MXPA01001554A - Energy absorbing system for fixed roadside hazards - Google Patents

Abstract

An energy absorbing system with one or more energy absorbing assemblies is provided to reduce or eliminate the severity of a collision between a moving motor vehicle and a roadside hazard. The energy absorbing system may be installed adjacent to a roadside hazard such as the end of a concrete barrier facing oncoming traffic. The energy absorbing system preferably includes at least one energy absorbing element. A sled assembly is also provided with a cutter plate such that a collision by the motor vehicle with one end of the sled assembly will result in the cutter plate tearing or ripping the energy absorbing element to dissipate energy from the motor vehicle collision. The configuration and number of energy absorbing assemblies and the configuration and number of energy absorbing elements may be varied depending upon the intended application for the resulting energy absorbing system.

Description

SYSTEM OF ABSORPTION OF ENERGY FOR DANGERS ON THE SIDE OF THE FIXED PATH TECHNICAL FIELD OF THE INVENTION This invention relates in general to the field of impact attenuation devices, and more particularly to an energy absorbing system which can be used to reduce the severity of a collision between a moving motor vehicle and a stationary hazard adjacent to a vehicle. side of the road BACKGROUND OF THE INVENTION Various impact attenuating devices and energy absorbing systems have been used to prevent or reduce the damage resulting from the collision between a moving motor vehicle and a fixed obstacle or hazard on the side of the road. Examples of prior impact attenuating devices and energy absorbing systems include shock pads or shock barriers with various structures and containers having folding elements. Other shock barriers are based on the forces of inertia generated when the material such as the sand is accelerated during an impact to absorb the energy.

Some of these devices and systems have been developed for use on narrow road side obstacles or hazards such as at the end of the medium barrier, the end of the barrier that extends along the edge of a road, the poles of large signs adjacent to a road, and bridge pillars or central posts. Such impact attenuating devices and energy absorbing systems are installed in an effort to minimize the extent of personal injury as well as to cushion a striking vehicle and any structures or equipment associated with the hazard on the side of the road.

Examples of impact attenuation devices for general purposes are shown in U.S. Patent 5,011 / 326 entitled "Narrow Steady Impact Attenuation System; United States of America 4,352,484 patent entitled Energy Compression Cutting and Absorber Action; United States of America 4,645,375 patent entitled Steady Impact Attenuation System; and United States of America patent 3,944,187 entitled Atenua? o de Impacto de Camino. Examples of specialized stationary energy absorbing systems are shown in U.S. Patent 4,928,928 entitled Guardian Extruder Terminal and in United States of America 5,078,366 entitled Guardian Extruder Terminal. Each of the foregoing patents are incorporated by reference for all purposes of the present application.

Examples of impact attenuating devices and energy absorbing systems suitable for use on a slow-moving or stopped road service vehicle are shown in U.S. Patent 5,248,129 entitled "Side Shock Barrier". of the Energy Absorbing Path, the patent of the States of America 5,199,755, entitled Vehicle Impact Attenuation Device, in the United States of America Patent 4,711,481, entitled Vehicle Impact Mitigation Device, in the United States of America patent 4,008,915 entitled Impact Barrier for Vehicles ".

The recommended procedures for evaluating the performance of various types of road safety devices including crash cushions are presented in the National Cooperative Highway Research Program Report (NCHRP) 350. A crash cushion is generally defined as a device. designed to safely stop a vehicle that impacts within a relatively short distance. The NCHRP 350 report also classifies shock absorbers as either "redirectives" or "non-redirectives." A redirect shock absorber is designed to contain and redirect an impalient vehicle * lAj¿M * '- "^ - ^ ftíi ^^^ - ^ down from a nose or end of the shock absorber facing the traffic that is spreading through a road side hazard. are designed to contain and capture a vehicle that impacts down from the nose of the shock absorber.Redirective shock absorbers are further classified as gate or non-gate devices.A damper shock absorber was designed to allow controlled penetration of a vehicle during an impact between the nose of the shock absorber and the beginning of the length of the need (LON) of the shock absorber A shock absorber without a gate is designed to have redirection capabilities along its full length .

SYNTHESIS OF THE INVENTION In accordance with the teachings of the present invention, the disadvantages and problems associated with previous impact attenuation devices and energy absorbing systems have been essentially reduced or eliminated. One aspect of the present invention includes providing a shock absorber or shock barrier which can be installed on one side of an obstacle or fixed danger on the side of the road to protect the occupants of a vehicle from the collision with the danger next to the road. The shock absorber preferably includes a cutter plate and a series of tear plates or energy absorbing elements which cooperate with each other to absorb the energy of a vehicle impacting one end of the opposite shock absorber from the hazard fixed to the side of the vehicle. path. The tear plates remain relatively fixed within the shock absorber while the cutting blade moves through the tear plates to absorb the impact energy of the vehicle. A shock absorber also includes improved panels and associated panel support frames to redirect a vehicle that impacts either side of the shock absorber.

Another aspect of the present investment includes providing an energy absorbing system having a plurality of panels and panel support frames which can be installed between a coming traffic and the road side hazard. The panel support frames and the panels are placed slidable in relation to one another. As a result of this, when a vehicle collides with one end of the energy absorbing system facing the coming traffic, the panel support frames and panels will telescope or fold in relation to one another to cushion the impact of the vehicle. The panel support frames, associated panels and other components of the energy absorbing system cooperate with each other to absorb the kinetic energy of the vehicle and provide deceleration within settable limits to minimize injury to the occupants inside the vehicle. The panel support frames and panels also cooperate with other components of the energy absorbing system to redirect the vehicles out of the road side hazard and back onto the road after a collision with either side of the absorber system. Energy.

The technical advantages of the present invention include providing a shock absorber which can be manufactured at a relatively low cost using materials and processes that are well known to the road safety industry. The resulting shock absorber combines innovative structure and energy absorbing techniques that are highly predictable and reliable. The impact energy of the vehicle is preferably absorbed by cutting or tearing one or more energy absorbing elements. The shock absorber can easily be used again after the impact of the vehicle by replacing one or more energy absorbing elements. A wide variety of metal strips and metal plates can be used successfully as energy absorbing elements depending on the operating environment intended for the impact absorber. Also, the number of energy absorbing elements and their geometrical configuration can be varied depending on the intended application. toMa «faith», it- ¿f? '- ^ &&&A ¿? ¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡'^, ^ Á ^^ &, ^^^^ teachings of the present invention to optimize the deceleration of a striking vehicle while protecting occupants of the vehicle from injury due to excessive amounts of deceleration.

Additional technical advantages of the present invention include providing shock absorbers of relatively low cost which meet the criteria of the NCHRP 350 report which includes the requirements of level 3. A shock absorber having a cutter plate and energy absorbing elements that Incorporating the teachings of the present invention can be used satisfactorily during harsh weather conditions and is not sensitive to cold or moisture. A cutting plate and the energy absorbing elements embodied in the teachings of the present invention can absorb large amounts of energy while a striking vehicle is surely stopped for a relatively short length of displacement of the cutting plate through the energy absorbing elements. .

The cutting plate and the energy absorbing elements cooperate with each other and with the panel support frames and the associated panels to eliminate many of the problems associated with the previous shock absorber designs. A shock absorber incorporating the teachings of the present invention can dissipate Satisfy the kinetic energy of a hitting vehicle weighing 4,500 pounds at a speed of about 60 miles per hour (60 mph) with minimal (if any) damage to the road side hazard and minimal waste (if any). some) of the shock absorber. A shock absorber incorporating the teachings of the present invention provides a highly predictable deceleration of an impact vehicle to protect the occupants of the vehicle.

In addition to eliminating the problems associated with previous shock absorber designs, the present invention provides a shock absorber that offers a high level of protection to the motorized public with greater reliability and reduced costs. The resulting shock absorber provides a proper deceleration or stopping force for a wide range of vehicles of types and sizes including vehicles weighing between 820 kilograms and 2000 kilograms.

A further aspect of the present invention includes a shock absorber having a sled assembly with a cutter plate attached thereto and multiple energy absorbing assemblies connected together by a series of transverse tie-downs or anchor plates. As a result of connecting the energy absorbing assemblies to one another, the shock absorber has a rigid frame construction which in cooperation with the multiple panel support frames and associated panels will redipulate the vehicles during side impacts with the shock absorber of the vehicle. shock For some applications each energy absorber assembly includes two C-channels with the C-shaped configurations facing each other and the C-channels extending generally horizontally in the direction of vehicle traffic that comes during normal operation of the shock absorber crash. A separation of about one inch is provided between the opposite flanges of the two C-shaped channels. This separation can be covered by one or more metal plates or energy absorbing elements to form a closed box type structure. A cutting blade or a ripper is preferably attached to the lower part of a sled assembly at the end of the shock absorber facing the coming traffic. During the impact between a motor vehicle and the sled assembly, the collision forces are transferred from the sled assembly to the energy absorbing assemblies by the cutting blade. As the whole of the sled moves to the danger of the side of the fixed road, metal plates or energy absorbing elements which are clamped on opposite sides of the C channels are cut or torn by the cutting blade. The energy of the impacting vehicle is dissipated and the impacting vehicle is safely taken to rest by the force required to cut or tear the metal plates of the energy absorbing assemblies. Various combinations of metal plates and support beams can be used to form each energy absorbing assembly to provide appropriate stopping or deceleration for a wide range of vehicle types, weights and impact velocities. The support beams have different configurations from those of the C-channels and can be used satisfactorily with the present invention.

The technical advantages of the present invention include providing a shock absorber which can be easily installed, operated and maintained. The easily replaceable parts allow a low cost and quick repair after shocks and side impacts. The removal of easily bent or crushed materials also minimizes the effect of any damage from impacts and / or side impacts with the shock absorber.

BRIEF DESCRIPTION OF THE DRAWINGS A more complete understanding of the present invention can be acquired by referring to the following description taken in conjunction with the accompanying drawings in which the like reference numbers indicate the similar characteristics and where: Fig. 1 is a schematic drawing showing an elevated view with cut-away portions of an energy absorbing system embodying the teachings of the present invention installed on one side of a danger end of the side of the fixed road; Fig. 2 is a schematic drawing showing a plan view with parts cut away from the danger of the fixed path side and the energy absorbing system of Fig. 1; Figure 3 is a schematic drawing showing an isometric view with cut away portions of a cutting plate and an energy absorbing assembly having a plurality of energy absorbing and support beam elements incorporating the teachings of the present invention; Figure 4 is a schematic sectional drawing with outwardly cut portions taken along lines 4-4 of Figure 3 showing cross-section of box beam type of energy absorber assembly; Figure 5 is a schematic drawing showing an isometric view with cut parts of the absorber assembly of energy from Figure 3 after the elements Energy absorbers have been cut or torn while the energy of a vehicle impact is absorbed; Fig. 6 is a schematic sectional drawing with cut-away portions showing an energy absorbing assembly incorporating another embodiment of the present invention; Fig. 7 is a schematic and broken away drawing showing an isometric view with cut-away portions of yet another embodiment of the present invention in which the energy absorbing assembly includes the plurality of progressively thicker energy absorbing elements or metal plates as along the length of the associated energy absorber assembly selected to stop a car colliding with an incrementally gradual deceleration or a stopping force applied to the colliding automobile; Fig. 8 is a schematic drawing showing an isometric view with cut-away portions of an energy absorbing element having a plurality of cuts cast there to minimize damage to a lightweight motor vehicle during the initial impact with an absorber assembly. energy that has such energy absorbing elements; ~ * A? ¡6j, ki sti? Acy.¿f *? > ^ ^ ". Fig. 9A is a schematic drawing showing a plan view with cut-away portions of another energy absorbing system embodying the teachings of the present invention installed on one side of an end of a danger from fixed road side; Fig. 9B is a schematic drawing showing a plan view with cut-off parts after a motor vehicle has hit or been crashed at one end of the system energy absorber of figure 9A opposite the danger of the fixed road side; Figure 9C is a schematic drawing showing a plan view of yet another energy absorbing system incorporating the teachings of the present invention installed at one side of a fixed path side hazard; Figure 10 is a drawing showing an elevated view with cut-away portions of the energy absorber system 20 shown in Figures 9A and 9B; Figure 11 is a schematic drawing with parts cut out showing an isometric view of a sled assembly and other components at the end of the system energy absorber of figure 10 opposite to the danger of the fixed road side; Fig. 12 is a schematic drawing with cut-away portions showing an isometric view of the sled assembly associated with the energy absorbing system of Fig. 10; Figure 13 is a schematic drawing of an end section with cut portions showing one end of the sled assembly of Figure 12 opposite from the coming traffic; Fig. 14 is a schematic drawing with cut portions showing an isometric and exploded view of the sled assembly, the cutter plate and the ramp associated with the energy absorbing system of Fig. 10; Figure 15 is a schematic drawing end section with cut-away portions taken along lines 15-15 of Figure 10 showing a sliding support frame and panels fastened; Figure 16 is a schematic drawing with cut-away portions showing an isometric view of the sliding support member and the panels fastened as shown in Figure 15; Fig. 17 is a schematic drawing showing an isometric view of the lapped panels incorporating the teachings of the present invention positioned along one side of the energy absorbing system of Fig. 10; Fig. 18 is a schematic drawing end section with chopped parts showing a first panel upward and a second downward panel positioned slidably in relation to each other in accordance with the teachings of the present invention; Fig. 19 is a schematic drawing showing an isometric view of a groove plate satisfactory for use in slidably fastening a panel incorporating the teachings of the present invention with a panel support frame; Fig. 20 is a schematic drawing with "cut-away portions showing an exploded plane view of a cutting plate and the satisfying energy absorbing elements for use with the energy absorbing system of Fig. 10. i? * St- DETAILED DESCRIPTION OF THE INVENTION The present invention and its advantages will be better understood with reference to Figures 1-20 of the drawings, wherein the like numbers are used for equal and corresponding parts of the drawings.

The energy absorbing system 320 incorporating one embodiment of the present invention is shown in Figures 1 and 2. The energy absorbing system 20 incorporating additional embodiments of the present invention is shown in Figures 9A-20. Energy absorbing systems 20 and 320 can sometimes be referred to as shock absorbers, crash barriers, or power systems. road side protection. The energy absorbing systems 20 and 320 can be used to minimize the results of a collision between a motor vehicle (not expressly shown) and various types of road side hazards such as a road side hazard 310. 20 A wide A variety of energy absorbing assemblies can be manufactured in accordance with the teachings of the present invention by holding the energy absorbing elements or the metal plates with a pair of supporting beams spaced one from the other. A cutting plate with one or more cutting edges can be placed on one side of the elements energy absorbers between the supporting beams to dissipate the kinetic energy by breaking or tearing the associated energy absorbing elements. An energy absorbing system embodying the teachings of the present invention can be formed of the energy absorbing assemblies and / or the panel support frames and the panels slidably positioned relative to one another. The energy absorbing assemblies, the panel support frames and the panels can be selected to successfully absorb the energy of a wide variety of vehicles that collide with the energy absorbing system at various angles including side impacts and side impact impacts. "Reverse" angle.

The energy absorbing systems 20 and 320 are shown installed at the hazard end of the road side 310 facing the coming traffic. The road side hazard 310 shown in Figures 1, 2, 9A, 9B and 10 may be a concrete barrier extending along the edge or side of a road (not expressly shown). The hazard on the side of the road 310 can also be a concrete barrier that extends along the middle between two lanes of road.

The terms "longitudinal", "longitudinally" and "linear" will generally be used to describe the orientation and / or movement of the components associated with the energy absorbing systems 20 and 320 in one direction. '^ ¡^? £ ^ 3 ^^ j? GÉra | ¡££ ^^^. &H; j ^ jg | ^ which is essentially parallel to the direction in which the vehicles will move (not expressly shown) on an adjacent road. The terms "lateral" and "laterally" will generally be used to describe the orientation and / or movement of the components associated with the energy absorbing systems 20 and 320 in a direction which is generally normal to the direction of the vehicles that they will move on the adjacent road.

The term "downstream" will generally be used to describe the movement which is essentially parallel with and in the same direction as the movement of a vehicle traveling on an adjacent road or road. The term "upstream" will generally be used to describe the movement which is parallel but opposite to the direction in which a vehicle moves on an adjacent road. the terms "upstream" and "downstream" can also be used to describe the position of a component relative to another component in relation to the energy absorbing systems 20 and 320.

The terms "separate" and "separating" will generally be used to describe the results of deforming an energy absorbing element using a cutting plate 25 to cause the failure of the energy absorbing element in tension according to the teachings herein. ^ y.y i & * ys? &amp * * * z. fcjS invention. The terms "separate" and "separating" may also be used to describe the combined effects of tearing and breaking the energy absorbing element according to the teachings of the present invention.

Various components of the energy absorbing systems 20 and 320 can be formed from commercially available structural steel materials. Examples of such materials include steel strips, steel plates, structural steel tubing and structural steel shapes. Examples of structural steel shapes include shapes, HP shapes, beams, channels, tees and angles. Structural steel angles can have legs with equal or uneven width. The American Steel Construction Institute publishes detailed information regarding the various types of commercially available steel structural materials that are satisfactory for use in the manufacture of energy absorbing systems 20 and 320.

The hazard on the side of highway 310 can sometimes be described as a "fixed" barrier or a "fixed" obstacle even when concrete barriers and other obstacles adjacent to the highway can be moved or removed from time to time. The danger of the side of the road 310 can also represent a part of a large advertisement post adjacent to a road, a bridge pillar, a pier of JA center of a bridge or * li¡fe (brepaso or any other structure located on the side of a road and presenting a danger to the coming traffic. energy that incorporates the teachings of the present invention is not limited to use with only concrete barriers.

The main components of the energy absorbing system 320 as shown in Figures 1, 2 and 3 preferably include one or more energy absorbing assemblies 86, a cutting plate or cutting plates 106 and a sledge assembly 340. The cutting plate 106 it can also be mentioned as a "scraper" or "as a cutting blade".

One side of each energy absorbing assembly 86 is preferably attached to the road side hazard 310 by the respective struts 312. For some applications the energy absorbing assemblies 86 can also be flushed to the ground in front of the hazard side. The road 310. A plurality of spacers or transverse clamps 314 may be used to keep the energy absorber assemblies 86 aligned in generally parallel fashion with each other and extending longitudinally from the road side hazard 310 toward traffic. coming. 25 The sled assembly 340 is slidably coupled with the end of the energy absorbing assemblies 86 opposite the road side hazard 310. The impact plate 382 can be placed on the end of the sled assembly 340 facing traffic that comes. One or more of the cutter plates 106 (not shown in Figures 1 and 2) are preferably provided as part of a sledge assembly 340. The respective cutter plates 106 are preferably slidably mounted in relation to one end of the energy absorbing assembly 86 opposite from the road side hazard 310. When a motor vehicle (not expressly shown) makes contact or collides with an impact plate 382, the sled assembly 340 will move longitudinally relative to the The absorber sets of energy 86 and road side hazard 310. As the sled assembly 340 moves toward the road side hazard 310, the kinetic energy of the crashing motor vehicle will be dissipated by the cutting or tearing plates 106 the associated energy absorbing elements 100. For In some applications, it may be desirable to install a section of the rail guard 316 between the hazard on the side of the road 310 and the sled assembly 340 on the side immediately adjacent to the road.

For the incorporation of the present invention as shown in Figures 3, 4 and 5, the absorber assembly Energy 86 can sometimes be referred to as a "box beam". Each energy absorbing assembly 86 preferably includes a pair of support beams 90 which are positioned longitudinally parallel with one another and spaced apart from each other. The support beams 90 have a generally C-shaped or U-shaped cross section. The C-shaped cross-section of each support beam 90 is placed face to face to define a generally rectangular cross section for the assembly. energy absorber 86. The support beams 90 can also be described as channels. The C-shaped cross-section of each support beam 90 is defined in part by the fabric 92 and the lugs or flanges 94 and 96 extending therefrom. A plurality of matching holes 98 are formed preferably on both handles 94 and 96 for use in securing the energy absorbing elements 100 to opposite sides of the energy absorbing assembly 86.

For the embodiment shown in Figures 3, 20 4 and 5, a pair of energy absorbing elements 100 is attached to the handles 94 on one side of the energy absorbing assembly 86. Another pair of the energy absorbing elements 100 is attached to the handles 96 on the opposite side of the energy absorbing assembly 86. The spacers 25 104 are preferably placed between each pair of the energy absorbing elements 100 on one side of the respective grips 94 and 96. A plurality of the fastener 103 extends through the holes 98 in the lugs 94 and 96 in the associated energy absorbing elements 100. For the embodiment of the present invention shown in FIGS. 3, 4 and 5, the energy absorbing elements 100 have a relatively uniform thickness. As discussed below in greater detail with respect to the energy absorbing assembly 486 shown in Figure 7 and the energy absorbing elements 152a, b, c and d shown in Figure 20, it may be desirable to vary the thickness and / or number of the energy absorbing elements that extend along the length of an energy absorbing assembly.

The fasteners 103 allow easy replacement of the energy absorbing elements 100 after the collision of a motor vehicle with an impact plate 382. A wide variety of fasteners can be used successfully to hold the energy absorbing elements 100 with the beams 90. 20 The energy absorbing elements 100 can be formed from various types of metal alloys. For some applications mild steel is preferred. The number of energy absorbing elements 100 and their length and thickness 25 can be varied depending on the intended application for the resulting energy absorbing assembly. Increasing the -jfag number of energy absorbing elements, increasing their thickness, and / or increasing the length of the energy absorbing elements 100, will allow the resulting energy absorbing assembly to dissipate an increased amount of kinetic energy.

The energy absorbing elements 100 can also be mentioned as tear plates or cutting plates. The benefits of the present invention include the ability to vary the geometrical configuration and the number of energy absorbing elements 100 and the selection of the appropriate metal alloys depending on the intended application for the resulting energy absorbing system.

For the embodiment shown in Figure 3, the cutting plate 106 includes a pair of cantilevered cutting edges or tear edges 107 and 109 which are disposed at a first end 101 of the respective energy absorbing assembly 86. The cutting edges 107 and 109 they can also be described as tearing blades. The thickness of the cutter plates 106 and the spacing 118 between the support beams 90 is selected to allow the cutter plate 106 to fit between the handles 94 and 96 and the adjacent support beams 90.

The slot 102 is preferably formed at the end of each energy absorbing element 100 on one side of the respective cutting plate 106. The cutting edges 107 and 109 are preferably placed at an acute angle relative to the energy absorbing elements 100. For the embodiment shown in figure 3, the cutting edges 107 and 109 are hardened and formed at an angle of approximately forty-five degrees approximately in relation to the associated energy absorbing elements 100. The configuration of the cutting edges 107 and 109, including its orientation in relation to the energy absorbing elements 100, is selected to cause the associated energy absorbing elements 100 to fall under tension as they are stretched between the respective grips 94 and 96 of the associated support beams 90.

The energy absorbing elements 100 and other metal components of the energy absorbing system 320 are preferably galvanized to ensure that their resistance will be retained the desired tension and will not be affected by environmental conditions which may cause rust or corrosion during the life of the associated energy absorbing system 320. The specific dimensions of the cutting edges 107 and 109, together with their angular relations in relation to the energy absorbing elements 100, can be ^ nd-t-JhMfctt ..-. ^ .- ..4. t Áyüé. ^ -. ygfr m ^ * ^ ^ g¿ g¿ ^^^ varied the amount of kinetic energy which will be dissipated by the energy absorber set 86.

When a motor vehicle collides with or makes contact with the impact fence 382, the force of the collision or impact is transmitted to the energy absorbing assemblies 86 by the cutting plate 106. By sliding the sledge assembly 340 longitudinally towards the hazard on the side of the road 310, the kinetic energy of a collision vehicle is dissipated through cutting or tearing the energy absorbing elements 100 by means of the cutter plate 106 as shown, for example, in Figure 5 .

For relatively low speed impacts, such as between about 5 miles per hour and 18 miles per hour or more, one or more of the relatively short lengths of the energy absorbing elements 100 can be installed immediately on one side of the cutting plate. 106. Therefore, after a low speed impact only the relatively short lengths 20 of the energy absorbing elements 100 will require replacement, which essentially simplifies the repair and maintenance of the energy absorbing system 320.

As shown in Figure 2, the energy absorbing assemblies 86 are preferably secured to ? x **, ^ - ^^.,. ^ ..: .. -y. , *** ^^ * - • ^ -'- ^ ~ ¿< * i ^^^ ^^^^^ ii ^ ^ A ^ g ^^^^^^ others with a plurality of transverse struts 314. Cooperation between impact fence 382, transverse struts 314 and energy absorbing assemblies 86 result in an energy absorbing system 320 having a rigid frame structure. As a result of this, the energy absorbing system 320 is better able to safely absorb the impact of a motor vehicle colliding with the impact fence 382 either offset from the center of the impact fence 382 or hitting the near impact 382 at an angle other than parallel with the energy absorbing assemblies 86.

The energy absorbing assemblies 186 and 486 incorporate alternate embodiments of the present invention and are shown respectively in FIGS. 6 and 7. The energy absorbing assemblies 186 and 486 can be satisfactorily used with the energy absorbing systems 20 and 320. The assembly The energy absorber 186 shown in Figure 6 includes a pair of support channels or beams 190 similar to the support beams previously described 90 for the energy absorbing assembly 86. The energy absorbing assembly 186 is shown with only two energy absorbing elements. energy or tearing plates 152 placed on opposite sides thereof. The channels 190 are spaced apart from one another to define the separation or cutting area 154 therebetween.

The energy absorbing elements 152 can be fastened to the support beams 190 using various types of fasteners including the bolts 103 as previously described for the energy absorbing assemblies. The mechanical fasteners 198a 'and 198b as shown in Figures 11, 13, 14, 15 and 16 can also be used to hold the energy absorbing elements 152 with the support beams 190. Alternatively, the energy absorbing elements 152 they can be fastened to support beams 190 using others types of fasteners such as Huck bolts, rivets, by welding or by various adhesives. One of the main requirements is to fasten the energy absorbing elements 152 with support beams 190 to provide an appropriately dimensioned cutting area 154 between the support beams 190 to accommodate the associated cutting plate (not shown). The energy absorbing assemblies having other configurations as shown in the corresponding United States of America patent application series number 08 / 870,118, filed June 5 of 1997 (now United States of America patent) can be used satisfactorily with an energy absorbing system embodying the teachings of the present invention.

Figure 7 is an exploded schematic drawing showing the energy absorbing assembly 486. Some of the differences between the energy absorbing assemblies 86 and the energy absorber assembly 486 includes variations in the length and thickness of the energy absorbing elements which are replaceable to the energy absorbing assembly 486. The energy absorbing assembly 486 can be formed using the support beams 90 as it was previously described with respect to the energy absorbing assembly 86.

For an application, support beams or channels at C 90 have an overall length of approximately 11 feet with a cloth width of approximately 5 inches and a flange height of approximately 2 inches. Multiple energy absorbing elements or tear plates 402, 404, 406, 408, 410 and 412 and spacers multiple 416 and 418 are the fasteners. For the example shown in Figure 7, the same number and configuration of energy absorbing elements 402, 404, 406 of the various lengths and thicknesses are secured on opposite sides of the channel at C 90. For one application, the absorbent elements of energy 402, 404, 406, 408, 410 and 412 were formed from galvanized mild steel plates. The number of energy absorbing elements, their thickness and location on the outside of the energy absorbing assembly 486 is selected to provide the desired deceleration characteristics for the various types and vehicle sizes during both high-speed and low-speed impacts.

The spacers 416 and 418 are provided between the energy absorbing elements 410 and 412 on both sides of the energy absorbing assembly 486. One of the technical benefits of the present invention includes the ability to vary the number, size and location of the energy absorbing elements on each side of an energy absorbing assembly to provide the desired deceleration characteristics.

The centerline groove 102 is preferably formed in the energy absorbing elements 402 and 404 immediately adjacent the first end of the energy absorbing assembly 486 to receive the associated cutting plate. For one application, the slot 102 is formed along the center line of the energy absorbing elements 402 and 404 with an aperture of approximately 1 1/2 inches tapering to a radius of approximately one-half inch wide on a Length of approximately 6 inches. For some applications, the energy absorbing elements 402 and 404 can be replaceably secured with the respective support beams 90 by using the relatively short mechanical fastener 422. Also, the length of the energy absorbing elements 402 and 404 is relatively short in Comparison with other energy absorbing elements which are fastened to and form a part of the energy absorbing assembly 486. The use of mechanical fasteners ^^^^^ g ^ j relatively short 422 and the relatively short energy absorbing elements 402 and 404 allow the energy absorber 488 to be repaired quickly and return to service after a relatively minor impact. The mechanical fasteners 4f4 preferably extend from one side of the energy absorbing assembly 486 to the other side of the energy absorbing assembly 486. The mechanical fasteners 422 and 444 may be the bolts or Hucks as previously described. The energy absorbing elements 402, 404, 406, 408, 410 and 412 provide a stopping force that has been made for the specific vehicle weights. For example, during approximately the first few feet of travel of an associated cutting plate through the energy absorbing assembly 486, two phases of appropriate stopping force are provided for a vehicle weighing approximately 820 kilograms. The remaining displacement of a cutting plate through the energy absorber assembly 486 provides a arresting force that is appropriate for larger vehicles weighing approximately 2,000 kilograms. Variations in the location, size, configuration and number of the energy absorbing elements 402, 404, 406, 408, 410 and 412 allow the energy absorbing assembly 486 to provide a safe deceleration of vehicles weighing between 820 kilograms and 2,000 kilograms.

The energy absorber element 4 as shown in figure 8 has been modified to reduce the initial effects of an impact between a mobile vehicle and an energy absorbing system embodying the teachings of the present invention, particularly with respect to vehicles Lightweight. For some applications, the centerline slot 202 at a first end 201 of the energy absorbing element 200 may have a width of about 3/4 of an inch and a length of about 6 inches. The slot 202 is used to receive the cutter plate 206 during installation and to align the cutter plate 206 with the energy absorbing elements 200. A plurality of the elongated oval slots 204 are preferably formed along the centerline of the absorber element of energy 200 extending from the slot 202. For one application, the oval slots 204 have a length of approximately 2 1/2 inches C? Yi) and a width of approximately 3/4 of an inch (%). The distance between the centerline of the adjacent oval slots 204 is approximately 3 inches. The number of oval slots 204 and the dimensions of the oval slots 204 can be varied depending on the intended application for the associated energy absorber assembly. For one application, the energy absorbing element 200 has an overall length of forty-five (45) inches and a width of four and a half (4 1/2) inches. The oval slots 204 reduce the energy required to initiate tearing or tearing of the energy absorbing element 200 with the initial impact particularly with respect to a lightweight vehicle. The oval slots 204 cooperate with each other to essentially minimize the initial impact experienced by a lightweight vehicle striking the sled assembly 340.

For some applications, the energy absorbing element 200 is preferably placed immediately on one side of the respective cutter plate 106. The limitation of the The overall length of the energy absorbing element 200 to approximately forty-five (45) inches reduces the time and cost of returning the energy absorbing system 20 or 320 to service after a collision of a lightweight vehicle or a vehicle. of slow speed with the sled set 340, if the repair is considered appropriate. After the collision which did not require absorbing an essential amount of energy, it may be necessary to replace the energy absorbing elements 200 and not all the energy absorbing elements which are attached to the absorber assembly. associated energy 86.

Various types of mechanical fasteners can be used satisfactorily to releasably hold the energy absorbing elements 100, 200 and / or 400, 402, 404, 406, 408, 410 and 412 with the associated support beams 90. For some applications, a Combination of long bolt bolts with short bolts. For other applications, mechanical fasteners may be blind threaded rivets and associated nuts. A wide variety of blind rivets, bolts and other fasteners can be used successfully with the present invention. Examples of such fasteners are available from Huck International, Inc., located at 6 Thomas, Irvine, California 92718-2585. Satisfactory power tools for installing such blind rivets are also available from Huck International and other vendors.

The energy absorbing system 20 incorporates the teachings of the present invention and is shown in Figures 9A, 9B and 10 installed on one side of a hazard end of the side of the road 310 facing the coming traffic. The energy absorbing system 20a incorporates a further embodiment of the present invention as shown in Figure 9C. The energy absorbing systems 20 and 20a can be formed of essentially the same components. Some of the differences between the energy absorbing system 20 and 20a will be discussed later in greater detail. The energy absorbing systems 20 and 20a can sometimes be described as "redirective shock absorbers without a door".

The parts of the energy absorbing system 20 are shown in Figures 11-20. Various components and characteristics of the energy absorbing system 320 such as the energy absorbing assemblies 86, 180 and 486 and the energy absorbing elements 100, 152, 200, 402, 404, 406, 408, 410 and 412 can be incorporated into the energy absorbing systems 20 and 20a as desired The energy absorbing systems 20, 20a and 320 dissipate the kinetic energy by moving a cutting plate or a cutting blade through the respective energy absorbing elements which remain in a generally fixed position relative to the danger to the side of the Highway 310 Figure 9A is a schematic plan view showing the energy absorbing system 20 in its first position, extending longitudinally from the hazard on the side of the road 310. The sled assembly 40 is slidably positioned in the first end 21 of the absorber system 20. The sledge set 40 can sometimes be referred to as an "impact sled".

The first end 21 of the energy absorbing system 20 includes the first end 41 of the sled assembly 40 facing the coming traffic. The second end 22 of the energy absorbing system 20 is preferably securely fastened to the danger end on the side of the road 310 of ^^^^^^^^^^^^^ face to coming traffic. The energy absorber 20 is installed in its first position with the first end 21 longitudinally spaced from the second end 22 as shown in Figure 9A.

A plurality of panel support frames 60a-60e are spaced longitudinally from one another and are slidably disposed between the first end 21 and the second end 22. The number of panel support frames 60 can be varied depending on the desired length of the panel. energy absorbing system. The panel support frames 60a-60e can sometimes be referred to as "intermediate frames".

The multiple panels 160 are respectively attached to the sled assembly 40 and the panel support frames 60a-60e. Panels 160 can sometimes be referred to as "defenses" or "defense panels." When a vehicle collides with the first end 21 of the energy absorbing system 20, the sled assembly 40 will move longitudinally to the fixed path side hazard 310. The energy absorbing assemblies 186 (not expressly shown in Figures 9A and 9B ) will absorb the energy of the vehicle that collides during this movement. The panel support frames 60a-60e and the associated panels 160 will absorb yy y * t. y, s% fe ^ toSiff The energy of Figure 9B is the sled assembly 40 and the panel support frames 60a-60e and their associated panels 160 folded side by side. The further longitudinal movement of the sledge assembly 40 to the hazard on the side of the road 310 is prevented by the panel support frames 60a-60e.

For the purposes of the explanation, the position 10 of the energy absorbing system 20 as shown in Figure 9B can be referred to as a "second position". During the majority of vehicle collisions with the end 21 of the energy absorbing system 20, the sled assembly 40 will generally move only a part of the distance between the first position as shown in Figure 9A and the second position as it is shown in figure 9B.

The panel support frames 60a-60e, associated panels 160 and other system components energy absorber 20 cooperate with each other to redirect vehicles sticking to either side of the energy absorbing system 20 back on the associated road. The respective panels 160 are attached to the sled assembly 40 and preferably extend over a part of the panels respectively 160 fastened to the panel support frame 60a. In a corresponding manner, panels 160 attached to the frame ^ ^ ^ 4, panel support 60a preferably extends over a corresponding portion of the fheles 160 fastened to the panel support frame 60b.

The first end 161 of each panel 160 is preferably secured and fastened to the sled assembly 40 or the panel support frame 60a-60d as appropriate. Each panel 160 is also preferably slidably fastened to one or more current panel support frames below 60a-60e. The upstream panels 160 overlap with the downstream panels 160 to allow telescoping or nesting of the respective panels 160 by sliding the panel support frames 60 toward each other. The panel support frames 60 and the panels 160 can be grouped together to form a group of a panel or a group of two panels. Various components of the energy absorbing system 20 provide substantial lateral support to the panel support frames 60a-60e and the panels 160.

For the purposes of illustration, the second end 162 of each upstream panel 160 is shown in Figures 9A and 9B projecting a substantial distance laterally in the overlap with the associated downstream panel 160. As discussed later in greater detail, the panels 160 embodying the teachings of the present invention will preferably nest closely together of one another to minimize any side projection on the second end 162 which can damage a vehicle during a reverse angle impact with either side of the energy absorbing system 20.

Figure 9C is a schematic plan view showing the energy absorbing system 20a in its first position, extending longitudinally from the hazard on the side of the road 310. The energy absorbing system 20a includes the first end 21 for traffic that comes and the second end 22 securely fastened to the side hazard of the road 310. The energy absorbing system 20a also includes the sled assembly 40, the panel support frames 60 and the respective panels 160.

The panels 160 extend along both sides of the energy absorbing systems 20 and 20a that have essentially the same configuration. However, the length of the panels 160 may vary depending on whether the respective panel 160 is used as a "panel of a section" or for a "panel of two sections". For purposes of explanation, a "span" is defined as the distance between two support frames of adjacent panels 60.

The length of panels 160 designated as "two-section panels" is selected to encompass the distance between the three-panel support frames 6 * T when the energy absorbing systems 20 and 20a are in their first position. As discussed in more detail later, the end 161 of a two-legged panel 160 is securely fastened to an upwardly supporting panel support frame 60. The end 162 of the two-legged panel 160 is slidably fastened to a supporting frame. downstream panel 60. Another panel support frame 60 is slidably coupled with the panels of two sections 160 in the middle of the first end 161 and the second end 162.

When the sledge assembly 40 sticks to the panel support frame 60 of a group of a section, the respective panel support frame 60 and the fastened panels 160 are accelerated to the hazard on the side of the road 310. The inertia of the panel support frame 60 and the fastened panels 170 contributes to the deceleration of the colliding vehicle. If another panel support frame 60 of a group of a section is hit, the group of a section will be coupled to the panels associated 160 and, therefore, will have a relatively high inertia. To smooth the deceleration of a colliding vehicle, a group of two sections is preferably placed down each group of a section. When the sled assembly 40, or the panel support frames 60 are being pushed by the sledge assembly 40, makes contact with the first panel support frame 60 of the group of two sections, the inertia is the ^ _ a ^ fc - == a _ ^ aaj «^ J ^ 4fe * a --ateg: 1 ^^ 4 * £? * ^ ¡^ ¡^^^^^ Sa ^^^^^? ^^^ & ^ i * ^ same or slightly greater than C due to the larger panels 160) than the inertia of a group of a section. However, when the second panel support frame 60 of the group of two sections is contacted, the second panel support frame 60 has a lower inertia because it is only slidably coupled to the associated panels 160. Therefore, the deceleration It is somewhat reduced.

The energy absorbing system 20a has the following groups of sections: 2-2-1-2-2, where "2" means two sections and "1" means a section. Starting at the sled assembly 40 and moving toward the hazard on the side of the road 310, the energy absorbing system 20a has a group of two legs (counting the sled assembly 40 as one leg in and of itself), another group of two sections, a group of one section, followed by a group of two sections and another group of two sections.

As best shown in Figure 10, the nose cover 83 can be attached to the sled assembly 40 at a first end 21 of the energy absorbing system 20. The nose cover 83 can be a generally rectangular sheet of type material. flexible plastic. The opposite edges of the nose cover 83 are attached to them. corresponding opposite sides of the end 41 of the sledge assembly 40. The end 41 of the sledge assembly 40 is normally located at the end 21 of the energy absorber system 20. The nose cover 83 preferably includes a plurality of chevron eyeliners. 84 which are visible to the approaching traffic approaching the hazard beside the road 310. Various types of reflectors and / or warning signs may also be mounted on the sled assembly 40 and along each side of the system energy absorber 20.

The energy absorbing system 20 preferably includes the multiple energy absorbing assemblies 186 aligned in the respective rows 188 and 189 (see Fig. 20) which generally extend longitudinally from the danger of the side of the fixed road 310 and parallel with each other. For some applications, each row 188 and 189 may contain two or more energy absorbing assemblies 186.

For incorporation of the present invention as shown in Figure 20, the energy absorbing assembly 186 in the row 188 is laterally spaced from the energy absorbing assembly 186 in the row 189. The rows 188 and 189 and / or the absorber assemblies of energy 186 may sometimes be referred to as a "guide track" for the sledge assembly 40 and for the panel support frames 60. ?,% - «2» ^^^ fets ^ cc3 .... 3- ^ a ^^^^ & s An energy absorbing system incorporating the teachings of the present invention can have energy absorbing assemblies arranged in several configurations. For some applications, only a single row of sets energy absorbers can be installed on one side of the hazard on the side of the road 310. For other applications, three or more rows of energy absorbing assemblies can be installed. Also, each row can have only one energy absorbing assembly or it can have absorber assemblies of multiple energy.

As discussed in more detail below, the energy absorbing assemblies 186 are preferably securely attached to the concrete foundation 308 in the facing the hazard on the side of the road 310. Each row 188 and 189 of the energy absorbing assemblies 186 has a respective first end 187 which generally corresponds to the first end 21 of the energy absorbing system 20. The first end 41 of the sledge set 40 is preferably positioned on one side of the first end 187 of the rows 187 and 189 before a vehicle impact.

The ramp assembly 30 is preferably provided at the end 21 of the absorber system energy 20 to prevent small vehicles or vehicles with a low ground clearance from sticking directly on the first end 187 of the elevators 188 and 189. If the ramp assembly 30 is not provided, such | Small vehicle or vehicle with low ground clearance can make contact with any or both of the first ones enter 187 and experience a severe deceleration with substantial damage to the vehicle and / or injury or injury to the occupants in the vehicle.

Various types of ramps and other structures can be provided to ensure that a vehicle that hits an end 21 of the energy absorber 20 will properly engage the sled assembly 40 and will not directly contact the first ends 187 of the rows 188 and 189. For incorporation of the present invention as shown in Figures 10, 11, and 14, the ramp assembly 30 includes a pair of ramps 32. Each ramp 32 preferably includes the leg 34 with the tapered surface 36 extending therefrom. The connectors 38 extend from the opposite leg 34 from the tapered surface 36. As best shown in Figure 14, the connectors 38 allow each ramp 32 to be securely engaged with the respective energy absorbing assembly 186.

For some applications, the leg 34 may have a height of approximately 6 and a half inches. Other components associated with the energy absorbing system 20 such as the energy absorbing assemblies 186 and the guide rails 208 and 209 will preferably have a generally corresponding height. The limitation of the height of the ramps 32 and the energy absorbing assemblies 186 will allow such components to pass under a vehicle that sticks with the end 41 of the sledge assembly 40. The tapered surfaces 36 may have a length of about thirteen and a half inches. The tapered surfaces 36 can be formed by cutting a structural steel angle (not expressly shown) having the nominal dimensions of three inches by three inches by a half inch thick in sections with appropriate lengths and angles. The sections of the structural steel angle can be fastened to the respective legs 34 using the welding techniques and / or mechanical fasteners. The ramps 32 also can be mentioned as the "end shoes".

For some applications, the hazard on the side of the road 310 and / or the energy absorbing system 20 may be placed on and fastened to a suitable concrete foundation.

For the embodiment shown in Figures 10, 13 and 15, the concrete foundation 308 preferably extends both longitudinally and laterally from the hazard on the side of the road 310. As best shown in Figures 13, 15, 16 and 20 , the energy absorbing assemblies 186 are placed preferably and secured to a plurality of transverse tie-downs 24. Each transverse tie 24 is secured preferably at 308 using the respective bolts 26. Various types of mechanical fasteners in addition to the bolts 26 can be used satisfactorily to secure the transverse fasteners 24 with the concrete foundation 308.

For incorporation of the present invention as shown in Figures 10-20, the transverse fasteners 24 may be formed of structural steel strips having a nominal width of three inches and a nominal thickness of one-half inch. The length of each transverse tie 24 can be approximately 24 inches. Three holes are preferably formed in each transverse tie 24 to accommodate the bolts 26. During a vehicle collision with either side of the energy absorbing system 20, the transverse fasteners 24 are placed in tension. The materials used to form the transverse fasteners 24 and their associated configuration are selected to allow the transverse fasteners 24 to deform in response to tension from such side impacts and to absorb the energy of the impacting vehicle.

The energy absorbing assemblies 186 are similar to the previously described energy absorber assemblies 86. For example, see Figs. 6, 13 and 15. For the purposes of describing the embodiments of the present invention as shown in Figs. 9A-20 , the support beams 190 immediately to one side of the transverse fasteners 24 are designated 190a. The respective support beams 190 placed immediately up there are designated with the number 190b. The support beams 190a and 190b have essentially identical dimensions and configurations (see Figure 13) including the respective fabric 192 with the handles or flanges 194 and 196 extending therefrom. For incorporation as shown in Figures 9A-20, four transverse fasteners 24 are preferably secured to the fabric 192 of the support beams 190a opposite the respective flanges 194 and 196. As a result of this, the cross-section generally in the form of of C of each support beam 190a extends outward from the respective transverse beams 24.

The number of transverse fasteners 24 attached to each support beam 190a may be varied depending on the intended use of the resulting energy absorbing system. For the energy absorbing system 20, two support beams 190a are positioned laterally spaced from each other and fastened to four transverse beams 24. Conventional welding techniques and / or mechanical fasteners (not expressly shown) can be used to fasten the support beams 190a with the transverse fasteners 24.

A plurality of energy absorbing elements 152 is preferably attached to the support beams , ** < respective 190a and 190b using "the mechanical fasteners 198a and 198b." For some applications each energy absorbing element 152 can have essentially the same dimensions and configuration For other applications as shown in Figure 20 the energy absorbing elements 152a, 152b 152c, 152d, 152e and 152f with varying lengths, widths and thicknesses can be used to form the energy absorbing assemblies 186.

A pair of guide rails or guide beams 208 and 209 are preferably attached to and extend laterally from the respective support beams 190b. Guide rails 208 and 209 are preferably formed from structural steel angles having legs of equal width such as three inches by three inches and a thickness of approximately one-half inch. The guide rails 208 and 209 each have the first leg 211 and the second leg 212 which intersect with each other at approximately a 90 ° angle. A plurality of holes (not expressly shown) is preferably formed along the length of the second leg 212 to allow fastening of the guide rails 208 and 209 with the mechanical fasteners 198b to the respective support beams 190b. The mechanical fasteners 198b are preferably longer than the mechanical fasteners 198a for accommodating the guide rails 208 and 209 and the longitudinal force which causes the% L sled assembly 40 to move toward the road side hazard 310.

As shown in Figures 10, 11, 13 and 14, the sled assembly 40 is slidably positioned on the guide rails 208 and 209. As best shown in Figures 15 and 16, the panel support frames 60 They are also slidably placed on the guide rails 208 and 209. For the embodiment of the present invention as shown in FIG. , the length of the guide rails 208 and 209 is greater than the length of the associated rows 188 and 189 of the energy absorbing assemblies 186. When the energy absorbing system 20 is in its second position as shown in FIG. Figure 9b, the panel support frames 60a-15e are immediately placed on one side of each other which prevents further movement of the sled assembly 40. Therefore, it is not necessary that the rows 188 and 189 of the assemblies energy absorbers 186 have the same length of the guide rails 208 and 209. For the embodiment of the present invention as represented by the energy absorbing system, the sledge assembly 40 has the general configuration of a power box. open sides. See figure 12. The materials used to form the sled assembly 40 and its configuration are preferably selected to allow the sled assembly 40 remaining intact after impact with a high-speed vehicle. The first end 41 of the sled assembly 40 generally corresponds to the first end 21 of the energy absorbing system 20. The end 41 may also be referred to as the "upstream" end of the sled assembly 40. The end 47 of the sled 40 is positioned opposite from the end 41. The end 47 can also be referred to as the "downstream" end of the sled assembly 40. The sled assembly 40 also includes the sides 48. and 49 which extend between the ends 41 and 47. As shown in Figures 11 and 13, the sides 48 and 49 of the sledge assembly 40 are preferably covered by the panels 160. For the purposes of illustration, the panels 160 have been removed from the side 48 of Figure 12. The sledge assembly 40 is further defined by the corner posts 42, 43, 44 and 45 which generally extend vertically from the guide rails 208 and 209. For the incorporation of the present invention as showed in Figures 10-14, the corner posts 42 and 43 can be formed of structural steel strips having a width of approximately four inches, a thickness of approximately three-quarters of an inch. Each corner post 42 and 43 has a length of approximately 32 inches. The tapered surface 46 is preferably formed on the end of each corner post 42 and 43 immediately on one side of the foundation of the concrete or the ground 308. The dimensions and configuration of the tapered surfaces 46 is preferably selected to minimize or eliminate contact between the concrete foundation 308 and the respective ends of the corner posts 42 and 43 that they could prevent smooth linear movement of the sled assembly 40 along the guide rails 208 and 209 to the road side hazard 310.

The corner posts 44 and 45 can be formed from structural steel angles having legs of equal width such as two and a half inches by two and a half inches and a thickness of approximately three-eighths of an inch. The corner posts 44 and 45 preferably have a length of approximately 29 inches. Various configurations of struts and supports can be used to rigidly secure the corner posts 42, 43, 44, and 45 together to provide the desired structural strength for the sled assembly 40.

For incorporation of the present invention as shown in Figures 10-14, the upper strut 141 preferably extends laterally between the corner posts 42 and 43, the upper strut 142 preferably extends laterally between the corner posts 44 and 45. A pair of upper struts 148 and 149 extends longitudinally between the upper struts 141 and 142 along the respective sides 48 and 49 of the sled assembly 40. The lower strut 51 preferably extends laterally between the corner post 42 and the corner post 43 immediately above it. > s guide rails 208 and 209. Another lower strut 52 preferably extends laterally between the corner post 44 and the corner post 45 immediately above the guide rails 208 and 208.

The end 41 of the sledge assembly 40 also includes the struts 146 and 147 that extend diagonally between the respective corner posts 42 and 43 and the bottom strut 51. The corner posts 42 and 43, the upper strut 141, the strut bottom 51 and struts 146 and 147 cooperate with each other to provide a stiff strong structure at first end 41 of sled assembly 40. End 47 of sled assembly 40 includes diagonal struts 143, 144 and 145 along with diagonal struts 146 and 147 to provide additional structural support for the sled assembly 40.

The dimensions of the end 41 of the sled assembly 40 which are defined in part by the corner posts 42 and 43, the upper strut 141 and the lower strut 51 are selected to catch or pick up a striking vehicle. During a collision between a motor vehicle and a first end 21 of the energy absorber assembly 20, the energy s, -Is yes ^ i ?? kinetics of the colliding vehicle is transferred from the first end 41 to other components of the sled assembly 40. The dimensions and configuration of the end 41 can also be selected to effectively transfer the kinetic energy even if a vehicle has not stuck to the center of the vehicle. first end 41 or if a vehicle sticks at the end 41 at an angle other than parallel with the longitudinal axis of the energy absorbing system 20.

A pair of C-shaped channels 50 and 53 preferably extend diagonally from the upper strut 141 to the lower strut 52. The channels 50 and 53 are preferably spaced laterally from one another and laterally from the corner posts 42 and 43 and from the corner posts 44 and 45. The guide assembly 54 is preferably attached to the ends of the channels 50 and 53 extending from the lower strut 52. The length of the channels 50 and 53 is selected to ensure that the guide assembly 54 will make contact with the tissue 192 of the respective support beams 190b.

The guide assembly 54 preferably includes the plate 55. The end of the channels 50 and 53 extending from the lower strut 52 are fastened to one side of the plate 55. A pair of guides 58 and 59 are preferably fastened to and extend usually vertically from the opposite side & SZJ * > ^ É & of the plate 55. The guides 58 and 59 are positioned at a relative angle to one another and to the center of the guide assembly 54 to help maintain the sledge assembly 40 properly positioned between the rows 188 and 189 of the energy absorber assemblies. 186. Plate 55 can sometimes be referred to as the guide shoe. Guides 58 and 59 can sometimes be referred to as "deviators".

The respective appendages 56 and 57 are attached to the lower end of the corner posts 44 and 45 on one side of the energy absorbing assemblies 186. The appendices 56 and 57 project laterally inwardly from the respective corner posts 44 and 45 toward and under the guide rails 208 and 209. The lower strut 52 is preferably spaced from the appendices 56 and 57 so that the legs 211 of the guide rails 208 and 209 can be respectively positioned between the appendices 56 and 57 and the strut lower 52. As best shown in Figure 13, the appendages 56 and 57 cooperate with the lower strut 52 to securely maintain the sled assembly 40 on the guide rails 208 and 209 while at the same time the sledge assembly is allowed. 40 sliding along the guide rails 208 and 209 towards the road side hazard 310. The appendices 56 and 57 are particularly useful to avoid undesired lateral rotation of the Sledge 40 together in response to a side impact.

^ '^ ^ M ^^ B ^^^^^^^ - ^ f ÍÉ'rit Most impacts between a motor vehicle and end 41 of sled assembly 40 will generally occur at a location substantially above the energy absorbing assemblies 186. As a result of this, the impact of vehicle with the end 41 will generally result in applying a rotational movement to the sledge assembly 40 which forces the lower strut 52 to lie on the upper part of the rails of Guide 208 and 209.

The dimensions of the plate 55 and guides 58 and 59 are selected to be compatible with the fabric 192 of channels 190. During a collision between a motor vehicle and end 41 of sled assembly 40, force the vehicle is transferred from the upper strut 141 through the channels 50 and 53 to the lower strut 52 and to the guide assembly 54. As a result of this, the plate 55 will apply force to the support beams 190b to maintain the desired orientation of the assembly. sled 40 in relation to the energy absorbing assemblies 186.

The inertia of the sled assembly 40 and the friction associated with the lower strut 52 sliding over the top of the guide rails 208 and 209 and the friction caused by the contact between the plate 55 and the top of the support beams 190b will contribute to the deceleration of the impacting vehicle.

For the incorporation of the present invention as best shown in Figures 11, 12 and 14 the connectors 214 and 216 are fastened to the lower strut 51 opposite from the transverse struts 145 and 146. The connectors 214 and 216 are laterally spaced from one another to receive the connector 220 which is fastened to and extends from the cutting plate 206. The connectors 222 and 224 are also preferably attached to the corner post 42 and extend laterally therefrom. The corresponding connectors 222 and 224 are also fastened to the corner post 43 and extend laterally therefrom. The connectors 222 are spaced apart from the respective connectors 224 by a distance that generally corresponds to the thickness of the cutter plate 206. As best shown in FIG. 14, a plurality of holes are provided in the connectors 214, 216, 220, 222 and 224 and cutter plate 206 to allow mechanical fasteners securely fasten the cutter plate 206 with sled assembly 40 to one side of energy absorbing assemblies 186.

As best shown in Figures 12, 14 and 20, the cutting plate 206 preferably includes two sets of chamfered cutting edges or tear edges 107 and 109. The sled assembly 40 is slidably positioned on the guide rails 208 and 209 with the cutting edges 107 and 109 aligned with the first end 187 of the energy absorbing assemblies 186. The thickness of the cutting plate 206 and the separation or cutting zone 154 between the support beams 190a and 190b is selected to allow the cutter plate 206 to fit between the flanges 194 and 196 of the support beams 190a and 190b. The cutting plate 206 is located within the groove 102 of the energy absorbing assemblies 186.

As best shown in Figure 14, the cutting plate 206 preferably includes the respective guide plates 268. A respective guide plate 268 is provided on each side of the cutting plate 206 for each support beam 190. The width of each plate 268 is selected to be compatible with the width of the respective support beam 190. The combined thickness of each cutting plate 206 together with the respective guide plates 268 is selected to be compatible with the separation or cutting area 154 formed between the respective support beams 190. The thickness of the cutting plate 206 is selected to generally correspond to the dimensions of the spacing 154. Each guide plate 268 is preferably positioned within the generally C-shaped cross-section defined by the tissue. 192 and the flanges 194 and 196 of the associated support beams 190. For some applications, the separation or cutting area 154 between the beams s 190a and 190b support may be approximately one inch (or 25 mm) and the thickness of the cutting plates 206 may be approximately one half inch.

During a collision with the end 21 of the energy absorbing system 20, a vehicle will experience a deceleration as the moment is transferred from the vehicle to the sled assembly 40 which results in the sled assembly 40 and the vehicle moving in unison one with another. The amount of life deceleration to the moment transfer is a function of the weight of the sledge set 40, together with the weight and the initial velocity of the vehicle. As the sledge assembly 40 slides longitudinally toward the road side hazard 310, the guide assembly 54 will contact the respective support beams 190B to maintain the desired alignment between the sledge assembly 40 and the energy absorber assemblies 186 and the cutting plates 206. The sledge assembly 40 maintains the cutting blade 206 in alignment with the cutting area 154.

As the sled assembly 40 continues to slide toward the hazard on the side of the road 310, the cutting plate 206 will engage and separate the energy absorbing elements 152 from the respective energy absorbing assemblies 186. When the sled assembly 40 is impacted by a In this case, the cutter plate 206 is pushed into the edge of the energy absorbing element 152. The chamfered edges 107 and 109 of the cutter plate 206 engage the respective energy absorbing elements 152. The cutter plate 206 can be formed from various alloys of steel. The chamfered edges Sasha ?. J ¿107 107 y y y y y y y 107 y 152 y 152 y 152 107 152 107 152 107 152 152 152 152 152 152 152 152 152 152 152 107 152 107 152. 107 and 109 are preferably hardened to provide the desired cutting and / or tearing of the energy absorbing elements 152 The central part of each energy absorber element 152 is forced inwardly between the respective support beams 190, while the upper and lower parts of each energy absorber element 152 are fixed to the respective support beams 190 by the pins 198a and 198b. The part The central core of each energy absorbing element 152 continues to be stretched or deformed by the cutter plate 206 until the respective energy absorbing element 152 typically fails in tension. This creates a separation in each energy absorbing element 152 which propagates together with the length of the respective energy absorbing elements 152 as the sledge assembly 40 continues to push the cutting plate 206 through the mima.

The separation of the energy absorbing elements 152 will stop when the kinetic energy of the impacting vehicle is absorbed. After the passage of the cutting plate 206, one or more energy absorbing elements 152 will be separated in the upper and lower parts (see FIG. 5), whose upper and lower parts are separated by a gap.

The cutting plate 206, when viewed from the associated energy absorbing elements 152, has the configuration of a strong and deep beam. The cutter plane 206 is secured to the sledge assembly 40 at both ends and 5 at the center and is therefore rigid. Therefore, when the cutting plate 206 engages in the energy absorbing elements 152, the energy absorbing elements 152 fail while the cutting plate 206 does not.

As noted previo, the thickness and number of the energy absorbing elements 152 can be varied to safely absorb the kinetic energy from a wide range of vehicle types, sizes and / or impact velocities. The rotational moment which is generally applied to the extreme 41 of the sled assembly 40 will increase the frictional forces between the cutting plate 206 and portions of the energy absorbing element 152 that have been cut or broken.

For incorporation as shown in Figure 20A, the end 47 of the sledge assembly 40 will contact the panel support frame 60a which in turn, will contact the panel support frame 60b and any other frames. of panel support 60 placed downwardly of the sledge assembly 40. The movement of the sledge assembly 40 25 to the hazard on the side of the road 310 results in the telescope of the panel support frames 60 and their associated panels 160 with respect to each other. The inertia of the panel support frames 60 and their associated panels 160 will also decelerate a striking vehicle as the sled assembly 40 moves longitudinally from the first end 21 towards the second end 21 of the energy absorbing system 20. The telescope or the Sliding the panels 160 against one another produces additional frictional forces which also contribute to the deceleration of the vehicle. The movement of the panel support frames 60 along the guide rails 208 and 209 also produces additional frictional forces to further decelerate the vehicle.

As discussed previously with respect to Figures 9A and 9B, the panel support frames 60a-60e and the associated panels 160 will redirect the vehicles that stick to each side of the energy absorbing system 20 back to the associated road. Each panel 160 preferably has a generally elongated rectangular configuration defined in part by the first end of the upstream end 161 and a second end or downstream end 162. (See Figures 9A, 10 and 17). Each panel 160 preferably includes the first edge 181 and the second edge 182 which extend longitudinally between the first end 161 and the second end 162. (See Figures 10, 17 and 18). For some applications the panels 160 may be formed of standard 10-gauge beam protection W sections. l *? t¡¡ * J * ÜÍ? 6Uiiu? m * A. Y - . ^, ^ ^ ^ ^ i6 * iii ^ having a length of approximately 34 and three quarters of an inch for "panels of a section" and five feet two inches for "panels of two sections". Each panel 160 preferably has approximately the same width of twelve inches and one quarter.

As shown in Figures 16 and 17, the slot 164 is preferably formed in each panel 160 at the intermediate ends 161 and 162. The slot 164 is preferably aligned with and extends along the longitudinal centerline (not expressly shown). ) of each panel 160. The length of the slot 164 is smaller than the length of the associated panel 160. A respective slot plate 170 is slidably positioned in each slot 164. The metal strip 166 is preferably welded to the first end 161 of each. panel 160 along edges 181 and 182 and the middle part. For some applications the metal strip 166 may have a length of approximately twelve inches and a quarter of an inch and a width of approximately twelve and a half inches. The length of each metal strip 166 is preferably equal to the width of the respective panel 160 that extends between the respective longitudinal edges 181 and 182.

The mechanical fasteners 167, 168 and 169 can be used to fasten each metal strip 166 with its associated corner post 68 or 69. Mechanical fasteners 167 and 169 ^^^^^^^^ BS ^^^^^^^ 4 ^^? They are essentially identical. The metal strips 166 provide more contact points for the mounting end 161 of the panels 160 to the respective panel support frames 60a-60f. The recesses 184 are preferably formed in each panel 160 in a joint between the second end 162 and the respective longitudinal edges 181 and 182. (See Figure 17). The recesses 184 allow the panels 160 to adjust one with another in a tight overlap arrangement when the energy absorbing system 20 is in its first position. As a result of this, the recesses 184 minimize the possibility of a vehicle clogging the sides of the energy absorbing system 20 during a "reverse angle" collision or impact.

The panel support frames 60a-60e have essentially the same dimensions and configuration. Therefore, only the panel support frame 60e as shown in Figure 16 will be described in detail. The support frame of panel 60e as a generally rectangular configuration defined in part by the first post 68 positioned on one side of the guide rail 206 and the second post 69 positioned on one side of the guide rail 209. The upper strut 61 extends laterally between the first post 68 and the second post 69. The strut The lower section 62 extends laterally between the first post 68 and the second post 69. The length of the posts 68 and 69 and the ^ ** & the location of the lower strut 62 are selected so that when each panel support frame 60e is placed on the guide rails 208 and 109, the lower strut 62 will contact the guide rails 208 and 209, but the posts 68 and 69 they will not make contact with the concrete foundation 308.

A plurality of transverse struts 63, 64, 65, 70 and 71 can be placed between the posts 68 and 69, the upper strut 61 and the lower strut 62 to provide a rigid structure. For some applications the transverse struts 63, 64, 65, 70 and 71 and / or posts 68 and 69 can be formed from relatively heavy structural steel components. Also, the transverse strut 65 can be installed in the lower position on the posts 68 and 69. The weight of the supporting frames 60a-60e and the location of the associated transverse struts to provide the desired strength during a lateral impact with the system energy absorber 20.

The appendix 66 (see Figure 15) is attached to the end of the post 69 on one side of the concrete foundation 108 and extends laterally towards the energy absorbing assemblies 186. The appendix 67 is attached to the end of the post 68 on one side of the concrete assembly 308 and extends laterally towards the energy absorbing assemblies 186. The appendices 66 and 67 cooperate with the lower tip 62 to maintain the panel support frame 60e engaged with the guide rails 208 and 209 during a lateral impact with the energy absorbing system 20 to prevent or minimize rotation in a direction perpendicular to the guide rails 208 and 209 while the panel is allowed supporting the frame 60e to slide longitudinally towards the road side hazard 310.

The impact of a vehicle striking either side of the energy absorbing assembly 20 will be transferred from the panels 160 to the panel support frames 60a-60f. The force of the lateral impact will then be transferred from the panel support frames 60 to the associated guide rails 208 and / or 209 to activate the energy of the absorber assemblies 186 through the transverse fasteners 24 and the mechanical fasteners 26 to the concrete foundation 308. The transverse fasteners 24, the mechanical fasteners 26, the energy absorbing assemblies 18, the guide rails 208 and 209 allow the panel support frames 68a-68e to provide lateral support during a lateral impact with an energy absorbing system 20.

For the purposes of explanation, the panels 160 shown in Figures 17 and 18 have been designated with the numerals 160a, 160b, 160c, 160d, 160e and 160f. For the embodiment of the present invention, as shown in Figure 17, the respective metal strips 166 are provided - - < Mi. & ^ ... ^.,., »....... ..: ^ É ^^, A ^ to hold the first end 161a and the first end 161b to the post 69 of the panel support frame 60c. In a similar manner, the respective metal strips 166 are provided to securely secure the first end 161b and 161e to the corner post 69 of the panel support frame 60d. As best shown in Figure 18, the pin 168 extends through the hole 172 in the respective slot plate 170 and a corresponding hole (not expressly shown) in the panel 160c. The respective pins 167, 168 and 169 are provided to secure the first end 161c of the panel 160c to the corner 69 of the panel support frame 60d.

As best shown in Figure 19, the slot plate 170 preferably includes the orifice 172 extending therethrough. A pair of fingers 174 and 176 extends laterally from one side of the slot plate 170. The fingers 174 and 176 are designed to be received within the slot 164 of the associated panel 160. The mechanical fastener 168 is preferably longer than mechanical fasteners 167 and 169 to accommodate the slot plate 170. Each slot plate 170 and pin 168 cooperate with each other to securely secure the end 161 of an interior panel 160 with the associated post 68 or 69 while allowing a outer panel 160 sliding longitudinally relative to associated post 68 or 69. See inner panel 160b and outer panel 160a in figure 18.

For incorporation of the present invention as shown in Figures 17 and 18, a portion of the pin 168 together with the associated fingers 174 and 176 of the slot plate 170 are slidably disposed in the longitudinal slot 164 of the panel 160b. During a vehicle impact with one end 21 of the energy absorber assembly 20, the panel support frame 60c with the first end 161a of the panel 160a will move longitudinally to the road side hazard 310. The contact of the slot plate associated 170 within longitudinal slot 164 will allow panel 160a to slide longitudinally relative to panel 160b until panel support frame 60c contacts panel support frame 60d. When this contact occurs, the panel support frame 60d and the associated panels 160 will move with the panel support frame 60c and their associated panels 160 will move toward the road side hazard 160.

With a vehicle impact with the pad assembly 40, the sledge assembly 40 is pushed into the frames 60. The frames 60 slide together toward the road side hazard 310. The frames 60 are maintained in a vertical alignment by the guide rollers 208 and 209, the lower clamp 62 and the appendices 66 and 67.

As previously discussed, each panel support frame 60a-60e is slidably mounted on the t guide rollers 208 and 209. As best seen in Figure 17, the upstream panel 160b overlaps the downstream panel 106c. The end 161c of the downstream panel 160c is preferably welded to the strip 166. The slot plate 170 is slidably positioned in the slot 164 of the upstream panel 160b. Therefore, as the panel support frame 60d moves longitudinally, the support frame 60e, the panel 160b can slide longitudinally and telescope on its downstream panel.

For many applications, the energy absorbing elements placed immediately to the side of the sled assembly 40 will typically be relatively thin or "soft" to slow down the relatively small and slow moving vehicles. The length of the energy absorbing system 20 is preferably selected to be long enough to provide the multiple phases for a satisfactory deceleration of the high speed and large vehicles after the sled assembly 40 has moved through the front with "relatively soft" energy absorbing elements. Generally, the energy absorbing elements installed in the middle part of the energy absorbing system 20 and immediately to the side of the road side hazard 310 will be relatively "hard" compared to the energy absorbing elements installed on one side of the first end. twenty-one.

When a vehicle initially hits the end 21 of the energy absorbing system 20, any occupants who are not wearing a seat belt or other restraining device will be catapulted forward 5 from their seat. The occupants who are properly restricted generally decelerate with the vehicle. During the short time period and the distance the sled assembly 40 travels along the guide rails 208 and 209, an unrestricted occupant can be carried into the air within the vehicle. The deceleration forces applied to the vehicle that collides during this same time can be very large. However, just before an unrestricted occupant makes contact with the interior parts of the vehicle, such as the windshield (not expressly shown), the forces of Deceleration applied to the vehicle will preferably be reduced to the lowest levels to minimize potential injury to the unrestricted occupant.

The "softness" or relative "hardness" of the energy absorbing system 20 is deteed by the number and characteristics of the energy absorbing elements 152, the location of the energy absorbing elements 152, and the associated location and inertia. with the panel support frame 60 and its associated panels 160. For example, the energy absorbing element 200 shown in Figure 8 can be modified to be relatively hard by reducing the number and / or size of the oval groove 204. In the same way, the energy absorbing element 200 can be relatively smooth by increasing the number and / or size of the oval groove 204. By increasing the thickness of the absorber elements of energy 152 will increase the amount of force required to push the cutting plate 206 through them and thus, produce a harder part in the associated energy absorption system 20. The energy absorber assembly 486 as previously described in figure 7 it shows several techniques to increase the hardness of an energy absorbing system. Thus, the present invention also allows modifying the energy absorbing system 20 to minimize possible injury to both the restricted and unrestricted occupants in a wide variety of vehicles traveling at various speeds.

The energy absorbing system 20 as shown in Figure 20, preferably includes the energy absorbing elements 152, 152b, 152c, 152d, 152e and 152f. The energy absorbing elements 152a and 152b are preferably formed of relatively thin gauge 16-gauge steel strips having a nominal width of four and a half inches. The energy absorbing element 152a preferably has a nominal length of about 54 inches. The energy absorbing element 152 preferably has a nominal length of approximately ^ "M SiSfcj-: 60 inches. The energy absorbing elements 152c and 152d are preferably formed of structural steel strips having a nominal width of four and a half inches and a thickness of three sixteenths of an inch. The energy absorbing element 152c preferably has a nominal length of about 76 inches. The energy absorber element 152d preferably has a nominal length of about 70 inches. The energy absorbing elements 152 are preferably formed of the same type of material. The energy absorbing elements 152f are preferably formed of structural steel strips having a width of approximately four and a half inches and a length of approximately 92 inches. Each energy absorbing element 152f preferably has a thickness corresponding to the 10 gauge steel construction strips.

By combining the energy absorbing elements 152a, 152b, 152c, 152d, 152e and 152f, as shown in Figure 20, the energy absorbing assemblies 186 will have a relatively "soft" first part, a "hard" middle part and a "harder" end portion adjacent to the road side hazard 310. The energy absorbing elements 152a, 152b, 152c, 152d, 152e and 152f are staggered to decrease the change in deceleration forces applied to a vehicle that collides with the vehicle. passing the cutting blade 206 of the first part of the energy absorber assembly 220 to the middle part of the energy absorbing system 20.

When the sled assembly 40 sticks to the thicker energy absorbing means, such as the previously described energy absorbing elements, the sled assembly 40 decelerates while the panel support frames 60 continue to slide toward the fixed danger 310, telescoping 160 panels along the road. Therefore, the panel support frames 60 will typically move out of the way so that they will no longer contribute to the deceleration of the vehicle.

If the sled assembly 40 is struck at an angle, the energy absorbing system 20 will generate a function as previously described to decelerate the colliding vehicle. Depending on the impact angle with the sled assembly 40, further deceleration may occur due to the increased frictional forces that are being applied to the sled assembly 40 as it slides along the guide rails 208 and 209.

If the panels 160 are hit, the vehicle is redirected back to the road and out of the fixed danger. The impact is transmitted from the panels 160a to the respective panel support frames 60. The support frames of ^^? ^ = -__. ~ ^ m ^^ panel 60 attempts to rotate since panels 160 are usually struck overhead. Without Jpbargo, the panel support frames 60 are prevented from rotating on the guide rails 208 and 209 by inwardly extending the projections 56 and 57 below the beam guides on the rails. Therefore, the system "headquarters" when it is hit on its side by allowing the transversal ties to deform. Much like folding the system during a head-on collision, this "yielding" on the side impact reduces the deceleration forces applied to a vehicle hitting on its side. The system remains in place after a lateral redirector impact.

The end weld 242 is preferably provided at the end 22 of the energy absorbing system 20 to be used to hold the energy absorbing system 20 with the danger end on the side of the road 310 facing the coming traffic. For some applications the end weld 242 has essentially the same configurations as those of the panel support frames 60.

Although the present invention has been described in detail, it should be understood that various changes, substitutions and variations may be made without departing from the spirit and scope of the invention as defined by the appended claims. < ? áfe £ ttin > ., 3a? .asa * - »^ ¿« kg ^^ = ü

Claims (6)

R E V I N T I C A T I O N S

1. An energy absorbing system to minimize the results of a collision between a vehicle traveling on a road and a hazard on the side of the road that includes:

the energy absorbing system having a first end and a second end;

the second end of the energy absorbing system placed on one side of the road side hazard with the first end extending longitudinally therefrom;

a sled assembly slidably placed at the first end of the energy absorbing system;

at least one energy absorbing assembly positioned between the road side hazard and the sled assembly;

each energy absorbing assembly has at least one energy absorbing element;

the assembly - ^, sled has a cutting plate mounted on one side of and aligned with each energy absorbing element; Y

5 the sled assembly having a first end facing the coming traffic, whereby a collision of a vehicle with the first end of the sled assembly will cause the cutting plate to slide longitudinally relative to the energy absorbing element and dissipate the kinetic energy of the vehicle by separating the absorbent element.

2. The energy absorbing system as claimed in clause 1, further characterized in that it comprises: a pair of energy absorbing assemblies extending longitudinally from the hazard on the side of the road and spaced laterally from one another; Y

The cutting plate has two sets of cutting blades with one set of cutting blades placed on one side of and aligned with an energy absorbing assembly and the other set of cutting blades placed on one side and aligned with the other energy absorbing assembly. 25

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3. The energy absorber system as claimed in clause 1, further characterized in that it comprises:

a first row of energy absorbing assemblies and a second row of energy absorbing assemblies extending longitudinally from the road side hazard;

the first row and the second row of energy absorbing assemblies spaced laterally from one another; Y

the cutting plate has a first set of cutting blades and a second set of cutting blades with the first set of cutting blades aligned with the first row of the energy absorbing assemblies and the second set of cutting blades aligned with the second row of absorbing assemblies of energy.

4. The energy absorbing system as claimed in clause 1, further characterized in that it comprises:

a first row of energy absorber assemblies and a second row of energy absorber assemblies

'^^ - ^' - - * > -.- - - »-« * »-» «-« - «« - - ...... -:, -..., - - -'jej S ^^ S? B ^ B ^ and. ^.

that extend longitudinally from the danger on the side of the road;

the first row and the second row of energy absorbing assemblies 5 spaced laterally one from the other; Y

the sled assembly having a guide assembly fastened to and extending therefrom for contact with the first row and the second row of energy absorbing assemblies.

5. The energy absorbing system as claimed in clause 1, further characterized in that it comprises: a pair of energy absorbing assemblies spaced laterally from one another;

the sled assembly slidably coupled to one end of each energy absorbing assembly;

each energy absorbing assembly further comprises at least one energy absorbing element; Y

25 the cutter plate has two sets of cutter blades placed on one side of the absorber assemblies

^^ - < + ~ ^ - Nfo * j ~ &-. ----- .- ». . , ~ - ^ ¿* j * ^ ft ^. ^ Respective energy for what < The collision between the vehicle and the sled assembly will result in the cutting plate separating at least one respective energy absorbing element to dissipate the collision energy of the vehicle.

6. The energy absorbing system as claimed in clause 1, further characterized in that it comprises:

10 a first row of energy absorbing assemblies and a second row of energy absorbing assemblies extending longitudinally from the road side hazard;

15 the first row and the second row of energy absorbing assemblies spaced laterally from one another;

a first guide rail fastened to and extending laterally from the first row of energy absorber assemblies; Y

a second guide rail fastened to and extending laterally from the second row of energy absorbing assemblies. 25

7. The energy absorber system as claimed in clause 1, characterized in that each energy absorbing assembly further comprises:

5 a pair of support beams placed longitudinally parallel to one another;

the support beams are spaced from one another;

10 a pair of energy absorbing elements fastened respectively to the opposite sides of each support beam; Y

the distance between the support beams 15 selected to allow the cutting plate to cut each energy absorbing element to dissipate the impact energy of the vehicle.

8. The energy absorbing system as claimed in clause 1, further characterized in that it comprises:

the cutting plate attached to the sled assembly;

25 at least one energy absorbing assembly having a plurality of energy absorbing elements

fastened thereto with -J§ "* sled assembly slidably coupled to one end of the energy absorber assembly;

the plurality of energy absorbing elements 5 aligned with the cutting plate; Y

The energy absorbing elements have a variation in thickness along the length of the energy absorbing assembly, whereby an amount in 0 force increase is required to move the cutting plate through the energy absorbing elements.

9. The energy absorbing system as claimed in clause 1, further characterized in that: a first row of energy absorbing assemblies and a second row of energy absorbing assemblies extend longitudinally from the hazard on the side of the road; 0 the first row and the second row of absorber assemblies are laterally spaced from one another;

a plurality of panel support frames 5 slidably positioned on the first guide rail and the

second guide rail between the sled set and the danger on the side of the road;

the panel support frames spaced longitudinally from one another; Y

a plurality of panels fastened to the panel support frames and extending longitudinally along opposite sides of the energy absorbing system.

10. A shock absorber to minimize the results of a collision between a vehicle traveling on a road and a danger on the side of the motionless road that includes:

a pair of energy absorbing assemblies extending longitudinally parallel to one another;

the energy absorbing assemblies are laterally spaced from one another;

the energy absorbing assemblies have the first end face to the traffic it has and a second end placed next to the danger side of the road;

Srj ^ a a ^. ^ A sled assembly slidably coupled to the first end of each energy absorber assembly;

each energy absorbing assembly has at least one energy absorbing element; Y

a cutting plate attached to the sledge assembly adjacent to and aligned respectively with the energy absorbing assemblies so that a collision of the vehicle with the sled assembly will result in the cutting plate separating the respective energy absorbing elements to dissipate the kinetic energy of the vehicle. vehicle.

11. The shock absorber as claimed in clause 10, further characterized in that it comprises:

a pair of guide rails with each guide rail fastened to and extending laterally from one of the 20 energy absorbing assemblies;

the sled assembly is slidably placed on and secured to the guide rails;

25

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a plurality of panel support frames slidably positioned on the guide rails between the sled assembly and the road side hazard; Y

5 a plurality of panels fastened to the panel support frames.

12. The impact attenuator as claimed in clause 10, further characterized in that it comprises:

the pair of energy absorbing assemblies spaced laterally from each other and extending longitudinally parallel to each other between the sledge assembly and the road side hazard;

a plurality of transverse struts that are excised between the energy absorbing assemblies so that the energy absorbing assemblies and the struts

Transversals cooperate with one another to form a rigid frame structure; Y

the cutting plate is attached to the sledge assembly adjacent to the respective energy absorbing assemblies 25.

* = iy »¡¡g2¿? ¡gg ^^^^ í * g ^^ j igá ^! claimed in clause 10 / characterized in that each energy absorbing assembly further comprises:

5 a pair of support beams placed longitudinally parallel to one another;

the support beams are spaced from one another;

At least two energy absorbing elements are fastened to opposite sides of each support beam; Y

the distance between the support beams selected to allow the respective cutting plate to separate the respective energy absorbing elements to dissipate the energy of the collision of the vehicle.

14. The impact attenuator as claimed in clause 13, characterized in that each set

The energy absorber further comprises:

each support beam has a generally C-shaped cross section;

25 the energy absorbing elements fastened to the opposite sides of each support beam with the sections

generally C cross-sections of the respective support beams face to define a generally hollow rectangular cross-section for the resulting energy absorber assembly; and each energy absorbing element attached to the respective support beams by means of releasable fasteners to allow replacement of the energy absorbing element.

15. The impact attenuator as claimed in clause 10, characterized in that each energy absorber assembly further comprises:

a pair of support links placed longitudinally parallel to one another;

the support beams are spaced from one another;

a plurality of energy absorbing elements fastened to one side of each support beam;

a plurality of energy absorbing elements fastened to the opposite side of each support beam; Y

25 a spacer placed between the selected energy absorbing elements.

claimed in clause 10, characterized in that each energy absorbing assembly further comprises:

two support beams extending longitudinally parallel to one another;

the support beams are spaced from one another;

at least one energy absorbing element fastened to each support beam;

at least one cutting plate attached to the sled assembly adjacent one end of the energy absorbing element; Y

the distance between the support beams selected to allow the respective cutting plate to cut the part of the energy absorbing element between the respective support beams to dissipate the energy of the collision of the vehicle.

17. The impact attenuator as claimed in clause 10, further characterized in that it comprises:

the cutting plate that has two sets of cutting blades; Y

each energy absorbing assembly has at least two energy absorbing elements with each set of cutting blades placed at an acute angle relative to the respective energy absorbing elements.

18. A method to minimize the effects of a

10 collision between a motor vehicle traveling on a road and a road hazard comprising the steps of:

forming at least one energy absorbing assembly of a pair of support beams; 15 clamping at least one energy absorbing element to the supporting beams;

installing the energy absorber assembly on one side of the road hazard with one end of the energy absorber assembly facing the incoming traffic;

forming a sled assembly with a cutting plate attached thereto; and 25

slidingly engaging the sled assembly with one end of the energy absorbing assembly and the cutting plate positioned on the side of the energy absorbing element so that a collision between the motor vehicle and the sled assembly will result in the cutting plate separating the energy absorbing element to dissipate the energy of the collision by the motor vehicle.

19. The method as claimed in clause 18, further characterized in that it comprises the steps of:

forming the energy absorbing assembly of at least one support beam having a generally C-shaped cross section;

fastening a guide plate on at least one side of the cutting plate; Y

placing the guide plate with the C-shaped cross-section to maintain the alignment of the cutting plate assembly with the respective energy absorbing assembly.

20. An energy absorbing system to minimize the results of a collision between a moving vehicle and a road side hazard comprising:

a pair of rail ^ j. "Guides that have a first end and a seigguunnddoo eexxttrreemmoo i ** coonn the sseegguunnddoo eexxttrreemmoo of ccaaddaa guide rail placed next to the danger on the side of the road;

the guide rails extend longitudinally from the hazard on the side of the road with the first end of each guide rail facing the coming traffic;

the guide rails spaced laterally from one another;

the plurality of support panel frames slidably secured to the guide rails;

a plurality of panels having a first end and a second end;

the first end of each panel is securely fastened to one of the panel support frames; Y

each panel is slidably secured with at least one panel support frame located downstream of the panel support frame.

21. The energy absorbing system as claimed in clause 20, further characterized in that it comprises two panels to each panel support frame.

22. The energy absorbing system as claimed in clause 20, further characterized in that it comprises:

the energy absorbing system having a first end and a second end generally corresponding to the first end and the second end of the pair of guide rails;

the energy absorbing system has a first side and a second side extending longitudinally between the first end and the second end; Y

a plurality of panels fastened on each side of the energy absorbing system.

23. The energy absorbing system as claimed in clause 20, further characterized by comprising:

each panel support frame has a generally rectangular configuration; Y

a plurality ws > fasteners fastened to each side of the panel frames ltlr and extending longitudinally from the first end to the second end of the guide rails;

24. The energy absorbing system as claimed in clause 20, further characterized in that it comprises:

the energy absorbing system having a first position with each panel support frame longitudinally spaced from the adjacent panel support frames;

the panel support frames and the respective panels form a series of sections extending longitudinally from the first end to the second end of the guide rails;

a plurality of panels of two sections defined in part by the selected panels having their respective first end secured securely to the first panel support frame and each panel of the two panels of two sections slidably fastened with two panel support frames placed towards down from the first panel support frame; Y

at least one panel of a section defined by a second support frame or panel with the first end of selected panels securely fastened to it and each panel panel of a section slidably fastened to only a supporting frame of a panel placed towards down from the second panel support frame.

25. The energy absorbing system as claimed in clause 24, further characterized in that it comprises the plurality of sections extending between the first end and the second end of the guide rails arranged in the order of a panel of two sections, a panel of two sections, a panel of a section, a panel of two sections and a panel of two sections.

26. A panel to be attached to one side of a road shock absorber, the panel comprises:

a generally rectangular configuration having a length and a width;

a first end and a second end with a longitudinal axis extending from the first end to the second end;

A ^^ ¿¿^^^^^^^ ^^^^^ s ^^ r ^^^.

the panel has a first edge and a second edge extending longitudinally between the first edge and the second edge;

5 the panel has a generally W-shaped cross section extending laterally with respect to the longitudinal axis;

a strip welded to the first end; 10 a recess formed in the first edge and in the second edge at one side of the second end; Y

the recesses have a selected configuration 15 to be compatible with the first end of another panel.

27. The panel as claimed in clause 26, further characterized in that it comprises a groove formed in the longitudinal axis extending from the first

20 end to the second end.

28. A cutting plate for separating the energy absorbing elements in an energy absorbing system comprising:

a p < a cutting machine having a generally rectangular configuration defi ied in part by a pair of lateral edges and a pair of longitudinal edges;

5 a first set of cutting edges formed on a first side edge of the cutting plate and a second set of cutting edges formed on the first side edge of the cutting plate; Y

10 the first set of cutting edges and the second set of cutting edges are spaced from each other.

29. The cutting plate as claimed in clause 28, further characterized by comprising the edges

15 cutters placed at an angle of approximately forty-five degrees extending from the first side edge.

30. A shock absorber to minimize the results of a collision between a vehicle and a fixed obstacle,

20 comprising:

a fault means extending in a first direction and having the first and second ends, the failure means has two shore portions and a central part located between the two shore portions;

«- ~ ¿¿tea & _. 't • ST' .- x. é¡aíjfc & & to £, & tir-¿.. ^ JU &. B * a support que_¡j * eX iende in the first direction and being coupled to the means of failure along the two parts of shore, with the central part being free to deform; 5 a cutter mounted on a carriage, the carriage being located on one side of the first end of the failure means;

10 a rail extending between the first and second ends, the carriage being movably mounted on the rail, the rail being oriented as to allow the cutter to move through the middle part of fault means between the first and second ends. second by the cutter that

15 deforms the central part and causes the central part to fail in tension.

31. The shock absorber as claimed in clause 30, characterized in that the means of

20 failure comprises one or more metal plates.

32. The shock absorber as claimed in clause 31, characterized in that the failure medium plate has a thickness, the cutter is oriented as

25 to traverse through the plate in an orientation having a component parallel to the thickness of the plate.

33. The shock absorber as claimed in clause 3_A characterized in that the cutter - - has a edge that engages the failure medium plate, the edge is oriented at an angle in relation to the first direction.

34. The shock absorber as claimed in clause 30, characterized in that the support forms a channel extending in the first direction, the part

10 middle of the failure medium extends to at least part of the channel, the channel receives the cutter.

35. The shock absorber as claimed in clause 30, characterized in that the support

15 comprises the lane.

36. The shock absorber as claimed in clause 30, characterized in that the carriage has a guide that slidably engages in the rail. 37. The shock absorber as claimed in clause 30, characterized in that the failure means has a first section adjacent to the first end and a second section located between the first section and the second section.

25 end, one of the first or second sections requires less

»-« «. & MA ^ -, ... = .... ^" -% ^ í? 1b &M - a! ^ Am¡ ?. ..... ** ~ ** * st? * ^ a ^ + x force to fail that the other of the first or second sections.

38. The shock absorber as claimed in clause 30, further comprising panels extending along the first direction, the panels are supported by a frame work which is movable in the first direction, the frame work being structured and arranged to maintain its position along the first direction when the panels are impacted in a second direction that is perpendicular to the first direction.

39. The shock absorber as claimed in clause 38, characterized in that the working frame is movable along the rail.

40. The shock absorber as claimed in clause 38, characterized in that the panels overlap as to nest when the frame is moved to the second end.

41. The shock absorber as claimed in clause 30, characterized in that the failure means and the support are structured and arranged to be

located on the side Bel terrain to pass under a striking vehicle.

42. The shock absorber as claimed in clause 30, characterized in that:

the frame comprises the individual frames spaced apart along the first direction; Y

The panels are selectively coupled, either fixedly or slidably, the frames in a predetermined pattern.

43. The shock absorber as claimed in clause 30, characterized in that:

the failure means comprises one or more metal plates;

20 the cutter has a edge that engages in the failure medium plate, the edge being oriented at an angle in relation to the first direction;

the support forms a panel that extends in the first direction, the central part of the failure means covers at least a part of the channel, the channel receives the cutter;

the failure means has a first section adjacent to the first end and a second section located between the first section and the second end, one of the first or second sections requires less force to fail than the other of the first or second sections;

panels extending along the first direction, the panels being supported by a frame that is movable in the first direction, the frame being structured and arranged to maintain its position along the first direction when the panels are impacted on a second direction that is perpendicular to the first direction; Y

the frame is movable along the rail.

44. A shock absorber to minimize the results of a collision between a vehicle and a fixed obstacle, comprising:

a fault means extending in a first direction and having the first and second ends;

a nose located at the first end and movable in the first direction when impacted, the nose comprises a cutter that moves through the failure means when the nose is moved in the first direction;

a group of panels extending from the first end to the second end, the panels are structured and arranged to be located above the ground so as to make contact with an impact vehicle after the shock absorber is installed; Y

a frame located between the nose and the second end, the frame supports the panels, the frame being foldable towards the second end when the nose is impacted, the frame resists folding in the first direction when the panels are impacted in a second direction that it is perpendicular to the first direction.

45. The shock absorber as claimed in clause 44, characterized in that it also comprises:

two parallel spaced and spaced apart rails extending between the first and second ends; Y

the frame comprises the plural frames mounted on the rails.

46. The shock absorber as claimed in clause 44, characterized in that: each panel has one end up and one end down, with the end up being closer to the first end and the end down being closer to the second end; and the upward end of each panel being fixedly attached to the frame, the downward end of each panel is slidably coupled to the frame.

10 47. The shock absorber as claimed in clause 46, characterized in that:

each panel comprises a slot extending from a place near the end upwards to a location that is near the end down;

the panels are arranged to be coupled to the frame in an overlapping manner, the overlapping panels comprise the upward end of a panel and the

20 end downwards of another panel, with the upward end of the panel being fixedly attached to the frame by a fastener; Y

the fastener comprises a reservoir that is received by the slot near the downward end of the other panel.

48. A method for installing a shock absorber that minimizes the results of a collision between a vehicle and a fixed obstacle, comprising the steps of:

providing a rail from the obstacle to a position at some distance, the rail having a first end in the position and a second end adjacent to the obstacle, the rail being oriented as to be parallel to a vehicle traffic direction passing close to the obstacle; 10 mounting a tearing means in the ground, the tearing means extends from the first end towards the second end;

15 provide a carriage that has a cutter mounted there; Y

assemble the carriage in the rail at the first end and align the cutter so as to engage the tearing means when the carriage is pushed towards the obstacle.

49. The method as claimed in clause 48, further characterized in that it comprises the steps of:

25

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providing a channel extending to one side of the tearing means from the first end to the second end; Y

the step of aligning the cutter so as to engage the tearing means additionally comprises the step of placing the cutter within the channel.

50. The method as claimed in clause 48, further characterized in that it comprises the steps of:

placing the plural frames on the rail between the first and second ends, the frames being spaced apart from one another; Y

Attach the panels to the frames, with each panel extending between two or more frames.

51. The method as claimed in clause 48, characterized in that the step of coupling the panels to the frames further comprises overlapping the panels so that the panels nest when the panels are forced towards the second end.

52. A method for cushioning an impact of a vehicle on an object comprising the steps of:

transfer the impact of the vehicle on the object to a cutter;

engaging a medium with the cutter and causing the means to fail by deforming the medium with the cutter until the medium fails to tension, to form a gap in the middle;

advance the cutter to the separation to continue the failure of the medium; Y

guide the cutter through the fault means towards a fixed obstacle until the vehicle is stopped.

53. The method as claimed in clause 52, characterized in that the step of engaging a means with the cutter further comprises the step of engaging a metal plate with the cutter.

54. In a crash cushion to minimize the results of a collision between a vehicle and a fixed obstacle, the crash cushion comprises a failure means extending from the obstacle and having a second end adjacent to the obstacle and a first end to some distance from the obstacle, the failure means has two edge parts that are coupled to a support, there being a separation between the parts of two edges as a result of the cutter being forced through them, a method for restoring the shock absorber, comprising the steps of:

5 replace the failure medium with separation with a failure means without failure; Y

Place the cutter on the end.

SUMMARY

It provides "an energy absorbing system with one or more energy absorbing assemblies to reduce or eliminate the severity of a collision between a moving motor vehicle and a road side hazard." The energy absorbing system can be installed at one side of a road side hazard such as the end of a concrete barrier facing the coming traffic The energy absorbing system preferably includes at least one energy absorbing element A sled assembly is also provided with a cutting plate so that a collision of the motor vehicle with one end of the sled assembly will result in the cutting plate tearing or breaking the energy absorbing element to dissipate the energy of the collision of the motor vehicle. of energy absorbing assemblies and the configuration and number of energy absorbing elements can be varied depending on the e the intended application for the resulting energy absorber system.