbing system from a first, extended position to a second, collapsed position. See for example,FIGURES 4A and 4B . -
Energy absorbing system 20c as shown inFIGURES 10-16 may includesled assembly 40c and multipleenergy absorbing assemblies 286 aligned inrespective rows row energy absorbing assemblies 286.Energy absorbing assemblies 286 inrow 288 may be spaced laterally fromenergy absorbing assemblies 286 inrow 289. SeeFIGURES 12 ,13 and16 . -
Sled assembly 40c may have a modified configuration similar tosled assembly 40b.Energy absorbing assemblies 286 may be secured with each other by a plurality of cross braces 24. Cooperation between cross braces 24 andenergy absorbing assemblies 286 results inenergy absorbing system 20c having a relatively rigid frame structure. As a result,energy absorbing system 20c may be better able to absorb impact from a motor vehicle that strikessled assembly 40c offset from the center ofend 21 or that strikes end 21 at an angle other than approximately parallel withenergy absorbing assemblies 286. -
Energy absorbing assemblies 286 may be securely attached toconcrete foundation 308 in front of a hazard usingcross ties 24 andbolts 26 as described with respect toenergy absorbing system 20b andenergy absorbing assemblies 86.Cross tie attachments 300, which will be discussed later in more detail, may be used to securely engageenergy absorbing assemblies 286 with respective cross ties 24. Eachrow energy absorbing assemblies 286 may have a respectivefirst end 287 which corresponds generally withfirst end 21 ofenergy absorbing system 20c. -
Sled assembly 40c may be disposed adjacentfirst end 287 ofrows shredders 216 aligned with respectiveenergy absorbing assemblies 286 prior to a vehicle impact. For embodiments represented byenergy absorbing 216 may be disposed generally vertical relative tosystem 20c shredderssled assembly 40c,energy absorbing elements 100 and an associated roadway (not expressly shown). Eachshredder 216 may be formed from a bolt having a diameter of approximately one half of an inch and a length of approximately eleven inches. The same materials may be used to formshredders 216 as previously described with respect toshredders 116. Eachenergy absorbing element 100 may be disposed generally horizontal relative to associatedshredders 216 and the roadway. SeeFIGURE 12 . - A pair of
ramps 32 may be provided atend 21 ofenergy absorbing system 20c to prevent small vehicles or vehicles with low ground clearance from directly impactingfirst end 287 ofrows vehicle impacting end 21 ofenergy absorbing system 20c will properly engagesled assembly 40c and not directly contact first ends 287 ofrows - Each
energy absorbing assembly 286 as shown inFIGURES 10-15 may include a pair of supportingbeams 290 disposed longitudinally parallel with each other and spaced laterally from each other.Shredding zone 218 may be formed by the resulting longitudinal gap between each pair of supportingbeams 290. For someapplications supporting beams 290 may have a generally C-shaped cross section as previously described with respect to supportingbeams 90 or any other satisfactory cross section. - For applications such as shown in
FIGURES 10-14 , supportingbeams 290 may be described as angles having generally L-shaped cross sections defined in part byfirst leg 291 andsecond leg 292.Legs angles 290 may reduce inventory requirements and cost of both manufacture and repair of an associated crash cushion. For someapplications supporting beams 290 andguide rails - The L-shaped cross section of each supporting
beam 290 may be disposed facing each other to define a generally C-shaped or U-shaped cross section for eachenergy absorbing assembly 286. For some applications the width ofleg 291 may be substantially longer than the width ofleg 292. For embodiments such as shown inFIGURE 12 , the width of eachfirst leg 291 may be approximately equal to the combined width of associatedsecond legs 292 plus the width of shreddingzone 218. As a resultenergy absorbing assembly 286 may have a generally square cross section. SeeFIGURE 12 . - A plurality of
holes 98 may be formed in eachsecond leg 292 for use in attaching one or moreenergy absorbing elements 100 with associatedenergy absorbing assembly 286. For some applications such as shown inFIGURE 15 , the diameter ofholes 98 may vary along the length of eachleg 292. For example, someholes 98b may have an inside diameter selected to accommodate a typical 9/16" bolt such asmechanical fasteners 250.Other holes 98a may have a smaller inside diameter selected to accommodate a 3/8" bolt or threaded stud with a 9/16" diameter shoulder and no head such asmechanical fasteners 260. - For purposes of describing various features of the present invention
energy absorbing elements 100 associated withenergy absorbing assemblies 286 may be designated asenergy absorbing elements energy absorbing assemblies 286 may have approximately the same overall length, width and height as previously described forenergy absorbing assemblies 86. Various types of fasteners may be inserted throughholes 98 in supportingbeams 290 andcorresponding holes 108 formed inenergy absorbing elements 100. - A pair of
energy absorbing elements 100d may be disposed on eachenergy absorbing assembly 286 proximatefirst end 21 ofenergy absorbing assembly 20c. SeeFIGURES 11 ,12 and16 .Energy absorbing elements 100d are shown in dotted lines inFIGURE 10 . The overall length ofenergy absorbing elements 100d may be substantially reduced as compared toenergy absorbing elements Slot 202 may be formed in eachenergy absorbing element 100d to receiverespective shredder 216. - Dimensions associated with each
shredder 216 are preferably selected to be compatible with associatedslot 202 and gap or shreddingzone 218 formed between associated supportingbeams 290. The dimensions may be selected to allow eachshredder 216 to slide longitudinally betweensecond legs 292 of associated supportingbeams 290. For embodiments such as shown inFIGURES 10-16 ,energy absorbing elements 100d have a relatively short length. However, the length ofenergy absorbing elements 100d may be increased based on the amount of energy absorption desired within the first stage of an associated energy absorbing system. - A plurality of holes (not expressly shown) may be formed along the length of each
first leg 291 to allow attachingguide rails beams 290. See for exampleFIGURES 10-13 . Various welding techniques and/or other mechanical attachment techniques may also be satisfactorily used to securely engageguide rails energy absorbing assemblies 286.Guide rails sled assembly 40c to move longitudinally fromfirst end 21 ofenergy absorbing assembly 20c toward an associated hazard.First leg 211 ofguide rails first leg 291 of associated supporting beams 270. - For some
applications shredders 216 may be installed as part ofreplaceable modules 220. As shown inFIGURES 10 ,11 and12 eachmodule 220 may includerespective support plate 222 disposed betweenshredder 216 andbottom brace 51.Support plates 222 are shown in dotted lines inFIGURES 10 and13 . Respective pairs of angles orbrackets bottom brace 51 extending in the direction of associatedrows angles respective module 220 therein. For some applications the upper portion of eachmodule 220 may be enlarged with respective shoulders (seeFIGURE 10 ). As aresult modules 220 may be inserted between respective pairs ofangles angles - For some applications support
plates 222 may be modified to have a blunt shredding surface formed on the respective downstream edge facing respectiveenergy absorbing assemblies 286. For such embodiments the blunt shredding surface may be formed as an integral component (not expressly shown) ofsupport plates 222.Support plate 222 may be formed from substantially the same materials as used to formshredders 216. - For some applications respective retainer lugs 240 may extend through openings (not expressly shown) in each
module 220 and associatedbrackets FIGURE 12 .Cotter pin 242 or similar devices may be used to releasably engageretainer lug 240 with associatedmodule 220 andbrackets shredder 216, associatedcotter pin 242 may be removed to allowretainer lug 240 to be disengaged from associatedmodule 220 andrespective brackets Module 220 may then be removed and damagedshredder 216 replaced. - For some applications each
shredder 216 may have threads formed on opposite ends thereof to receive respective nuts 232. SeeFIGURE 12 .Support plates 220 may have appropriately sized openings to receiverespective shredder 216 therethrough.Nuts 232 may be attached with the threaded portions of eachshredder 216 to securely engageshredders 216 with associatedsupport plates 222. Various other mechanisms and techniques may be satisfactorily used to releasably engageshredders 216 withsled assembly 40c. The present invention is not limited tomodules 220,vertical support plates 222, retainer lugs 240 or nuts 232. -
Sled assembly 40c may be include corner posts 42 and 43 along with other features of previously describedsled assembly 40b.Top brace 141 andbottom brace 51 preferably extend laterally between corner posts 42 and 43.Bottom brace 51 may be disposed immediately adjacent tosecond leg 212 ofguide rails FIGURE 12 . The dimensions and materials used to formbottom brace 51 may be selected to provide substantial strength for transferring of energy from an impacting vehicle toshredders 216 and associatedenergy absorbing elements 100. The height ofbottom brace 51 and the length oflegs corner post concrete foundation 308 andcross ties 24. SeeFIGURE 12 . The dimensions ofbottom brace 51 and the length ofcorner post sled assembly 40c may contactcross ties 24 and/or portions ofanchor bolts 26. As a result,sled assembly 40c may often be reused after a vehicle impact. - For some applications such as shown in
FIGURES 10 ,11 and12 , a pair of hook shapedplates end corners Respective contact plates 266 may be attached to each pair ofhook plates plates 268 and associatedcontact plates 266 may engage adjacent portions ofguide rail 208 to resist side impacts withsled assembly 40b and maintainsled assembly 40b slidably disposed onguide rails plates 269 and associatedcontact plate 266 may engage adjacent portions ofguide rail 209 for similar purposes and functions. - Gussets may be disposed between corner posts 42 and 43 and
bottom brace 51 to provide additional structural support. One or more reinforcing braces or angles (not expressly shown) may be disposed onbottom brace 51 and adjacent to portions ofmodules 220. - A pair of
braces top brace 141 to a position immediately aboveguide rails Braces bottom brace 51 and engagediagonal braces respective guide rails horizontal braces horizontal braces Horizontal brace 145 may be disposed betweendiagonal braces -
Guide assemblies diagonal braces Guide assemblies Guide assemblies guide rails Guide assemblies sled assembly 40c to slide longitudinally alongguide rails -
Guide assemblies first legs 57 which extend downwardly relative to associatedguide rail Legs 57 cooperate with each other to maintainsled assembly 40c disposed onguide rails shredders 216 aligned withrespective shredding zones 218 during a vehicle impact while at the same time allowingsled assembly 40c to slide longitudinally alongguide rails Legs 57 cooperate with each other to limit undesired lateral movement ofsled assembly 40c in response to a side impact. The inertia ofsled assembly 40c and friction associated withguide assemblies bottom brace 51 sliding overlegs 212 ofguide rails - A plurality of mechanical fasteners may be used to securely engage
energy absorbing elements 100 with associated supportingbeams 290 to formenergy absorbing assemblies 286. By installingenergy absorbing assemblies 286 with associatedenergy absorbing elements 100 in a generally horizontal orientation relative to other components ofenergy absorbing system 20c and an associated roadway, the mechanical fasteners may be more readably accessible for replacing damaged components and installing new components. SeeFIGURE 13 . - For example,
bolts 250 and associatednuts 252 may be used to securely engage one or moreenergy absorbing elements 100 with respective supportingbeams 290. A plurality ofheadless bolts 260 may also be used to releasably secureenergy absorbing elements 100 with associated supportingbeams 290. Dimensions associated withheadless bolts 260 andcorresponding openings 108 in associatedenergy absorbing elements 100 may be selected such thatenergy absorbing elements 100 may be installed and removed after disengagement of themechanical fasteners 250 and without disengagement ofheadless bolts 260. For embodiments such as shown inFIGURES 14 and15 ,bolts 250 andwashers 254 may be removed to allow disengagement of doublers 114 and associatedenergy absorbing elements Nut 252 will preferably remain securely engaged with associatednut retainer 280. - For some embodiments of the present invention such as represented by
energy absorbing system 20c, eachenergy absorbing element 100 may have a generally elongated rectangular configuration defined in part by firstlongitudinal edge 121 and secondlongitudinal edge 122. SeeFIGURES 15 and16 . A first row ofopenings 108 may be formed in eachenergy absorbing element 100 adjacent to firstlongitudinal edge 121. A second row ofopenings 108 may be formed in eachenergy absorbing element 100 adjacent to respective secondlongitudinal edge 122. A third row ofopenings 110 withlands 112 disposed therebetween may be formed in eachenergy absorbing element 100 between the first row ofopenings 108 and the second row ofopenings 108. SeeFIGURES 15 and16 . - For some applications
energy absorbing system 20c may have a relatively soft first stage, a second stage having increased energy absorbing capability and a third stage designed to absorb the energy of a high speed and/or heavy vehicle. The length ofenergy absorbing elements 100d in the first stage may be increased and/or decreased to vary the amount of energy absorbed during initial impact of a vehicle withsled assembly 40c. - The second stage of
energy absorbing system 20c may includeenergy absorbing elements 100a with variable spacing between associatedopenings 110 and associated lands 112. For embodiments such as shown inFIGURE 16 the first portion of eachenergy absorbing element 100a may includeopenings 110 having a diameter of approximately one inch with a spacing of approximately two inches between the centers ofadjacent openings 110. The middle portion of eachenergy absorbing element 100a may includeopenings 110 having a diameter of approximately one inch and a spacing of approximately two inches between centers ofadjacent openings 110. As a result, the length ofsegments 112a in the first portion of eachenergy absorbing element 100a may be approximately one inch. Eachsegment 112b in the middle portion ofenergy absorbing element 100a may have a length of approximately two inches. - When a vehicle initially impacts
sled assembly 40c a portion of the vehicle's energy will be absorbed in the first stage. Whenshredders 216 engageenergy absorbing elements 100a, the amount of energy absorbed bysegments 112a may increase as compared with the first stage (energy absorbing elements 100d) but may remain at a lower value as compared with energy absorbed bysegments 112b. The increased length of segments or lands 112b results in increased deceleration as compared with theshorter segments 112a. Therefore, substantial amounts of energy may be absorbed asshredders 216 move through the middle portion of respectiveenergy absorbing elements 100a. - As an impacting vehicle starts to slow down, less energy absorption may be desired to prevent an unrestrained occupant from impacting portions of the vehicle. Therefore, the spacing between
holes 110 in the third portion or last portion of eachenergy absorbing element 100a may be reduced. For example,segments 112c may have approximately the same length assegments 112a or the length ofsegments 112c may be even more reduced as compared with the length ofsegments 112a. - For many vehicle impacts, most of the energy absorption may occur in stages one and two. However, for very high speed and/or heavy vehicles,
shredders 216 may engageenergy absorbing elements 100b in stage three. For some applications the thickness ofenergy absorbing elements 100b instage 3 may be substantially increased. Alternatively, the spacing betweenholes 110 instage 3 may be substantially increased. Teachings of the present invention allow modifyingenergy absorbing elements 100 to provide desired deceleration for a wide variety of vehicles traveling at a wide variety of speeds without resulting in injury to an unrestrained occupant of the vehicle. - For some applications two or more
energy absorbing elements 100 may be disposed onsecond leg 292 of each supportingbeam 290. For embodiments such as shown inFIGURE 14 , the thickness ofenergy absorbing elements respective openings 110 and/or the size ofopenings 110 formed in eachenergy absorbing element - As previously noted the present invention allows reducing the number of mechanical fasteners which must be engaged and disengaged during replacement of a ruptured or shredded
energy absorbing element 100. As shown inFIGURES 14 and15 one or more headless mechanical fastener orheadless bolts 260 may be disposed between respectivemechanical fasteners 250. For some applications doublers or strong backs 114 may be disposed onenergy absorbing elements 100 opposite fromsecond leg 292 of associatedsupport beam 290. Doublers or strong backs 114 improve the holding force of associatedmechanical fasteners 250 while at the same time accommodating the use ofheadless bolts 260. For some applications such as shown inFIGURE 13 , pairs of doublers, designated 114a-114h, may be used to securely engage respectiveenergy absorbing elements 100 with associatedenergy absorbing assemblies 286. Each doubler 114 preferably includesholes 124 corresponding in diameter with associatedholes 108 formed along thelongitudinal edges energy absorbing element 100.Holes 124 formed in doublers 114 are preferably selected to accommodate bothbolts 250 andheadless bolts 260. - Various techniques and procedures may be satisfactorily used to manufacture and assemble energy absorbing assemblies in accordance with teachings of the present invention. For example,
energy absorbing assemblies 286 such as shown inFIGURES 13, 14 ,15 and16 may be manufactured and assembled by forming supportingbeams 290 having a plurality ofholes FIGURES 13, 14 ,15 and16 threesmall holes 98a may be disposed between adjacentlarger diameter holes 98b.Energy absorbing elements 100 and doublers 114 which may be releasably attached with eachsecond leg 292. -
Headless bolts 260 may be inserted through respectivesmall diameter holes 98a.Shoulder 264 on eachheadless bolt 260 will preferably engage adjacent portions ofsecond leg 292.Respective nuts 262 may be engaged with the threaded portion of eachheadless bolt 260 extending throughsecond leg 292. One or moreenergy absorbing elements 100 may be placed or stacked on respectivesecond legs 292 by insertingheadless bolts 260 through associatedholes 108. Doublers 114 will also be placed on respectiveenergy absorbing elements 100 by insertingheadless bolts 260 through associatedholes 124. Respectivemechanical fasteners 250 may then be inserted through associatedopenings 124 in doublers 114,openings 108 inenergy absorbing elements 100 andlarge diameter opening 98b in associatedsecond leg 292.Washer 254 may be disposed between the head ofbolt 250 and doubler 114.Nut 252 may then be securely engaged with eachbolt 250 to securely attachenergy absorbing elements beams 290. Doublers 114 effectively increase the "holding power" of associatedbolts 250 and nuts 252. - For some applications such as shown in
FIGURES 14 and15 respective nut retainers 280 may be disposed on eachsecond leg 292 opposite fromenergy absorbing elements 100. Eachnut retainer 280 preferably includes at least one opening withrespective nut 252 disposed therein.Nut retainer 280 allows associatedmechanical fastener 250 to be engaged and disengaged without having to holdnut 252. Therefore, whenenergy absorbing assembly 286 is disposed withenergy absorbing elements 100 in a generally horizontal position, engagement with only the head ofmechanical fastener 250 is required to engage and disengagemechanical fastener 250 fromrespective nut 252. -
Nut retainers 280 may be formed with various configurations and orientations. For someapplications nut retainer 280 may include one or more welded attachments (not expressly shown) to secure eachnut 252 aligned withrespective opening 98b. For other applications eachnut retainer 280 may include a generallyrectangular plate 282 with afirst opening 284 andsecond opening 286 formed therein.First opening 284 may be selected to receive associatednut 252.Second opening 286 is preferably smaller thanfirst opening 284.Second opening 286 may be sized to receive the threaded portion of associatedheadless bolt 260.Keeper plate 296 may be attached tonut retainer 280 opposite fromsecond leg 292 of supportingbeam 290.Keeper plate 296 may also includefirst hole 298 sized to receive the threaded portion of associatedmechanical fastener 250 andsecond hole 299 sized to receive the threaded portion ofheadless bolt 260. For someapplications retainer plate 282 andkeeper plate 296 may be installed on associatedheadless bolt 260 prior to engagingnut 262 with the respective threaded portion.Hole 298 of eachkeeper plate 296 withnut 252 disposed therein is preferably aligned with associatedlarge diameter hole 98b insecond leg 192 of associated supportingbeam 290.Hole 299 in eachkeeper plate 296 is preferably aligned with associatedsmaller diameter hole 98a insecond leg 192 of associated supportingbeam 290. - For some applications
energy absorbing elements 100d may be attached to associated supportingbeams 290 by fourmechanical fasteners bolts 250 and no doublers.Energy absorbing element 100a may be attached to associated supportingbeams 290 by eight doublers and twenty fourmechanical fasteners 250.Energy absorbing elements 100b may also be attached to associated supportingbeams 290 by eight doublers and twenty fourmechanical fasteners 250. For some applications the length ofenergy absorbing system 20c may be increased by adding moreenergy absorbing assemblies 286. - Various types of mechanisms may be satisfactorily used to engage
energy absorbing assemblies 286 withcross ties 24. For embodiments such as shown inFIGURE 14 , eachcross tie attachment 300 may have the general configuration of an angle defined in part bylegs mechanical fasteners 304 may be disposed between openings formed inleg 301 and securely engaged with corresponding holes (not expressly shown) formed infirst leg 291 of associated supportingbeam 290.Second leg 302 of eachcross tie attachment 300 may be welded or otherwise securely attached with associatedcross tie 24. - Technical benefits of the present invention may include providing modular base units which may be preassembled prior to delivery at a roadside location. For some applications each modular base unit may include
rows rows sled assembly panels 160 installed in their first position. The use of a modular base unit may minimize repair time at a roadway location and allow for more efficient, cost effective repair of a damaged modular base unit at an off site repair facility. -
Energy absorbing assemblies shredders energy absorbing system U.S. Patent No. 5,947,452 ,energy absorbing assemblies energy absorbing assemblies Respective shredders shredder energy absorbing assembly - 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 scope of the invention as defined by the appended claims.
- The energy absorbing system is further described in the following numbered clauses.
- 1. An energy absorbing system operable to minimize the results of a collision between a vehicle traveling on a roadway and a hazard comprising: the energy absorbing system having a first end and a second end; the second end of the energy absorbing system disposed adjacent to the hazard with the first end extending therefrom; a sled slidably disposed proximate the first end of the energy absorbing system; at least one energy absorbing assembly disposed between the hazard and the sled assembly; each energy absorbing assembly having at least one energy absorbing element; each energy absorbing element having a plurality of openings formed therein with respective segments disposed between adjacent openings; the sled assembly having at least one shredder attached thereto and generally aligned with each energy absorbing assembly and the at least one energy absorbing element; each shredder having a blunt surface generally aligned with the openings formed in the at least one energy absorbing element; and the sled assembly having a first end facing oncoming traffic whereby a collision of a vehicle with the first end of the sled assembly will cause the shredder to slide longitudinally relative to each energy absorbing element and dissipate energy from the vehicle by shredding the segments disposed between respective openings.
- 2. The energy absorbing system of
clause 1 further comprising: a pair of energy absorbing assemblies extending generally parallel with each other and spaced laterally from each other; and each shredder including a bolt having a generally blunt, round surface aligned with the openings and segments of the at least oneenergy absorbing element 3. The energy absorbing assembly ofclause 1 further comprising: a first row of energy absorbing assemblies and a second row of energy absorbing assemblies extending longitudinally from the hazard; the first row and the second row of energy absorbing assemblies spaced laterally from each other; and one of the shredders aligned with energy absorbing elements of the first row of the energy absorbing assemblies and another of the shredders aligned with energy absorbing elements of the second row of the energy absorbing assemblies. - 4. The energy absorbing system of
clause 1 further comprising: a first row of energy absorbing assemblies having a first guide rail attached thereto; a second row of energy absorbing assemblies having a second guide rail attached thereto; the first guide rail and the second guide rail spaced laterally from each other; the sled assembly having a first guide assembly slidably disposed on the first guide rail; and a second guide assembly slidably disposed on the second guide rail. - 5. The energy absorbing assembly of
clause 1 further comprising: a pair of energy absorbing assemblies spaced laterally from each other; the sled assembly slidably coupled with each energy absorbing assembly; and the shredder disposed adjacent to the respective energy absorbing assemblies whereby a collision between a vehicle and the sled assembly results in each shredder shredding portions of the respective energy absorbing element of each energy absorbing assembly to dissipate energy from the vehicle. - 6. The energy absorbing system of
clause 1 wherein energy absorbing assembly further comprises: a pair of supporting beams disposed longitudinally parallel with each other; at least one energy absorbing element attached to each pair of supporting beams; and the supporting beams spaced laterally from each other to allow the respective shredder to engage the at least one energy absorbing element to dissipate energy from the vehicle. - 7. The energy absorbing system of clause 6 further comprising each supporting beam having a generally C- shaped cross section.
- 8. The energy absorbing system of clause 6 further comprising each supporting beam having a generally L- shaped cross section.
- 9. The energy absorbing system of
clause 1 further comprising: each shredder securely attached to the sled assembly; the sled assembly slidably coupled proximate one end of each energy absorbing assembly; and the space between the openings and dimensions of the associated segments varying along the length of each energy absorbing element whereby varying amounts of force may be required to move each shredder through the associated energy absorbing element. - 10. An energy absorbing system operable to minimize the results of an impact between a vehicle and a hazard comprising: the energy absorbing system having a first and a second end; the second end of the energy absorbing system disposed adjacent to the hazard with the first end extending longitudinally therefrom; a sled assembly slidably disposed adjacent to the first end of the energy absorbing system; a first row of energy absorbing assemblies and a second row of energy absorbing assemblies extending from the hazard; the first row and the second row of energy absorbing assemblies spaced laterally from each other; each energy absorbing assembly having at least one energy absorbing element; the sled assembly having a first shredder and a second shredder mounted thereon and generally aligned normal to associated energy absorbing elements; and the sled assembly having a first end facing oncoming traffic whereby an impact of a vehicle with the first end of the sled assembly results in each shredder dissipating kinetic energy of the vehicle by shredding portions of the associated energy absorbing elements.
- 11. The energy absorbing system of clause 10 further comprising : a first guide rail attached to the first row of energy absorbing assemblies and a second guide rail attached to the second row of energy absorbing assemblies; a plurality of panel support frames slidably disposed on the first guide rail and the second guide rail between the sled assembly and the hazard; the panel support frames having a first position spaced longitudinally from each other; and a plurality of panels attached to the panel support frames and extending longitudinally along opposite sides of the energy absorbing system.
- 12. The energy absorbing system of clause 11 further comprising a respective longitudinal slot formed in each of the panels ; an associated slot plate slidably engaged within each slot; each slot plate securely attached with one of the panel support frames to allow longitudinal movement of the panel support frame and associated panel relative to each other; and each longitudinal slot having an enlarged portion with dimensions larger than the associated slot plate whereby the associated panel may be disengaged from the associated slot plat and attached support frame when the slot plate is disposed within the respective enlarged portion.
- 13. An energy absorbing system operable to minimize the effects of an impact between a vehicle traveling on a roadway and a hazard comprising: the energy absorbing system having a first end and a second end; the second end of the energy absorbing system disposed adjacent to the hazard with the first end spaced therefrom; a sled slidably disposed on the first end of the energy absorbing system; at least one energy absorbing assembly disposed between the hazard and the sled assembly; each energy absorbing assembly having at least one energy absorbing element; each energy absorbing element have a generally elongated, rectangular configuration with a plurality of openings formed therein and respective lands disposed between adjacent openings; each energy absorbing element disposed generally horizontal relative to the sled; the sled having at least one shredder attached thereto and generally aligned with the openings in each energy absorbing element; and the sled having a first end facing oncoming traffic whereby an impact by a vehicle with the first end of the sled will cause the shredder to slide longitudinally relative to each energy absorbing element and dissipate kinetic energy of the vehicle by shredding the lands disposed between the associated openings.
- 14. The energy absorbing system of clause 13 further comprising: a pair of energy absorbing assemblies extending generally longitudinally from the roadside hazard and spaced laterally from each other; the shredder including a pair of bolts; and each bolt having a generally blunt, round surface aligned with the lands and associated openings.
- 15. The energy absorbing assembly of clause 13 further comprising: a first row and a second row of energy absorbing assemblies extending longitudinally from the hazard; the first row and the second row of energy absorbing assemblies spaced laterally from each other; and the sled having a first shredder aligned with energy absorbing elements of the first row of energy absorbing assemblies and a second shredder aligned with energy absorbing elements of the second row of energy absorbing assemblies.
- 16. The energy absorbing system of clause 15 further comprising the sled assembly having a first guide assembly and a second guide assembly operable for respective engagement with the first row and the second row of energy absorbing assemblies.
- 17. The energy absorbing assembly of clause 13 further comprising: a pair of energy absorbing assemblies spaced laterally from each other; the sled assembly slidably coupled with each energy absorbing assembly; and each energy absorbing assembly having at least one energy absorbing element disposed generally horizontal relative to the sled assembly and the roadway.
- 18. The energy absorbing system of clause 13 wherein energy absorbing assembly further comprises: a pair of supporting beams disposed parallel with each other; at least one energy absorbing element attached to each pair of supporting beams; the supporting beams spaced from each other to allow each shredder to engage the associated energy absorbing elements to dissipate energy from the impact of the vehicle; and the energy absorbing elements disposed generally horizontal relative to the associated pair of supporting beams.
- 19. The energy absorbing system of clause 13 wherein each energy absorbing assembly further comprises: a pair of supporting beams disposed parallel with each other; at least one energy absorbing element attached to each pair of supporting beams; the supporting beams spaced from each other to allow each shredder to engage the associated energy absorbing elements to dissipate energy from the impact of the vehicle; and the energy absorbing elements disposed generally vertical relative to the associated pair of supporting beams.
- 20. The energy absorbing system of clause 13 further comprising: a first shredder and a second shredder assembly; each energy absorbing assembly having at least one energy absorbing element attached thereto; and the sled assembly slidably coupled to each energy absorbing assembly.
- 21. A method for absorbing energy to minimize the results of a collision between a vehicle traveling on a roadway and a hazard comprising: installing at least one energy absorbing assembly, having at least one energy absorbing element adjacent to the hazard with the at least one energy absorbing assembly and at least one associated energy absorbing element disposed between a vehicle traveling on the associated roadway and the hazard; installing a sled assembly, having at least one shredder, proximate one end of the at least one energy absorbing assembly opposite from the hazard ; and aligning each shredder of the sled assembly oriented generally normal to at least one energy absorbing element.
- 22. The method of
clause 21 further comprising installing each energy absorbing assembly with the at least one energy absorbing element disposed generally horizontal relative to the associated roadway. - 23. The method of
clause 21 further comprising installing each energy absorbing assembly with the at least one energy absorbing element disposed generally vertical relative to the associated roadway. - 24. An energy absorbing system operable to minimize an impact between a vehicle and a hazard comprising: the energy absorbing system having a first end and a second end; the second end of the energy absorbing system disposed adjacent to the hazard with the first end extending longitudinally therefrom; a sled assembly slidably disposed proximate the first end of the energy absorbing system; a plurality of panel support frames slidably disposed on a first guide rail and a second guide rail between the sled assembly and the hazard; the panel support frames spaced longitudinally from each other; and a plurality of panels attached to the panel support frames and extending longitudinally along opposite sides of the energy absorbing system.
- 25. The energy absorbing systems of
clause 24 further comprising: a first row of energy absorbing assemblies and a second row of energy absorbing assemblies extending from the hazard; the first row and the second row of energy absorbing assemblies spaced laterally from each other; each energy absorbing assembly having at least one energy absorbing element; the sled assembly having a first shredder and a second shredder mounted thereon and generally aligned normal to associated energy absorbing elements; and the sled assembly having a first end facing oncoming traffic whereby an impact of a vehicle with the first end of the sled assembly results in each shredder dissipating kinetic energy of the vehicle by shredding portions of the associated energy absorbing elements. - 26. The energy absorbing system of
clause 24 further comprising: a respective longitudinal slot formed in each panel; a respective slot plate slidably disposed within each slot; each slot plate securely attached with one of the panel support frames to allow sliding, longitudinal movement of the panel support frame and the associated panel relative to each other; and each longitudinal slot having an enlarged portion with dimensions larger than the associated slot plate. - 27. A method for absorbing energy to minimize the results of a collision between a vehicle traveling on a roadway and a hazard comprising; installing a pair of energy absorbing assemblies adjacent to the hazard with each energy absorbing assembly having associated energy absorbing elements; installing a sled assembly having a pair of shredders adjacent to one end of the energy absorbing assemblies disposed between oncoming traffic and the energy absorbing assemblies; and aligning the sled assembly and the pair of shredders relative to the energy absorbing assemblies with each shredder oriented generally normal to the energy absorbing elements of the associated energy absorbing assembly.
- 28. The method of clause 27 further comprising installing each energy absorbing assembly with the respective energy absorbing elements disposed generally horizontal relative to the roadway.
- 29. The method of clause 27 further comprising installing each energy absorbing assembly with the respective energy absorbing elements disposed generally vertical relative to the roadway.
- 30. An energy absorbing system operable to minimize the results of a collision between a vehicle traveling on a roadway and a hazard comprising: the energy absorbing system having a first end and a second end; the second end of the energy absorbing system disposed adjacent to the hazard with the first end extending therefrom; a pair of guide rails extending between the first end of the energy absorbing system and the second end of the energy absorbing system ; a sled assembly slidably disposed on the guide rails proximate the first end of the energy absorbing system ; a plurality of panel support frames slidably disposed on the guide rails between the sled assembly and the second end of the energy absorbing system; the panel support frames having a first position spaced longitudinally from each other; a plurality of panels attached to the sled assembly and the panel support frames; a longitudinal slot formed in each of the panels; a respective slot plate slidably disposed in each slot; each slot plate respectively engaged with one of the panel support frames to allow longitudinal movement of the panel support frame and panel relative to each other; and an enlarged portion formed proximate an upstream end of each longitudinal slot to allow removal of the associated panel from the respective panel support frame following a vehicle collision with the sled assembly.
- 31. An energy absorbing system operable to minimize the results of a collision between a vehicle traveling on a roadway and a hazard comprising: at least one energy absorbing assembly having a pair of supporting beams with at least one energy absorbing element attached to the supporting beams; the energy absorbing system having a first end and a second end; and the energy absorbing system disposed with the energy absorbing element extending generally horizontally relative to the roadway.
- 32. The energy absorbing system of clause 31 further comprising : a plurality of openings formed in each supporting beam and corresponding openings formed in each energy absorbing element; a plurality of mechanical fasteners respectively extending through the holes in energy absorbing element and the corresponding holes in the supporting beams; a doubler disposed on each energy absorbing element opposite from the respective support beam; and a plurality of openings formed in each doubler with each mechanical fastener extending through a respective hole in the doubler.
- 33. The energy absorbing system of clause 31 further comprising; each energy absorbing element having a generally elongated rectangular configuration defined in part by a first longitudinal edge and a second longitudinal edge; a first row and a second row of openings formed along each respective first longitudinal edge and second longitudinal edge of each energy absorbing element; and a third row of openings with lands disposed therebetween extending along the length of each energy absorbing element between the first row and the second row of openings.
- 34. The energy absorbing system of clause 33 wherein the mechanical fasteners further comprise: a plurality of headless bolts securely engaged with respective holes in the supporting beams; and dimensions of the headless bolts and respective openings formed in the first row and the second row of each energy absorbing element selected to allow installing and removing each energy absorbing element without disengagement of the headless bolts from the associated supporting beams.
- 35. The energy absorbing system of
clause 34 further comprising: a plurality of bolts with heads engaged with respective holes in the first row and the second row of each energy absorbing element and respective holes in the supporting beams; and at least one of the headless bolts disposed between the bolts with heads. - 36. The energy absorbing system of clause 31 further comprising: at least one nut retainer securely engaged with each supporting beam opposite from the associated energy absorbing element; a nut disposed within each nut retainer; and the nut operable to receive a bolt extending through one of the openings in the associated energy absorbing element to the securely engaged the energy absorbing element with the supporting beam.
- 37. The energy absorbing system of
clause 36 wherein the nut retainer further comprises: a plate having a generally rectangular configuration with dimensions compatible with attachment to the associated supporting beam; a first hole disposed in the retainer plate and a second hole disposed in the retainer plate; the first hole sized to receive a first mechanical fastener extending through the associated energy absorbing element and the supporting beams; and the second hole sized to receive a second mechanical fastener extending through the associated energy absorbing element and the supporting beam. - 38. The energy absorbing system of clause 37 further comprising: a keeper plate attached with the nut retainer plate opposite from the supporting beams; a first end of the keeper plate securely engaged with the first mechanical fastener; and a second end of the keeper plate disposed proximate the nut to releasably hold the nut in the retainer plate.
Claims (23)
- An energy absorbing system (20) operable to minimize the results of an impact between a vehicle and a hazard comprising:the energy absorbing system (20) having a first and a second end;the second end of the energy absorbing system (20) disposed adjacent to the hazard with the first end extending longitudinally therefrom;a sled assembly (40) slidably disposed adjacent to 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 hazard;the first row and the second row of energy absorbing assemblies (86, 286) spaced laterally from each other;each energy absorbing assembly (86, 286) having at least one energy absorbing element (100);the sled assembly (40) having a first shredder and a second shredder mounted thereon and generally aligned vertical relative to associated energy absorbing elements (100); andthe sled assembly (40) having a first end facing oncoming traffic whereby an impact of a vehicle with the first end of the sled assembly (40) results in each shredder dissipating kinetic energy of the vehicle by shredding portions of the associated energy absorbing elements (100).
- The energy absorbing system (20) of Claim 1 further comprising:a first guide rail attached to the first row of energy absorbing assemblies (86, 286) and a second guide rail attached to the second row of energy absorbing assemblies (86, 286);a plurality of panel support frames (60a-60e) slidably disposed on the first guide rail and the second guide rail between the sled assembly (40) and the hazard;the panel support frames (60a-60e) having a first position spaced longitudinally from each other; anda plurality of panels (160) attached to the panel support frames (60a-60e) and extending longitudinally along opposite sides of the energy absorbing system (20).
- The energy absorbing system (20) of Claim 1 further comprisinga respective longitudinal slot (164a) formed in each of the panels (160);an associated slot plate (170) slidably engaged within each slot;each slot plate (170) securely attached with one of the panel support frames (60a-60e) to allow longitudinal movement of the panel support frame and associated panel relative to each other; andeach longitudinal slot (164a) having an enlarged portion with dimensions larger than the associated slot plate (170) whereby the associated panel may be disengaged from the associated slot plate and attached support frame when the slot plate (170) is disposed within the respective enlarged portion.
- The energy absorbing system (20) of Claim 1 wherein each shredder further comprising a respective bolt having a generally blunt, round surface aligned with the associated energy absorbing elements (100).
- An energy absorbing system (20) operable to minimize the results of an impact between a vehicle and a hazard comprising:the energy absorbing system (20) having a first and a second end;the second end of the energy absorbing system (20) disposed adjacent to the hazard with the first end of the energy absorbing system (20) extending longitudinally therefrom;a sled assembly (40) slidably disposed adjacent to 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 hazard;the first row and the second row of energy absorbing assemblies (86, 286) spaced laterally from each other;the first row of energy absorbing assemblies (86, 286) having a first guide rail attached thereto;the second row of energy absorbing assemblies (86, 286) having a second guide rail attached thereto;the first guide rail and the second guide rail spaced laterally from each other; andthe sled assembly (40) having a first guide assembly slidably disposed on the first guide rail and a second guide assembly slidably disposed on the second guide rail.
- The energy absorbing assembly of Claim 5 further comprising a respective shredder disposed adjacent to each row of energy absorbing assemblies (86, 286) whereby a collision between a vehicle and the sled assembly (40) results in each shredder shredding portions of the respective energy absorbing assemblies (86, 286) to dissipate energy from the vehicle.
- The energy absorbing system (20) of Claim 5 wherein each energy absorbing assembly further comprises:a pair of supporting beams (290) disposed longitudinally parallel with each other;at least one energy absorbing element attached to each pair of supporting beams (290); andthe supporting beams (290) spaced laterally from each other to allow the respective shredder to engage the at least one energy absorbing element to dissipate energy from the vehicle.
- The energy absorbing system (20) of Claim 7 further comprising each supporting beam having a generally C-shaped cross section.
- The energy absorbing system (20) of Claim 7 further comprising each supporting beam having a generally L-shaped cross section.
- An energy absorbing system (20) operable to minimize an impact between a vehicle and a hazard comprising:the energy absorbing system (20) having a first end and a second end;the second end of the energy absorbing system (20) disposed adjacent to the hazard with the first end extending longitudinally therefrom;a sled assembly (40) slidably disposed proximate the first end of the energy absorbing system (20);a plurality of panel support frames (60a-60e) slidably disposed on a first guide rail and a second guide rail between the sled assembly (40) and the hazard;the panel support frames (60a-60e) spaced longitudinally from each other; anda plurality of panels (160) attached to the panel support frames (60a-60e) and extending longitudinally along opposite sides of the energy absorbing system (20).
- The energy absorbing system (20)s of Claim 10 further comprising:a first row of energy absorbing assemblies (86, 286) and a second row of energy absorbing assemblies (86, 286) extending from the hazard;the first row and the second row of energy absorbing assemblies (86, 286) spaced laterally from each other;each energy absorbing assembly having at least one energy absorbing element;the sled assembly (40) having a first shredder and a second shredder mounted thereon and generally aligned normal to associated energy absorbing elements (100); andthe sled assembly (40) having a first end facing oncoming traffic whereby an impact of a vehicle with the first end of the sled assembly (40) results in each shredder dissipating kinetic energy of the vehicle by shredding portions of the associated energy absorbing elements (100).
- The energy absorbing system (20) of claim 10 further comprising:a respective longitudinal slot (164a) formed in each panel;a respective slot plate (170) slidably disposed within each slot;each slot plate (170) securely attached with one of the panel support frames (60a-60e) to allow sliding, longitudinal movement of the panel support frame and the associated panel relative to each other; andeach longitudinal slot (164a) having an enlarged portion with dimensions larger than the associated slot plate (170).
- A method for absorbing energy to minimize the results of a collision between an oncoming vehicle traveling on a roadway and a hazard comprising;installing a pair of energy absorbing assemblies (86, 286) with each energy absorbing assembly having associated energy absorbing elements (100) with a first end of each energy absorbing assembly facing the oncoming vehicle and a second end of each energy absorbing assembly disposed adjacent to the hazard;installing a sled assembly (40) having a pair of shredders (116, 216) disposed adjacent to the first end of the energy absorbing assemblies (86, 286) and the sled assembly (40) disposed between the oncoming vehicle and the first end of the energy absorbing assemblies (86, 286); andaligning the sled assembly (40) and the pair of shredders (116, 216) relative to the energy absorbing assemblies (86, 286) with each shredder oriented generally normal to respective energy absorbing elements (100) of the energy absorbing assemblies (86, 286).
- The method of claim 13 further comprising installing each energy absorbing assembly with the respective energy absorbing elements (100) disposed generally horizontal relative to the roadway.
- The method of claim 13 further comprising installing each energy absorbing assembly with the respective energy absorbing elements (100) disposed generally vertical relative to the roadway.
- An energy absorbing system (20) operable to minimize the results of a collision between a vehicle traveling on a roadway and a hazard comprising:the energy absorbing system (20) having a first end and a second end;the second end of the energy absorbing system (20) disposed adjacent to the hazard with the first end of the energy absorbing system (20) extending therefrom;a pair of guide rails extending between the first end of the energy absorbing system (20) and the second end of the energy absorbing system (20);a sled assembly (40) slidably disposed on the guide rails proximate the first end of the energy absorbing system (20) ;a plurality of panel support frames (60a-60e) slidably disposed on the guide rails between the sled assembly (40) and the second end of the energy absorbing system (20);the panel support frames (60a-60e) having a first position spaced longitudinally from each other;a plurality of panels (160) attached to the sled assembly (40) and the panel support frames (60a-60e);a longitudinal slot (164a) formed in each of the panels (160);a respective slot plate (170) slidably disposed in each slot;each slot plate (170) respectively engaged with one of the panel support frames (60a-60e) to allow longitudinal movement of the panel support frame and panel relative to each other; andan enlarged portion formed proximate an upstream end of each longitudinal slot (164a) to allow removal of the associated panel from the respective panel support frame following a vehicle collision with the sled assembly (40).
- An energy absorbing system (20) operable to minimize the results of a collision between a vehicle traveling on a roadway and a hazard comprising:at least one energy absorbing assembly having a pair of supporting beams (290) with at least one energy absorbing element attached to the supporting beams (290);the energy absorbing system (20) having a first end and a second end;the energy absorbing system (20) disposed with the energy absorbing element extending generally horizontally relative to the roadway;a plurality of openings formed in each supporting beam and corresponding openings formed in each energy absorbing element;a plurality of mechanical fasteners (250) respectively extending through the openings in energy absorbing element and the corresponding openings in the supporting beams (290);a doubler (114) disposed on each energy absorbing element opposite from the respective support beam; anda plurality of openings formed in each doubler (114) with one of the mechanical fasteners (250) extending through one of the openings in each doubler (114).
- The energy absorbing system (20) of Claim 17 further comprising;each energy absorbing element having a generally elongated rectangular configuration defined in part by a first longitudinal edge and a second longitudinal edge;a first row of openings and a second row of openings formed along each respective first longitudinal edge and second longitudinal edge of each energy absorbing element; anda third row of openings with lands disposed therebetween extending along the length of each energy absorbing element between the first row of openings and the second row of openings.
- The energy absorbing system (20) of Claim 18 wherein the mechanical fasteners (250) further comprise:a plurality of headless bolts (260) securely engaged with respective openings in the supporting beams (290); anddimensions of the headless bolts (260) and respective openings formed in the first row of openings and the second row of openings in each energy absorbing element selected to allow installing and removing each energy absorbing element without disengagement of the headless bolts (260) from the associated supporting beams (290).
- The energy absorbing system (20) of Claim 19 further comprising:a plurality of bolts with heads engaged with respective openings in the first row and the second row of each energy absorbing element and respective openings in the supporting beams (290); andat least one of the headless bolts (260) disposed between the bolts with heads.
- The energy absorbing system (20) of Claim 17 further comprising:at least one nut retainer (280) securely engaged with each supporting beam opposite from the associated energy absorbing element;a nut disposed within each nut retainer (280); andthe nut operable to receive a bolt extending through one of the openings in the associated energy absorbing element to the securely engaged the energy absorbing element with the supporting beam.
- The energy absorbing system (20) of Claim 21 wherein the nut retainer (280) further comprises:a plate having a generally rectangular configuration with dimensions compatible with attachment to the associated supporting beam;a first opening disposed in the retainer plate and a second opening disposed in the retainer plate;the first opening sized to receive a first mechanical fastener extending through the associated energy absorbing element and the supporting beams (290); andthe second opening sized to receive a second mechanical fastener extending through the associated energy absorbing element and the supporting beam.
- The energy absorbing system (20) of Claim 22 further comprising:a keeper plate attached with the nut retainer (280) plate opposite from the supporting beams (290);a first end of the keeper plate securely engaged with the first mechanical fastener; anda second end of the keeper plate disposed proximate the nut to releasably hold the nut in the retainer plate.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
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PL10152311T PL2204496T3 (en) | 2003-12-09 | 2004-12-09 | Energy attenuating safety system |
CY20151100353T CY1116199T1 (en) | 2003-12-09 | 2015-04-16 | SAFETY SYSTEM WHICH DAMAGES ENERGY |
Applications Claiming Priority (2)
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US52809203P | 2003-12-09 | 2003-12-09 | |
EP04813624A EP1706544B1 (en) | 2003-12-09 | 2004-12-09 | Energy attenuating safety system |
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EP04813624.6 Division | 2004-12-09 | ||
EP04813624A Division EP1706544B1 (en) | 2003-12-09 | 2004-12-09 | Energy attenuating safety system |
Publications (3)
Publication Number | Publication Date |
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EP2204496A2 true EP2204496A2 (en) | 2010-07-07 |
EP2204496A3 EP2204496A3 (en) | 2013-10-16 |
EP2204496B1 EP2204496B1 (en) | 2015-02-18 |
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EP04813624A Not-in-force EP1706544B1 (en) | 2003-12-09 | 2004-12-09 | Energy attenuating safety system |
EP10152311.6A Active EP2204496B1 (en) | 2003-12-09 | 2004-12-09 | Energy attenuating safety system |
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EP04813624A Not-in-force EP1706544B1 (en) | 2003-12-09 | 2004-12-09 | Energy attenuating safety system |
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EP (2) | EP1706544B1 (en) |
CN (2) | CN1890437B (en) |
AT (1) | ATE458867T1 (en) |
AU (2) | AU2004313930B2 (en) |
CA (1) | CA2546137C (en) |
CY (1) | CY1111016T1 (en) |
DE (1) | DE602004025744D1 (en) |
DK (2) | DK2204496T3 (en) |
ES (2) | ES2341548T3 (en) |
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MX (2) | MXPA06006590A (en) |
NO (1) | NO340610B1 (en) |
NZ (1) | NZ547307A (en) |
PL (2) | PL2204496T3 (en) |
SG (1) | SG149821A1 (en) |
TW (1) | TWI388707B (en) |
WO (1) | WO2005068727A1 (en) |
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Publication number | Priority date | Publication date | Assignee | Title |
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US7306397B2 (en) | 2002-07-22 | 2007-12-11 | Exodyne Technologies, Inc. | Energy attenuating safety system |
CN101139827B (en) * | 2007-10-30 | 2010-09-08 | 曲涛 | Highway trackside rigid barrier disintegration energy-absorbing shield protecting device |
DE102008048110B4 (en) * | 2008-09-19 | 2018-02-22 | Hubert Hergeth | Transport system for fibers |
CN103966961B (en) * | 2013-01-24 | 2016-06-08 | 上海船舶运输科学研究所 | Bridge-collision-avoidance energy dissipating anchor heavy stone used as an anchor |
CN114364843A (en) * | 2019-10-15 | 2022-04-15 | 特拉费斯装置股份有限公司 | Crash attenuator system and method |
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2004
- 2004-12-09 AT AT04813624T patent/ATE458867T1/en not_active IP Right Cessation
- 2004-12-09 PL PL10152311T patent/PL2204496T3/en unknown
- 2004-12-09 CN CN200480036741XA patent/CN1890437B/en not_active Expired - Fee Related
- 2004-12-09 MX MXPA06006590A patent/MXPA06006590A/en active IP Right Grant
- 2004-12-09 WO PCT/US2004/041321 patent/WO2005068727A1/en active Application Filing
- 2004-12-09 CN CN201010624221.8A patent/CN102108687B/en active Active
- 2004-12-09 DE DE602004025744T patent/DE602004025744D1/en active Active
- 2004-12-09 SG SG200900153-8A patent/SG149821A1/en unknown
- 2004-12-09 EP EP04813624A patent/EP1706544B1/en not_active Not-in-force
- 2004-12-09 CA CA2546137A patent/CA2546137C/en active Active
- 2004-12-09 ES ES04813624T patent/ES2341548T3/en active Active
- 2004-12-09 MX MX2015000843A patent/MX343407B/en unknown
- 2004-12-09 PL PL04813624T patent/PL1706544T3/en unknown
- 2004-12-09 EP EP10152311.6A patent/EP2204496B1/en active Active
- 2004-12-09 DK DK10152311.6T patent/DK2204496T3/en active
- 2004-12-09 TW TW093138149A patent/TWI388707B/en active
- 2004-12-09 DK DK04813624.6T patent/DK1706544T3/en active
- 2004-12-09 AU AU2004313930A patent/AU2004313930B2/en not_active Ceased
- 2004-12-09 NZ NZ547307A patent/NZ547307A/en unknown
- 2004-12-09 ES ES10152311.6T patent/ES2536227T3/en active Active
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2006
- 2006-07-07 NO NO20063151A patent/NO340610B1/en unknown
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2007
- 2007-04-04 HK HK07103657.1A patent/HK1099795A1/en not_active IP Right Cessation
- 2007-06-25 HK HK07106754.6A patent/HK1101976A1/en not_active IP Right Cessation
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2010
- 2010-05-14 CY CY20101100431T patent/CY1111016T1/en unknown
- 2010-08-04 AU AU2010206111A patent/AU2010206111B2/en active Active
- 2010-12-07 HK HK10111337.7A patent/HK1145195A1/en unknown
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