TWI388707B - Energy attenuating safety system - Google Patents

Abstract

An energy absorbing system with one or more energy absorbing assemblies is provided to reduce or eliminate severity of a collision between a moving vehicle and a roadside hazard. The energy absorbing system may be installed adjacent various roadside hazards or may be installed on highway service equipment. One end of the system may face oncoming traffic. A collision by a motor vehicle with a sled assembly may result in shredding or rupturing of portions of an energy absorbing element to dissipate energy from the vehicle collision.

Description

Energy weakening safety system

This invention relates to an energy absorbing system, and more particularly to an energy absorbing system that mitigates the severity of a collision between a moving motor vehicle and a dangerous object by tearing and breakage of certain portions of the energy absorbing element.

A variety of impact mitigation devices and energy absorbing systems have been used to prevent or reduce damage from collisions between moving motor vehicles and various hazards or obstacles. Conventional impact attenuating devices and energy absorbing systems, such as impact bumpers or collision barriers, include different types of energy absorbing elements. Some collision barriers absorb energy by inertial forces such as acceleration of a material such as an impact. Other types of collision barriers contain rupturable components.

Some of these devices and systems are developed for use on narrow roadside hazards or obstacles, such as at the end of a road barrier, at the end of a barrier extending along the edge of the road, and at the side of the road. Columns, bridge columns and septum islands. Such impact reduction devices and energy absorbing systems are provided to provide the effect of minimizing damage to the human body and damage to the vehicle or any structure or facility associated with the roadside hazardous material.

An example of a general-purpose impact attenuating device is shown in U.S. Patent No. 5,011,326, entitled Narrow Stationary Impact Attenuation System; U.S. Patent No. 4,352,484, to Shear Action and Compression Energy Absorber; No. 4,645,375 to Stationary Impact Attenuation System; U.S. Patent No. 3,944,187 to Roadway Impact Attenuator. An example of a particular type of energy absorbing system is shown in U.S. Patent No. 4,928,928, to Guardrail Extruder Terminal, and U.S. Patent No. 5,078,366, entitled Guardrail Extruder Terminal. An example of an energy absorbing system suitable for use with a highway guardrail system is shown in U.S. Patent No. 4,655,434, entitled Energy Absorbing Guardrail Terminal, and U.S. Patent No. 5,957,435, entitled Energy-Absorbing Guardrail End Terminal and Method.

An example of an impact abatement device and an energy absorbing system suitable for use in a low speed moving or stationary highway maintenance vehicle is shown in U.S. Patent No. 5,248,129, entitled Energy Absorbing Roadside Crash Barrier; U.S. Patent No. 5,199,755, entitled "Vehicle Impact Attenuating Device" No. 4,711,481 to the name of Impact Impact Attenuating Device; U.S. Patent No. 4,008,915, entitled Impact Barrier for Vehicles.

Others relating to the impact abatement device and the energy absorbing system are shown, for example, in U.S. Patent No. 5,947,452, entitled Energy Absorbing Crash Cushion; U.S. Patent No. 6,293,727, entitled Energy Absorbing Systems for Fixed Roadside Hazards TRACC; U.S. Patent No. 6,536,958 to Fixed Roadside Hazards. All of the aforementioned patents are cited as prior materials for this application.

The recommended method for evaluating the performance of various highway safety devices, including bumper bumpers, is provided in the National Cooperative Highway Research Program (NCHRP) Report No. 350. Collision bumpers are generally defined as a device designed to safely stop a striking vehicle within a relatively short distance. The collision buffer is further classified into a "direction change type" and a "non-direction change type" in the NCHRP Report No. 350. The direction change type collision damper is designed to pin and change the direction from the roadside dangerous object extending from the collision damper toward the vehicle in which the nose or the tip end portion of the opposite traffic collides toward the downstream side. The non-directional change type collision damper is designed to contain and capture the vehicle that hits the nose from the collision damper toward the downstream side.

Directional type collision bumpers are further classified into "gate" and "non-gate" devices. The ram collision damper is designed to allow a controlled penetration of the vehicle when the nose between the collision damper and the starting point of the required length of the impact damper (LON). The non-brace collision bumper is designed to have the ability to change direction over the entire length.

In accordance with the teachings of the present invention, the disadvantages and limitations of the conventional energy absorbing system and impact mitigation device described above can be substantially reduced or eliminated. One aspect of the present invention encompasses an energy absorbing system that is installed adjacent to a roadside hazard or a hazard located within a road to protect its occupants when the vehicle collides with the hazard. This system contains at least one energy absorption The assembly, which can consume energy from a vehicle that hits the end side of the system opposite the dangerous object. When a vehicle collides with the end of the energy absorbing system, certain portions of at least one of the energy absorbing elements are torn or destroyed to consume kinetic energy from the vehicle and provide a deceleration within an acceptable range. To minimize damage to vehicle occupants. Each energy absorbing assembly is disposed substantially perpendicular to the associated tearer. In some applications, each tearer is disposed substantially horizontally relative to the associated energy absorbing element. In other applications, each tearer is disposed substantially vertically relative to the associated energy absorbing element.

The technical advantages of the present invention include the provision of a relatively dense modular energy absorbing system suitable for use in protecting vehicles as they impact a wide range of hazardous materials. Energy absorbing systems using the teachings of the present invention can be manufactured at relatively low cost using conventional materials and processes well known in the highway safety industry. The resulting system incorporates energy absorbing techniques with high predictability and reliability in a novel structural design. Such a system can be easily repaired at a relatively low cost after being hit by a vehicle.

A failure mechanism that moves a tearer that is substantially perpendicular to the solid plate includes a series of small pieces that are from the front of the tearer as the tearer passes longitudinally through the solid plate The solid plate is knocked out or torn apart or broken. In other applications, a tearer that is generally perpendicular to the solid panel will form a single linear breakage in front of the tearer as the tearer moves longitudinally through the solid panel. The ruptured material is bent along one side or the other along the tearer. a tearer and an opening and a platform portion using the teaching technique of the present invention The cooperation between the energy absorbing elements can provide a substantially uniform and reliable failure mode that restarts each time the tearer moves from one opening through the associated platform portion to the other opening.

According to another aspect of the present invention, the impact bumper may be provided with a tearer and one or more energy absorbing elements such that the impact damper tears or breaks certain portions of the at least one energy absorbing element. Performance and repeatability are optimized. Each of the energy absorbing elements has an alternately disposed platform portion and opening that cooperate to provide a safe and repeatable deceleration effect on the vehicle impinging on one end of the impact bumper. The bumper bumper may include a softer first portion for absorbing impact from a small, lightweight vehicle or a slow moving vehicle. The bumper bumper can have an intermediate portion with one or more energy absorbing elements and associated openings and platform portions. The size of the openings and platform portions can vary along the length of each energy absorbing element to provide an optimal deceleration effect on the impacting vehicle. The bumper bumper can have a third or last portion with one or more energy absorbing elements and associated openings and platform portions designed to absorb impact from heavy, high speed vehicles in accordance with the teachings of the present invention. The present invention also reduces the number and length of energy absorbing elements used to dissipate energy from impacting the vehicle by varying the size of the opening, the spacing of the platform or section between the openings, and the thickness of each energy absorbing element. In some applications, two or more energy absorbing elements may be stacked relative to each other to form an energy absorbing assembly.

Other technical advantages of the present invention include that it provides a relatively low level of NCHRP Report No. 350 that can be included in the Test Level 3 specification. This collision buffer, as well as other types of safety systems. A safety system having an energy absorbing assembly using the teachings of the present invention is suitable for use in harsh weather conditions and is insensitive to cold and moisture. This system can be easily installed, used, inspected and repaired. This system can be installed on new or existing asphalt or concrete pavements. A modularized safety system using the teachings of the present invention can eliminate or substantially reduce field assembly operations of the impact abatement device and energy absorbing components. Easy-to-replace parts make it quick and easy to repair after a potentially safe collision and side impact. Removal of materials that are prone to damage or easy to bend can minimize any damage to the system from harmful safety impacts and side impacts.

Advantages of the present invention include a modular energy absorbing system that can be used with permanent roadside hazards or easily moved from a temporary location (first construction area) to another temporary location ( Second construction area). Safety systems using the teachings of the present invention may also be installed on trucks or other types of highway maintenance facilities.

The technical advantages of the present invention also include the provision of one or more energy absorbing assemblies with their respective energy absorbing elements positioned substantially in a horizontal position. Thus the energy absorbing element can be easily replaced or repaired after the vehicle has hit the associated impact bumper or other energy absorbing system.

Energy absorbing systems using the teachings of the present invention can have energy absorbing assemblies configured in different versions. In some applications, there is only a single column of energy absorbing assemblies next to the hazard. In other applications, there may be three or more columns of energy absorbing assemblies. In addition, each of its columns can It has only a single energy absorbing assembly or has multiple energy absorbing assemblies. The present invention also allows for an improved energy absorbing system to minimize possible damage to fixed or unsecured occupants in a wide variety of vehicles traveling at different speeds.

An energy absorbing system using the teachings of the present invention can be easily repaired after being impacted by a vehicle. The energy absorbing element can be placed in a horizontal position and securely coupled to other components of the energy absorbing system with a very small number of mechanical fasteners. For example, a single bolt and associated nut can be used to provide the holding force or structural strength of three or four bolts and associated nuts. It is therefore possible to replace the energy absorbing element more quickly and easily after the vehicle has hit. The panels bonded to the sides of the energy absorbing system can be replaced more quickly and easily after a vehicle impact. In some applications, it uses an easily replaceable module to tear the energy absorbing element to dissipate energy from vehicle impact. Each module can include a bolt or other type of blunt tearer that can be easily replaced. The invention does not have any type of cutting instrument or sharp edge. The energy absorbing system using the teachings of the present invention can be installed in the form of a modular unit, and can be removed in the form of a modular unit after the vehicle is hit, and replaced with a new modular unit.

The invention and its advantages will be better understood by referring to FIGS. 1 through 17 of the drawings, and the same reference numerals will be used to represent the same or corresponding components in the drawings.

The terms "longitudinal", "longitudinal" and "linear" are used primarily to describe the orientation or movement of the associated components of an energy absorbing system using the teachings of the present invention that are oriented substantially parallel to the vehicle (not Shows the direction of the direction of travel on the relevant road. The terms "lateral lateral" and "lateral lateral" are in principle used to describe the orientation or movement of the associated components of the energy absorbing system using the teachings of the present invention as being substantially perpendicular to the vehicle (not shown). The direction of the direction of travel on the relevant road. Certain components of the energy absorbing system using the teachings of the present invention may be disposed at an angle or abduction relative to the direction in which the vehicle travels on an adjacent road.

The term "downstream side" is used in principle to describe a movement that is approximately parallel to and approximately in the same direction as the movement of the vehicle as it travels through the associated road. The term "upstream side" is used in principle to describe a movement that is approximately parallel to and approximately opposite to the direction of movement of the vehicle as it travels through the associated road. The terms "upstream side" and "downstream side" may also be used to describe the position of a component within an energy absorbing system using the teachings of the present invention relative to another component.

The terms "tear, tear, break, and rupture" are used in principle to describe the result of the tearer engaging certain portions of the energy absorbing system in accordance with the teachings of the present invention to consume energy that impacts the vehicle. The terms "tear, tear, break, and rupture" can also be used to describe the total result of tearing, shredding, and breaking through portions of the energy absorbing element without cutting the energy absorbing element. U.S. Patent No. 4,655,434, entitled Energy Absorbing Guardrail Terminal, and U.S. Patent No. 5,957,435, entitled Energy Absorbing Guardrail End Terminal and Method, are shown to be positioned between spaced apart openings. The material is torn to absorb examples of the kinetic energy of the impacting vehicle.

The words “triangular zone” and “triangular zone” are used to describe the areas where two roads are separated or joined together. The triangular zone is usually surrounded by the two sides of the edge of the road that joins at the point of separation or meeting. Traffic flow on these two roads is usually the same direction. The triangular area may include a road surface between the shoulders or the road. The third or third side boundary of the triangular region is sometimes defined as approximately sixty (60) meters from the point where the road is separated or merged.

The term “roadside hazard” is used to describe permanently fixed roadside hazards such as large signposts, bridges or columns of elevated roads or septum islands. Roadside hazards may also include temporary construction areas alongside roads or between two roads. Temporary construction areas may include various types of facilities or vehicles associated with road maintenance or construction. The term "roadside hazard" may also include any other structure that has a triangular area or is located next to the road and poses a hazard to the opposing vehicle.

The term “hazardous substance” is used to describe both roadside hazards and dangerous objects on the road, such as vehicles or facilities that move slowly, and vehicles and facilities that do not move. Examples of such hazards include highway safety trucks and facilities used to construct, maintain and repair related roads.

The components of the energy absorbing system using the teachings of the present invention can be made from structural steels that are commercially available. Examples of such materials include steel bars, steel sheets, structural steel tubes, structural steel forming articles, and galvanized steel. Examples of structural steel forming articles include W-shaped steel, HP-shaped steel, steel beams, and grooves. Steel, T-shaped steel and angle steel. Structural angles have legs of equal or unequal width. The American Institute of Steel Construction has published details of various types of structural steel materials that are commercially available for use in the manufacture of energy absorbing systems using the teachings of the present invention.

In some applications, the components of the energy absorbing system using the teachings of the present invention can be fabricated from composite materials, concrete, and any other material suitable for use in highway safety systems. The invention is not limited to energy absorbing systems made using steel-based materials. Any combination of metal alloys, non-metallic materials, and the like suitable for use on highway safety systems can be used to make energy absorbing systems using the teachings of the present invention. In certain applications, the energy absorbing element using the teachings of the present invention may be made of mild steel.

Energy absorbing systems 20, 20a, 20b, and 20c that use the teachings of the present invention are sometimes referred to as collision bumpers, collision barriers, or roadside protection systems. The energy absorbing systems 20, 20a, 20b, and 20c can be used to minimize the impact of collisions between motor vehicles (not shown) and various types of hazards. The energy absorbing systems 20, 20a, 20b, and 20c and other energy absorbing systems that use the teachings of the present invention can be used as a permanent facility or in a temporary construction area or use. The energy absorbing systems 20, 20a, 20b, and 20c are sometimes referred to as non-gate type direction changing type collision dampers. Energy absorbing systems 20, 20a, 20b, and 20c and other energy absorbing systems that use the teachings of the present invention may meet or even exceed the Test Level 3 specification of NCHRP Report No. 350.

The energy absorbing system 20 shown in Figs. 4A and 4B, the energy absorbing system 20a shown in Fig. 4C, and the energy absorbing system 20b shown in Figs. 5 and 6 and Fig. 10 will now be used. The energy absorbing system 20c and the like shown in Fig. 15 are used to explain the features of the present invention. Various types of tearers, energy absorbing assemblies, etc., using the teachings of the present invention, can also be used in conjunction with energy absorbing systems 20, 20a, 20b, and 20c. The invention is not limited to the tearers 116 and 216, the energy absorbing assemblies 86 and 286, or the associated energy absorbing elements 100, 100a, 100b, 100c, and 100d, and the like.

In some applications, the energy absorbing systems 20, 20a, 20b, and 20c are configured as individual modular units. In addition, the various components or subsystems of each energy absorbing system can be installed or removed as separate modules. For example, in accordance with the teachings of the present invention, the energy absorbing assemblies can be arranged in series to engage the crossbars and guardrails. The basic module thus obtained can be placed next to the dangerous object. The sheet support frame and the sheet can also be fabricated and assembled into a modular type, or a series of modules that can be transported to a construction site for installation on a related basic module. The slide assemblies 40, 40a, 40b and 40c can also be assembled and transported to the construction site in a single module type. The tear device made in accordance with the teachings of the present invention can also be provided as a replaceable module.

The energy absorbing systems 20 and 20a can include a slide assembly 40. The energy absorbing system 20b can include a slide assembly 40b. The energy absorbing system 20c can include a slide assembly 40c. The first end 41 of each of the slide assemblies 40, 40b, and 40c generally corresponds to an associated energy absorbing system The first end 21 of 20, 20a, 20b and 20c. The materials used to make the slide assemblies 40, 40b, and 40c are preferably selected to allow the slide assemblies 40, 40a, 40b, and 40c to remain unchanged after being impacted by a high speed vehicle.

The size and configuration of the first end 41 of the slide table assemblies 40, 40b and 40c, which are partially formed by the corner posts 42 and 43, the top brace 141 and the bottom brace 51, may be selected to be graspable or bonded to the impact. On the vehicle. During a collision between the motor vehicle and the first end 21 of the energy absorbing systems 20, 20a, 20b and 20c, kinetic energy from the colliding vehicle is transmitted from the first end 41 to the associated slide assembly 40, 40b or 40c. On other components. The end 41 can also be sized and configured to be capable of impacting the longitudinal axis of the non-parallel related energy absorbing systems 20, 20a, 20b, and 20c when the vehicle does not strike the center of the first end 41. At the end 41, the kinetic energy is still effectively transmitted.

Each of the panels 160 may be coupled to the side of each of the deck assemblies 40, 40b, and 40c to extend from the associated first end 41. To illustrate the various features of the present invention, the panel 160 of Figure 5 is shown cut away from the sides of the slide assembly 40b. In Figs. 10 and 11, the plate 160 on one side of the slide table assembly 40c has been removed.

The roadside dangers 310 shown in Figures 4A, 4C, and 5 may be concrete barriers that extend along the edges or sides of the road (not shown). The roadside hazard 310 may also include a concrete barrier extending along the middle of the two roads. The roadside hazard 310 can be a permanent facility or a temporary facility associated with the construction site. Although concrete obstacles or other disturbances located beside the road or inside the road can be moved at any time And cleared, but the roadside danger 310 is sometimes described as a "fixed" obstacle, or a "fixed" interference. Energy absorbing systems using the teachings of the present invention are not limited to use with concrete barriers. An energy absorbing system using the teachings of the present invention can also be installed next to various types of dangerous objects facing opposite vehicles.

Examples of tearers and energy absorbing assemblies using the teachings of the present invention are shown in Figures 1 through 3. The energy absorbing assembly 86, as shown in Figs. 1, 2, and 3, is sometimes referred to as a "box beam." The energy absorbing assembly 86 includes a pair of support beams 90 that are spaced apart from each other along the lengthwise direction. Each of the support beams 90 has a slightly C-shaped or U-shaped cross section. Support beam 90 is sometimes also referred to as channel steel.

The C-shaped sections of each of the support beams 90 may be disposed to face each other to form a slightly rectangular cross section for receiving each of the energy absorbing assemblies 86. The C-shaped cross-section of each support beam 90 is formed in part by webs 92 and flanges 94 and 96 extending therefrom. A plurality of holes 98 are provided in the flanges 94 and 96 to bond the plurality of energy absorbing elements 100 to the energy absorbing assembly 86. In some cases, the length of the support beam or channel 90 is about eleven inches, while the width of the web is about five inches and the height of the flange is about two inches. A plurality of fasteners can be inserted into the holes 98 in the support beam 90 and in the corresponding holes 108 in the energy absorbing element 100 for properly engaging the energy absorbing element 100 to the support beam 90.

In the first, second and third embodiments, the fasteners 103 preferably extend through the respective holes 108 in the energy absorbing element 100 and the respective holes 98 in the flanges 94 and 96. The fastener 103 can be selected such that The energy absorbing element 100 can be easily replaced after the motor vehicle hits the end of the associated energy absorbing system.

One requirement for incorporating the energy absorbing element 100 onto the support beam 90 is that an appropriately sized tear-off region 118 as shown in Figure 3 must be placed between the support beams 90 for receiving the associated tear-off device. 116. In some applications, a combination of long and short bolts is quite suitable. In other applications, the mechanical fastener can be a threaded blind rivet and associated nut. A wide variety of blind rivets, bolts, and other types of fasteners are suitable for the present invention. An example of such a fastener is available from Huck International, Inc., Thornas 6, Irvine, CA 92718-2585. Power tools suitable for mounting such blind rivets are also available from Huck International and other suppliers.

For the embodiment shown in Figures 1, 2 and 3, a single energy absorbing element 100 is provided only on the flange 94 on one side of the energy absorbing assembly 86. In some applications, another energy absorbing element 100 can also be disposed on the flange 96 on the other side of the energy absorbing assembly 86. In other applications, a plurality of energy absorbing elements 100 and dividers (not shown) may be provided on one or both side flanges 94 and 96.

A row of holes or openings 110 are generally provided along the longitudinal direction of the energy absorbing element 100 toward the centerline. The opening or hole 110 can also be referred to as a perforation. In some applications, the opening 110 has a generally circular shape with a diameter of about one inch. The openings 110 are preferably spaced apart from each other with a respective platform portion or section portion 112 therebetween, as shown in Figures 1, 2 and 3. The spacing between adjacent holes 110, the diameter of the holes 110, and the associated platform portion Or section portion 112, etc., may be varied in accordance with the teachings of the present invention to control the force or energy through which the tearer 116 is moved.

Without the presence of the opening 110, the force required to move the tearer 116 through the energy absorbing element 100 will vary depending on the type of damage mechanism. The damage mechanism associated with the longitudinal movement of the tearer 116 through a solid panel will vary along the length of the solid panel. The presence of the opening 110 and the segment portion 112 can improve the accuracy of the repeatability and energy absorption of the tearer 116 as it moves longitudinally through the energy absorbing element 100.

The shape and size of the opening 110 and section portion 112 can be varied in accordance with the teachings of the present invention to provide the energy absorption characteristics required for the associated energy absorbing assembly. For example, the opening 110 can be slightly circular, elliptical, long trough, rectangular, star-shaped, or any other suitable geometric shape.

In some applications, the opening 110 and the segment portion 112 can have substantially the same dimensions along the length of the energy absorbing element 100. In some applications, the size of the opening 110, or the size of each segment portion 112, is not fixed for providing a "softer" deceleration at the beginning of the vehicle collision related energy absorbing assembly, and then correlated The intermediate portion of the energy absorbing element 100 provides a strong deceleration or enhanced energy absorption. The last portion of the energy absorbing element 100 provides less deceleration or less energy absorption because the speed of the striking vehicle has slowed.

Alternatively, the openings 110 in the energy absorbing element 100 need not be spaced apart but interconnected by slots (not shown). When the tearer 116 moves through the opening 110 and the associated slot, the opening is connected The energy absorbing element 100 split by the slots of 110 will block the movement of the tearer 116. The tearer 116 will bend or otherwise deform the slots on the energy absorbing element 100 that are used to absorb and dissipate energy.

The number of energy absorbing elements 100 and their length and thickness can vary depending on the desired use of the resulting energy absorbing assembly. Increasing the amount of energy absorbing assemblies, increasing their thickness, and increasing the length will cause the resulting energy absorbing assembly to diverge a larger amount of kinetic energy. An advantage of the present invention is that the geometry and number of openings 110 and section 112 can be varied, and the appropriate materials can be selected based on the desired use of the resulting energy absorbing assembly. The energy absorbing element 100 and other components of the energy absorbing system using the teachings of the present invention can be galvanized to ensure that they retain their required tensile strength without being exposed to the energy they are associated with. The influence of environmental conditions such as rust or corrosion during the use of the absorption system.

In those embodiments shown in FIGS. 1 through 3, 5, and 6, each of the tearers 116 is disposed adjacent the end of the energy absorbing assembly 86. As will be explained in more detail later, a pair of tearers 116 are incorporated on the slide assembly 40b in accordance with the teachings of the present invention. In some applications, the tearer 116 can be disposed substantially horizontally relative to the slide assembly 40b and its associated road (not shown). Each energy absorbing element 100 and associated notch 102 are disposed generally perpendicular to the respective tearer 116 and associated road.

Preferably, each of the tearers 116 is sized to be spaced from the notch provided at the end of the energy absorbing element 100 adjacent the respective tearer 116, and torn between the associated support beams 90. Dispersed area 118 and other compatible . These dimensions are selected to allow the tearer 116 to be longitudinally slidable between the flanges 94 and 96 of the adjacent support beam 90. In some applications, the notch 102 at the first end 101 is disposed along the centerline of the energy absorbing element 100 and has a width of about three-quarters of an inch and a length of about six inches.

The diameter of the tearer 116 can be smaller than the diameter of the opening 110. But it doesn't have to be. The diameter of the tearer 116 can be the same as, or even greater than, the diameter of the opening 110. In some applications, the tearer 116 can be a bolt having a diameter of about half an inch and a length of about twelve inches. The dimensions of the tearer 116 and associated energy absorbing element 100 can vary depending on the amount of kinetic energy to be consumed by the energy absorbing assembly 86.

The material used to make the tear diffuser 116 can be used to make the material of the associated energy absorbing element 100. In some applications, the tearer 116 can have a minimum Rockwell hardness of C39. Different shapes of the tearer, such as a cylindrical rod having a slightly circular cross section, or a rod having a slightly square or rectangular cross section (not shown), etc., may also be suitable for use in the energy absorbing assembly of the teachings of the present invention. usage of.

In some applications, the energy absorbing assembly 86 is substantially stationary or stationary, and its associated tearer 116 is moved longitudinally through the opening 110 and the section 112 for self-impacting vehicles. Absorb energy. In other applications (not shown), the tearer 116 is held stationary, and the associated energy absorbing assembly 86, including the opening 110 and the section 112, moves relative to the tearer 116 along the lengthwise direction. Absorb energy from a self-impacting vehicle.

The energy absorbing element 100 can provide deceleration characteristics for a particular vehicle weight and speed. For example, within a first mile of the approximate absorbent ripper 116 moving through the associated energy absorbing assembly 86, a two-stage stopping force can be provided for a vehicle weighing approximately 820 kilograms. The remaining travel of the tearer 116 through the associated energy absorbing assembly 86 provides a stopping force for a larger vehicle weighing approximately 2,000 kilograms. The change in position, size, shape and number of energy absorbing elements 100 allows the energy absorbing assembly 86 to provide a safe deceleration effect for vehicles having a weight between 820 kg and 2,000 kg.

Figure 4A shows the energy absorbing system 20 in a first position extending from the roadside hazard 310 along the longitudinal direction. The slide assembly 40 slidably disposed at the first end 21 of the energy absorbing system 20 is also sometimes referred to as an "impact slide." The slot 102 is for receiving the respective tearer 116 when the slide assembly 40 is mounted and aligned with the energy absorbing element 100. The first end 21 of the energy absorbing system 20, including the first end 41 of the slide assembly 40, preferably faces the opposing vehicle. The second end 22 of the energy absorbing system 20 is securely coupled to the roadside hazard 310 facing the end of the opposing vehicle. The energy absorbing system 20 is generally mounted in its first position, while the first end 21 is spaced apart from the second end 22 in the longitudinal direction, as shown in Figure 4A.

The plurality of sheet support frames 60a-60e are spaced apart from each other along the longitudinal direction and are slidably disposed between the first end 21 and the second end 22. The slab support frames 60a-60e are sometimes also referred to as "frame assemblies." The number of such sheet support frames can vary depending on the length of the energy absorbing system required. many The sheet 160 is bonded to the slide table assembly 40 and the sheet support frames 60a-60e. Sheet 160 is sometimes also referred to as a "fender" or "fender sheet." An example of a sheet support frame suitable for use in energy absorbing systems 20, 20a, 20b, and 20c is shown in FIG.

When the vehicle hits the first end 21 of the energy absorbing system 20, the table assembly 40 will move generally toward the roadside hazard 310 along the lengthwise direction. The energy absorbing assembly 86 (not shown in Figures 4A and 4B) absorbs energy from the struck vehicle during this movement. The relative movement between the plate support frames 60a-60e and the associated plates 160 also absorbs energy from the vehicle striking the first end 21.

Figure 4B is a schematic view showing the slide assembly 40, and the plan view of the sheet support frames 60a-60e and their associated sheets 160蹋. Movement of the slide assembly 40 further toward the roadside hazard 310 will be blocked by the panel support frames 60a-60e. The position of this energy absorbing system 20 shown in Figure 4B may be referred to as the "second" position. In the event that most of the vehicle impinges on the end 21 of the energy absorbing system 20, the slide assembly 40 will typically only follow the first position shown in Figure 4A and the second position shown in Figure 4B. A part of the distance between the two moves.

The slab support frames 60a-60e, associated slabs 160, and other components of the energy absorbing system 20 will cooperate to each other to change the direction of the vehicle impacting either side of the energy absorbing system 20 back into the associated road. Each panel 160 is bonded to the slide assembly 40 and preferably extends over a portion of the panel 160 that is bonded to the panel support frame 60a. In the same manner, the plate 160 bonded to the blade support frame 60a is preferably extended. A portion of the panel 160 bonded to the panel support frame 60b is stretched over. A variety of components within the energy absorbing system 20 provide substantial lateral lateral support for the slab support frames 60a-60e and slabs 160.

The first end 161 of each panel 160 is securely coupled to the slide deck assembly 40 or to a suitable panel support frame 60a-60d. Each panel 160 can also be slidably coupled to one or more downstream side panel support frames 60a-60e. The upstream side panels 160 are overlaid on the downstream side panels 160 for allowing the panels 160 to be nested or nested together as the panel support frames 60a-60e slide toward each other. The subset of slab support frames 60a-60e and slabs 160 may be combined to form a single gauge group or a double gauge group.

For purposes of illustration, the second end 162 of each upstream side panel 160 shown in Figures 4A and 4B is a portion of the upstream side panel 160 that overlaps the associated downstream side panel 160. Quite a distance. The slabs 160 can be closely nested together to minimize lateral lateral projections at the second end 162 that would strike the vehicle at either side of the energy absorbing system 20 at a reverse angle. When the hook is hooked to the vehicle.

Figure 4C is a schematic diagram showing the energy absorbing system 20a in a first position extending longitudinally from the roadside hazard 310. The energy absorbing system 20a has a first end 21 facing the opposing vehicle and a second end 22 that is securely coupled to the roadside hazard 310. The energy absorbing system 20a also has a slide table assembly 40, plate support frames 60a-60g, and individual plates 160.

The sheets 160 extending along the two sides of the energy absorbing systems 20 and 20a have substantially the same structure. However, the length of the plate 160 can be based on Each of the sheets is a "single-spaced sheet" or a "double-spaced sheet". For purposes of illustration, "gauge" refers to the distance between two adjacent slab support frames 60.

The length of the panel 160 as a "double-spaced panel" is set such that it can span the distance between the three panel support frames when the energy absorbing systems 20 and 20a are in the first position. For example, the first end 161 of the dual gauge panel 160 is preferably securely coupled to the upstream side panel support frame 60. The second end 162 of the dual gauge panel 160 is preferably slidably coupled to the downstream side panel support frame 60c. The other panel support frame 60b is slidably coupled to the double gauge panel 160 between the first end 161 and the second end 162.

When the slide table assembly 40 hits the plate support frame 60a, which then touches the plate support frame 60b, and then 60c, etc., the plate support frames 60a-60g and the joined plate 160 will face the road side. The dangerous object 310 is accelerated. The inertia of the slab support frames 60a-60g and the associated slab 160 can contribute to the deceleration of the striking vehicle.

When the slab support frame of the single-interval group is encountered, the single-spaced group will be bonded to its own associated slab 160 and will therefore have considerable inertia. In order to mitigate the deceleration of the impacting vehicle, a set of double-interval groups is preferably provided on the downstream side of each single-interval group. When the slide assembly 40, or one or more of the panel support frames pushed by the slide assembly 40, contacts the first panel support frame in the double gauge group (eg, the panel support frame) At 60d), the inertia will be the same as the inertia of the single-spaced group, or slightly larger (because of the longer plate 160). But when double When the second slab support frame (for example, the slab support frame 60e) in the spacer group is touched, the second slab support frame 60 has a lower inertia because it is slidably coupled to Related plates 160. Therefore, the deceleration can be reduced.

The energy absorbing system 20a has the following group of gauges: 2-2-1-2-2, where "2" represents a double gauge and "1" represents a single gauge. Starting from the slide assembly 40 and moving toward the roadside hazard 310, the energy absorbing system 20a will have a double gauge group (if the slide assembly 40 itself is considered a gauge) and another double gauge group , a single-space group, followed by a double-space group and another double-space group.

The energy absorbing system 20b shown in Figures 5 and 6 includes a slide assembly 40b and a plurality of energy absorbing assemblies 86 aligned along respective arrays 188 and 189, which are substantially from the dangerous object 310. Extending along the longitudinal direction and substantially parallel to each other. The slide table assembly 40b has an improved structure compared to the slide table assembly 40. In some applications, guard rails 208 and 209 may be incorporated on energy absorbing assembly 86. See Figure 2 and Figure 3.

The energy absorbing assembly 86 can be secured to each other by a plurality of cross braces 24. The combination of the cross bracing 24 and the energy absorbing assembly 86 results in an energy absorbing system 20b having a relatively solid frame structure. For this reason, the energy absorbing system 20b will be more able to safely absorb the impact energy of the motor vehicle that hits the table assembly 40b at a position offset from the center of the tip 21, or at an angle that is not parallel to the energy absorbing assembly 86. The impact energy of the motor vehicle to the end 21.

As shown in Fig. 5, a nasal mask 83 may be provided adjacent the first end 21 of the energy absorbing system 20b on the slide assembly 40b. The nasal mask 83 is basically a piece of rectangular flexible plastic material. The opposite side edges of the nasal mask 83 are joined to the opposite side edges of the slide assembly 40b at the end 41. The nasal mask 83 can include a plurality of chevron lines 84 that are visible to the opposing vehicle on the approach side danger object 310. Different types of nasal masks, reflectors or warnings can also be provided on the slide assemblies 40, 40b and 40c, and along either side of the energy absorbing systems 20, 20a, 20b and 20c.

In some applications, each of columns 188 and 189 can include two or more energy absorbing assemblies 86. The energy absorbing assembly 86 in column 188 is spaced apart from the energy absorbing assembly 86 in column 189 along the lateral sides. The energy absorbing assembly 86 can be securely coupled to the concrete base 308 on the front side of the roadside hazard 310. The energy absorbing assemblies 86 of each of the columns 188 and 189 each have a respective first end 187 that substantially corresponds to the first end 21 of the energy absorbing system 20b. The first end 41 of the slide assembly 40b is also positioned alongside the first end 187 of the columns 188 and 189 prior to vehicle impact.

A pair of ramps 32 are provided at the end 21 of the energy absorbing system 20b to prevent small vehicles or vehicles having low ground clearance from directly impacting the first ends 187 of the columns 188 and 189. The same ramp 32 is also shown in Figure 10 at the first end 21 of the energy absorbing system 20c. If the ramp 32 is not provided, a small vehicle or a vehicle with a low ground clearance would touch one or both of the first ends 187, and experiencing a strong deceleration would cause serious damage to the vehicle. Or the ride on the vehicle The person caused the injury. A variety of types of ramps and other structures can be used to ensure that the vehicle striking the end 21 of the energy absorbing system 20b will properly access the slide assembly 40b without directly touching the first of columns 188 and 189. End 187.

Each ramp 32 can have a leg portion 34 that is provided with a tapered surface 36 extending therefrom. A connector (not shown) can be used to securely engage each ramp 32 to the respective energy absorbing assembly 86. In some applications, the height of the leg 34 is about six and one-half inch. Other components associated with energy absorbing system 20b, such as energy absorbing assembly 86 and guard rails 208 and 209, etc., also have substantially the same height. Limiting the height of the ramp 32 and the energy absorbing assembly 86 may enable the components to pass under the vehicle that impacts to the end 41 of the table assembly 40.

The length of the tapered surface 36 is about thirteen and one-half inch. This tapered surface 36 is made by cutting a nominal angle of three inches by three inches by one-half inch thick structural angle to cut into sections of appropriate length and angle. These structural angle sections can be joined to each leg 34 by welding techniques or mechanical fasteners. The ramp 32 is sometimes also referred to as an "End Shoe."

An energy absorbing system made in accordance with the teachings of the present invention can be mounted or assembled to a concrete or asphalt base (not shown). In the embodiment shown in Figures 5 and 8, the concrete base 308 extends along the longitudinal and lateral sides from the roadside dangerous object 310. As shown in Figures 5 and 6, the energy absorbing assembly 86 is preferably disposed on the plurality of cross-pull rods 24 and is securely coupled thereto. Each cross tie rod 24 is a separate anchor A set bolt 26 is secured to the concrete base 308. In addition to the anchor bolts 26, various types of mechanical fasteners and anchoring devices can be used to properly secure the cross-pull rods 24 to the concrete base 308. The number of crossbars and the number of anchoring devices used for each crossbar can vary depending on the needs of each energy absorbing system.

The cross tie rod 24 can be made of a structural steel sheet having a nominal width of one inch and a nominal thickness of one-half inch. The length of each cross tie rod 24 is approximately twenty-two inches. Three holes may be provided in each cross tie rod 24 to accommodate the anchor bolts 26. When the vehicle hits either side of the energy absorbing system 20, the cross tie rod 24 will assume a tensile state. The material from which the cross tie rod 24 is made and its associated shape will be selected such that the cross tie rod 24 will deform due to the tensile force of the side impact and absorb energy from the impacting vehicle.

In some installations, the anchor bolts 26 can be seven inches (7") to about eighteen feet (18") in length. In some applications, holes (not shown) are provided in the asphalt or concrete base to accommodate the anchor bolts 26. Various adhesive materials may also be applied within the holes to secure the anchor bolts 26 in position. Preferably, the anchoring bolts 26 do not extend substantially beyond the top surface of the associated nut 27. Concrete and asphalt anchoring devices or other types of fasteners suitable for use in the installation of energy absorbing systems using the teachings of the present invention are available from Hilti, Inc., 21148, Tulsa City, Oklahoma, 74121, USA. .

To illustrate the embodiment shown in Figures 5 and 6, the support beam 90 adjacent the cross tie rod 24 is designated by reference numeral 90a. and The support beam 90 immediately above it is indicated by reference numeral 90b. The support beams 90a and 90b have substantially the same size and configuration, each having a web 92, and the flanges 94 and 96 extend therefrom. Four cross-pull rods 24 are bonded to the web 92 of the support beam 90a, opposite the flanges 94 and 96. Thus, a slightly C-shaped cross section of each of the support beams 90a extends from each of the cross braces 24.

The number of tie rods 24 bonded to each support beam 90a can vary depending on the use of the resulting energy absorbing system. For the energy absorbing system 20b, the two support beams 90a are spaced apart along the lateral sides and joined to the four cross-bars 24. Conventional welding techniques or mechanical fasteners (not shown) can be used to bond the support beam 90a to the cross tie rod 24.

A pair of guard rails or guide beams 208 and 209 are coupled to each of the support beams 90b. Guardrails 208 and 209 are shown in Figure 6, but not in Figure 5. In some applications, guard rails 208 and 209 are constructed of structural angles having legs of the same width, such as three inches by three inches and a thickness of about one-half inch. A wide variety of guardrails can be used in other applications. The invention is not limited to the guide or guide beams 208 and 209. In the embodiment of the energy absorbing system 20c, the guard rails 208 and 209 have the same construction and dimensions as the associated support beam 290.

The guard rails 208 and 209 each have a first leg portion 211 and a second leg portion 212 that intersect each other at an angle of about ninety degrees. A plurality of holes (not shown) are provided along the length of the first leg 211 to bond the guard rails 208 and 209 to the respective support beams 90b. More mechanical fasteners 103 can be used A long mechanical fastener 103a joins the guard rails 208 and 209 to the support beam 90b.

The length of the guard rails 208 and 209 may be longer than the length of the energy absorbing assembly 86 of each of the associated columns 188 and 189. When the energy absorbing system 20b is in its second position, the slab support frames 60a-60e are disposed in close proximity to one another to prevent further movement of the slide assembly 40b. Therefore, the energy absorbing assemblies 86 of the columns 188 and 189 do not necessarily have the same length as the guard rails 208 and 209.

As shown in Figures 5 and 6, the corner posts 42 and 43 can be made of structural steel sheets having a width of about four inches and a thickness of about three-quarters of an inch. Each of the corner posts 42 and 43 has a length of approximately thirty-two inches.

The top brace 141 preferably extends laterally between the corner posts 42 and 43. The pull-tabs 51 are preferably located between the corner posts 42 and the corner posts 43 along the lateral sides immediately above the guard rails 208 and 209. A pair of brace bars 148 and 149 extend diagonally from the top brace 141 to a position immediately above the guard rails 208 and 209. Only the pull bar 148 is shown in Figure 5.

A pair of guide assemblies 54 are coupled to the ends of each of the diagonal braces 148 and 149, respectively. Only one guide assembly 54 is shown in Figure 5. Each guide assembly 54 is sized to contact the associated guide beam or guard rails 208 and 209. In some applications, each of the guide assemblies 54 are formed from shorter angles of the same size and shape. The guide assemblies 54 are cooperatively coupled to ensure that the slide assembly 40b can be longitudinally slid along the fences 208 and 209 along the associated hazard, such as the direction of the roadside hazard 310. The inertia of the slide assembly 40b and its sliding on the top surfaces of the guardrails 208 and 209 Dynamic friction will help to decelerate the impacting vehicle.

Most of the impact between the motor vehicle and the end 41 of the slide assembly 40b occurs at a location well above the energy absorbing assembly 86. For this reason, the impact of the vehicle with the end 41 exerts a rotational moment on the slide assembly 40b which forces the guide assembly 54 down to the top surface of the legs 211 of each of the guard rails 208 and 209. on.

During a collision between the motor vehicle and the end 41 of the table assembly 40b, forces from the vehicle are transmitted from the corner posts 42 and 43 to the top brace 141 and passed to the guides through the diagonal braces 148 and 149. The assembly is 54. As a result, the guide assembly 54 applies force to the guard rails 208 and 209 to maintain the orientation of the slide assembly 40b relative to the energy absorbing assembly 86.

As shown in Figures 1 and 6, the connector 214 can be coupled to the pull-tab 51. The connectors 214 are spaced apart from each other along the lateral sides to accommodate the respective tearers 116. Connectors 224 and 226 are also preferably joined to and extend from corner posts 42 and 43. Each tearer 116 is coupled to connectors 214, 224, and 226.

Support plates 234 and 236 are preferably disposed adjacent to respective tearers 116 with respect to associated energy absorbing assemblies 86. In the embodiment shown in Figures 1 and 6, the support plate 234 is bonded to the support post 43 and the connector 214. Support plate 236 is then coupled to support post 42 and connector 214. The partition 244 is disposed between the bottom stay 51 and the horizontal support plate 234, adjacent to the corner post 43. Between the bottom strap 51 and the horizontal support plate 236, adjacent to the corner post 42, a similar spacer (not shown) is also provided. At the bottom A backing plate 238 is secured to the pull strip 51 relative to the associated tearer 116. The backing plate 238 provides additional support for the connector 214 and the horizontal support plates 234, 236.

The slide table assembly 40b is slidably disposed on the guard rails 208 and 209 and aligned with the first end 187 of the energy absorbing assembly 86 such that the tearer 116 is disposed within each of the slots 102. The size of the tear-off 116 and the tear-off region 118 between the associated support beams 90 are selected to allow each of the tearers 116 to be interposed between the flanges 94 and 96 of the associated support beam 90.

During a collision with the end 21 of the energy absorbing system 20b, the vehicle typically experiences a deceleration peak as the torque is transmitted from the vehicle to the table assembly 40b, which causes the table assembly 40b to move with the vehicle. The amount of deceleration generated by the transfer of this torque is a function of the weight of the slide assembly 40b, as well as the weight of the vehicle, the initial speed, and the like. When the slide assembly 40b slides along the longitudinal direction toward the roadside hazard 310, the guide assembly 54 will touch the guardrails 208 and 208 to maintain the slide assembly 40b, the energy absorbing assembly 86, and tear. The necessary alignment between the 116 and each tear-off region 118.

When the vehicle hits the first end 41 of the table assembly 40b, the table assembly 40b moves toward the dangerous object 310. A tearer 116 positioned within each slot 102 will engage adjacent energy absorbing elements 100. The tearer 116 will move through the adjacent first platform portion or section portion 112, tearing away the material of the platform portion 112. Each tearer 116 will pass through the first platform portion 112 and into the first opening 110. The tearer 116 then enters the next platform portion 110, tearing its material. This process will pass through the tearer 116 The opening 110 between the platform portion 112 and the platform portion 112 is constantly repeated. The opening 110 disrupts the energy absorbing element 100 by the energy absorbing element 100 and the expected amount of force by ensuring that the tearer 116 is maintained in the desired path, thereby providing the reliability of the damaging associated energy absorbing element 100.

The central portion of each energy absorbing element 100 is torn apart between the support beams 90, and the top and bottom end portions of the energy absorbing element 100 are maintained by bolts 103 secured to the respective support beams 90. The central portion of the energy absorbing element 100 will continue to tear open as the slide assembly 40b continues to push the respective tearers 116 through. After the kinetic energy from the impacting vehicle is consumed, the tearing action of a portion of the energy absorbing element 100 is stopped. After the tearer 116 has passed, one or more of the energy absorbing elements 100 are separated into an upper half and a lower half (not shown).

The lengths of the columns 188 and 189 associated with the energy absorbing system 20b are selected to be of sufficient length to provide multi-segment for large high speed vehicles after the slide assembly 40b passes the front end portion of the "softer" energy absorbing element. Appropriate deceleration. In general, the energy absorbing elements disposed in the intermediate portion of columns 188 and 189 and adjacent to the end of each column are relatively "hard" compared to the energy absorbing elements disposed adjacent to the first end 21. "of.

The slab support frames 60a-60e can have substantially the same size and shape. Therefore, only the sheet supporting frame 60e shown in Fig. 17 will be described in detail. The slab support frame 60e has a generally rectangular shape, and a portion is formed by a first post 68 disposed adjacent to the guard rail 208 and a second post 69 disposed adjacent the guard rail 209. Top pull strip 61 along the lateral side Extending between the first column 68 and the second column 69. The bottom strap 62 extends laterally between the first post 68 and the second post 69. The length of the posts 68 and 69, as well as the position of the bottom strap 62, are selected such that when the blade support frame 60e is disposed on the guard rails 208 and 209, the bottom strap 62 will contact the guardrails 208 and 209, while the post 68 and 69 will not touch the concrete base 308. A plurality of cross braces 63, 64, 65, 70 and 71 are provided between the posts 68 and 69, the top brace 61 and the bottom brace 62 to form a solid structure. In some applications, the cross braces 63, 64, 65, 70, and 71 and the posts 68 and 69 are constructed of relatively heavy structural steel. Further, the cross braces 65 may be installed at the lower end positions of the posts 68 and 69. The weight of the slab support frames 60a-60e and the position of the associated cross ribs are selected to provide the desired strength when impacting the energy absorbing system 20, 20a, 20b or 20c laterally.

Tab 66 is bonded to the end of column 69 adjacent to concrete base 308 and extends along the lateral side toward energy absorbing assembly 86. The tab 67 is bonded to the end of the post 68 adjacent the concrete base 308 and extends along the lateral side toward the energy absorbing assembly 86. The tabs 66 and 67 can be mated to the bottom strap 62 to maintain the panel support frame 60e in contact with the guard rails 208 and 209 when laterally impacting the energy absorbing system 20b to prevent or mitigate along the vertical barriers 208 and 209. The rotation in the direction, but still allows the sheet support frame 60e to slide along the longitudinal direction toward the roadside dangerous object 310.

The impact force from the vehicle colliding on either side of the energy absorbing system 20, 20a, 20b or 20c is transmitted from the slab 160 to the slab support frames 60a-60g. This lateral lateral impact force will then follow the plate support frame The 60a-60g is transferred to the associated guardrails 208 and 209, to the energy absorbing assembly 86, and then to the concrete base 308 via the cross tie rods 24 and the mechanical fasteners 26. Cross tie rods 24, mechanical fasteners 26, energy absorbing assemblies 86, guard rails 208 and 209, and sheet support frames 60a-60g provide lateral lateral support when laterally impacting the energy absorbing system.

When the vehicle first hits the slide assembly 40b facing the opposite vehicle, any occupant who is not wearing a seat belt or other fixed facility will eject from the seat forward. The appropriately fixed occupant will decelerate along with the vehicle. In the short and short distances that slide assembly 40b moves along guard rails 208 and 209, unsecured occupants will fly in the vehicle. The deceleration force acting on the impacting vehicle during this time will be quite large. However, just when the occupant is not fixed to touch the interior of the vehicle, such as a windshield (not shown), the deceleration force acting on the vehicle will be reduced to a lower level to unfix the vehicle. The occupant's possible damage is reduced to the lightest.

Some portions of the diagonal braces 148 and 149 of the slide assembly 40b and the top pull tab 141 will touch the panel support frame 60a, and the panel support frame will touch the panel support frame 60b and all A sheet support frame disposed on the downstream side of the slide table assembly 40b. Movement of the slide assembly 40b toward the object of danger 310 causes the sheet support frames 60a-60e and their associated sheets 160 to be nested one upon another. The inertia of the slab support frame 60 and its associated associated slab 160 will further impact the impacting vehicle as the slide assembly 40b moves longitudinally from the first end 21 of the energy absorbing system 20b toward the second end 22. Slow down. The stacking or relative sliding between the sheets 160 will generate an amount External friction, which also contributes to the deceleration of the vehicle. The movement of the slab support frames 60a-60e along the guard rails 208 and 209 also creates additional friction that can further decelerate the vehicle.

As previously discussed in connection with Figures 4A and 4B, the panel support frames 60a-60e and associated panels 160 may change the direction of the vehicle impinging on either side of the energy absorbing system 20b back to the associated road. on. Each of the sheets 160 is substantially rectangular in shape and is partially formed by a first end or upstream end 161 and a second end or downstream end 162. (See Figures 5 and 7). Each of the plates 160 preferably has a first edge 181 and a second edge 182 that extend longitudinally between the first end 161 and the second end 162. In some applications, the plate 160 is made from a standard ten (10) W-beam guard rail block having a length of about thirty-four and four points in the "single-spaced plate 160". Three miles, and in the "double-spaced plate 160" is five miles and two miles. Preferably, each of the sheets 160 has an approximately equal width of twelve and a quarter of an inch.

As shown in Figures 5 and 7, on each of the plates 160, a slot 164 is preferably provided between the ends 161 and 162. Preferably, slot 164 is aligned with and extends the longitudinal centerline of the panel 160 (not shown). The length of the slot 164 is less than the length of the associated panel 160. A respective slot plate 170 is slidably disposed within each slot 164. The upstream end of each slot 164 preferably has an enlarged portion or a keyhole portion 164a, which will be discussed in more detail later.

Metal strip 166 is welded to each of edges 181 and 182 and intermediate portions On the first end 161 of a plate 160. See Figure 8. In some applications, the length of the metal strip 166 is about twelve and a quarter of an inch, and the width is about two and one-half inch. The length of each of the metal strips 166 is preferably equal to the width of each of the sheets 160 between the longitudinally long edges 181 and 182. Mechanical fasteners 167, 168 and 169 are used to bond the metal strip 166 to the post 68 of the associated panel support frame 69. Mechanical fasteners 167 and 169 are substantially identical. The metal strip 166 can provide more contact points when the end 161 of the sheet 160 is mounted to each of the sheet support frames 60a-60e.

A notch 184 is formed at the junction of the second end 162 and the longitudinally long edges 181 and 182 on each of the sheets 160. (See Figure 7.) The notches 184 can enable the sheets 160 to be inserted into each other in an intimately overlapping manner when the energy absorbing system 20b is in its first position. For this reason, the notch 184 can minimize the chance of hooking it to the side of the energy absorbing system 20 when the vehicle "reverse angle" collides and strikes.

For the sake of explanation, the sheets 160 shown in Fig. 7 are designated by reference numerals 160a, 160b, 160c, 160d, 160e and 160f. The longitudinally long edges of the panels 160a-160d are designated as longitudinally elongated edges 181a-181d and 182a-182d, while the longitudinally directed edges of the panels 160f are designated as longitudinally elongated edges 181f and 182f. Further, for the sheets 160a, 160b, and 160d, the ends 161 and 162 are designated as the ends 161a and 162a, the ends 161b and 162b, and the ends 161d and 162d, respectively. Similarly, for the plate 160c, the upstream end is designated as the end 161c; and for the plate 160e, the downstream end is designated as the end 162e. Each metal strip 166 can bond the first end 161a and the first end 161d to the plate support frame On the column 68 of the frame 60c. In the same manner, the metal strips 166 are configured to securely bond the first ends 161b and 161e to the corner posts 68 of the sheet support frame 60d. As shown in Figures 8 and 9, the bolt 168 extends through the aperture 172 in each slot plate 170 and the corresponding aperture in the plate 160b (not shown).

As shown in Fig. 9, the slot plate 170 is preferably provided with a through hole 172. A pair of fingers 174 and 176 extend from one side of the slot plate 170 along the lateral side. The fingers 174 and 176 are sized to be received within associated slots 164 in each of the panels 160. The mechanical fastener 168 is preferably longer than the mechanical fasteners 167 and 169 to fit the slot plate 170. Each slot plate 170 and bolt 168 can cooperate to securely secure the anchoring end 161 of the inner side panel 160 to the associated post 68 or 69, while allowing the outer panel 160 to be longitudinally opposed. Slide on the associated post 68 or 69.

In some vehicle crash events, the panel support frames 60a-60e and associated panels 160 will move to a second position, as shown in Figure 4B. For this reason, the repair and reassembly of the energy absorbing system 20b will be more difficult. However, the enlarged portion 164a in the groove 164 can be fitted to the associated slot plate 170 to allow the plates 160 to be more easily unfastened from the associated plate support frame 60.

In some applications, the length of the enlarged portion 164a is approximately equal to or greater than the length of the three slotted plates 170. The enlarged portion 164a and associated slot plate 170 can cooperate to mitigate or eliminate many of the bonding or interference problems caused by the impacting vehicle moving the first position of the energy absorbing system from the extended position to the second position of the collapsed. See, for example, Figure 4A And Figure 4B.

The energy absorbing system 20c shown in Figures 10 through 16 includes a slide assembly 40c and a plurality of energy absorbing assemblies 286 that are respectively aligned with the columns 288 and 289, the columns being substantially along the length Extending from a dangerous object and substantially parallel to each other. In some applications, each of columns 288 and 289 includes two or more energy absorbing assemblies 286. Each energy absorbing assembly 286 in column 288 is spaced laterally from the energy absorbing assembly 286 in column 289. See Figure 12, Figure 13, and Figure 16.

The slide table assembly 40c has an improved structure similar to the slide table assembly 40b. The energy absorbing assembly 286 is secured by a plurality of cross braces 24. The combination of the cross braces 24 and the energy absorbing assembly 286 results in an energy absorbing system 20c having a relatively solid frame structure. For this reason, the energy absorbing system 20c will be more capable of absorbing the impact energy of the motor vehicle that hits the table assembly 40c at a position offset from the center of the tip 21, or at the end that is not parallel to the energy absorbing assembly 286. The impact energy of a motor vehicle on 21.

The energy absorbing assembly 286 can be securely coupled to the concrete base 308 in front of the hazard using cross braces 24 and bolts 26 as described in the energy absorbing system 20b and the energy absorbing assembly 86. The cross-pull joint 300, which will be described in more detail later, is used to securely engage the energy absorbing assembly 286 on each of the cross-links 24. The energy absorbing assemblies 286 of each of the columns 288 and 289 each have a respective first end 287 that substantially corresponds to the first end 21 of the energy absorbing system 20c.

Prior to vehicle impact, the slide assembly 40c is disposed adjacent the first end 287 of the columns 288 and 289, and the tearer 216 is aligned with the energy absorbing assembly 286. For the embodiment represented by energy absorbing system 20b, tearer 216 is generally vertically disposed relative to slide assembly 40c, energy absorbing element 100, and associated roads (not shown). Each tearer 216 is constructed of a bolt having a diameter of approximately one-inch and a length of approximately eleven inches. The same material previously described for the tearer 116 can also be used to make the tearer 216. Each energy absorbing element 100 is disposed approximately horizontally relative to the associated tearer 216 and the road.

A pair of ramps 32 are provided at the end 21 of the energy absorbing system 20c to prevent small vehicles or vehicles having low ground clearance from directly impacting the first ends 287 of the columns 288 and 289. A variety of types of ramps and other structures can be used to ensure that the vehicle striking the end 21 of the energy absorbing system 20c will properly access the slide assembly 40c without directly touching the first of columns 288 and 289. End 287.

As shown in Figures 10 through 15, each energy absorbing assembly 286 includes a pair of support beams 290 disposed parallel to each other along the longitudinal direction and spaced apart from each other along the lateral sides. The longitudinally long gap between each pair of support beams 290 constitutes a tear-off region 218. In some applications, the support beam 290 has a slightly C-shaped cross-section as previously illustrated for the support beam 90, or any other suitable cross-section.

In applications such as those shown in Figures 10 through 14, the support beam 290 is depicted as an angled steel having an approximately L-shaped cross section and a portion of the first leg portion 291 and the second leg portion 292. Legs 291 and 292 are approximately ninety degrees The angles intersect each other. In some applications, the support beam or angle 290 is made by metal roll forming techniques. The use of angle steel 290 can reduce inventory requirements and the cost of making repair-related squeeze buffers. In some applications, the support beam 290 and the guard rails 208 and 209 are made of the same type of structural angle steel.

The L-shaped cross-section of each of the support beams 290 may be disposed to face each other to form a slightly C-shaped or U-shaped cross section of the energy absorbing assembly 286. In some applications, the width of the leg 291 is much greater than the width of the leg 292. In the embodiment illustrated in Fig. 12, the width of each of the first leg portions 291 is approximately equal to the width of the associated second leg portion 292 plus the total width of the tear region 218. For this reason, the energy absorbing assembly 286 will have a generally square cross section. See Figure 12.

A plurality of holes 98 are provided in each of the second legs 292 for bonding the one or more energy absorbing elements 100 to the associated energy absorbing assembly 286. In some applications, such as shown in Figure 15, the diameter of the aperture 98 varies along the length of each leg 292. For example, the inner diameter of certain holes 98b is selected to accommodate standard 9/16" bolts, such as mechanical fasteners 250. The other holes 89a have a smaller inner diameter and are selected to accommodate 3/8. The bolt is either a stud with a 9/16" diameter shoulder and no head, such as a mechanical fastener 260.

To illustrate the features of the present invention, energy absorbing elements 100 associated with energy absorbing assembly 286 will be referred to as energy absorbing elements 100a, 100b, 100c, and 100d. In some applications, the energy absorbing assembly 286 has approximately the same overall length, width, and width as the energy absorbing assembly 86 previously described. height. Different types of fasteners can be inserted through holes 98 provided in the support beam 290, as well as associated holes 108 provided in the energy absorbing element 100.

A pair of energy absorbing elements 100d are disposed adjacent each of the first ends 21 of the energy absorbing system 20c on each of the energy absorbing assemblies 286. See Figure 11, Figure 12 and Figure 16. The energy absorbing element 100d is indicated by a broken line in Fig. 10. The overall length of the energy absorbing element 100d is greatly reduced in comparison with the energy absorbing elements 100a, 100b and 100c. A notch 202 is provided in each energy absorbing element 100d for receiving the associated tearer 216.

The associated size of each tearer 216 is preferably selected to be compatible with the associated notch 202 and the gap or tear region 218 formed between the associated support beams 290. In the embodiment shown in Figures 10 through 16, the energy absorbing element 100d has a relatively short length. However, the length of the energy absorbing element 100d can be increased in accordance with the amount of energy absorption required by the associated energy absorbing system during the first phase.

A plurality of holes (not shown) are provided along the length of each first leg 291 for bonding the guardrail 208 or 209 to the associated support beam 290. See, for example, Figures 10 through 13. Various welding techniques or other types of mechanical bonding techniques are suitable for securely engaging the guard rails 208 and 209 to the associated energy absorbing assembly 286. The guard rails 208 and 209 can cooperate to cause the slide table assembly 40c to move along the lengthwise direction from the first end 21 of the energy absorbing system 20c toward the associated hazard. The first leg 211 of the guard rails 208 and 209 is coupled to the first leg 291 of the associated support beam 290.

In some applications, the tearer 216 is configured as part of the replaceable module 220. As shown in FIG. 10, FIG. 11 and FIG. 12, each of the modules 220 includes a respective support plate 222 disposed between the tearer 216 and the bottom strap 51. The support plate 222 is shown in broken lines in Figs. 10 and 13. A plurality of pairs of angles or brackets 228 and 229 are joined to the base strip 51 to extend in the direction of the associated columns 288 and 289. Each pair of angles 228 and 229 are spaced apart from one another and are received in a sliding manner within each module 220. In some applications, the upper half of each module 220 is inflated in the form of a shoulder (see Figure 10). For this reason, the module 220 can be inserted into each of the diagonal steels 228 or 229 with its shoulders resting on each pair of angles 228 or 229.

In some applications, the support plate 222 can be modified to have a blunt tearing surface disposed at a downstream side edge that faces the energy absorbing assembly 286. For such an embodiment, the blunt tear surface can be formed as part of the overall support plate 222 (not shown). The support plate 222 can be made of the same material as that used to make the tear remover 216.

In some applications, the fixed ears 240 are inserted through openings (not shown) provided in each of the modules 220 and associated brackets 228 or 229. See Figure 12. A split pin 242 or similar device can be used to releasably secure the fixed ear 240 to the associated module 220 and bracket 228 or 229. When the tearer 216 is broken or broken, the associated split pin 242 can be disassembled to disassemble the fixed ear 240 from the associated module 220 and bracket 228 or 229. The module 220 can then be disassembled to replace the damaged tearer 216.

In some applications, each tearer 216 can be threaded at its opposite ends to engage the associated nut 232. See Figure 12. The module 220 can be provided with an appropriately sized opening for the associated tearer 216 to pass through. A nut 232 is coupled to the threaded portion of each tearer 216 to securely engage the tearer 216 to the associated support plate 222. A variety of other types of mechanisms and techniques are suitable for coupling the tearer 216 to the slide assembly 40c in a releasable manner. The invention is not limited to the module 220, the vertical support plate 222, the fixed leg 240 or the nut 232.

The slide table assembly 40c can include angled posts 42 and 43, as well as other features of the aforementioned slide table assembly 40b. Preferably, the top brace 141 and the bottom brace 51 extend laterally between the corner posts 42 and 43. The bottom strap 51 can be disposed adjacent to the second leg 212 of the guard rails 208 and 209. See Figure 12. The dimensions and materials used to make the base strip 51 can be selected to have comparable strength to transfer energy from the impacting vehicle to the tearer 216 and associated energy absorbing element 100. The height of the pull-tabs 51 and the length of the legs 42 and 43 are selected such that the bottoms of the corner posts 42 and 43 form a comparable clearance relative to the concrete base 308 and the cross-bars 24. See Figure 12. The lengths of the slanted posts 42 and 43 of the pull-tab 51 can cooperate to reduce the likelihood that any portion of the slide assembly 40c will contact the portion of the cross-pull rod 24 or anchor bolt 26. For this reason, the slide assembly 40c can usually be reused after a vehicle impact.

In some applications, such as those shown in Figures 10, 11 and 12, a pair of hook plates 268 and 269 are provided adjacent the end corners 43 and 42. A contact plate is coupled to each pair of hook plates 268 and 269 266. The hook plate 268 and associated contact plate 266 can engage adjacent portions of the fence 208 to block lateral impact on the slide assembly 40b and maintain sliding settings of the slide assembly 40b on the guard rails 208 and 209. . The hook plate 269 and associated contact plate 266 can engage adjacent portions of the fence 209 to achieve the same purpose and function.

An angled plate may be provided between the corner posts 42 and 43 and the bottom pull bar 51 to provide additional structural support. One or more reinforcing braces or angles (not shown) may be provided on the bottom strip 51 adjacent to the module 220.

A pair of pull tabs 148 and 149 extend diagonally from the top brace 141 to a position immediately above the guard rails 208 and 209. The braces 48 and 49 extend longitudinally from the pull-up strip 51 to engage the diagonal braces 148 and 149 adjacent the guard rails 208 and 209. In some applications, the horizontal braces 48 and 49 are made of angle steel. The cross braces 143 and 144 are in a substantially X-shaped shape and are firmly joined to the horizontal braces 48 and 49. A horizontal brace 145 may be provided between the diagonal braces 148 and 149.

Guide assemblies 58 and 59 are coupled to the associated ends of diagonal braces 148 and 149, respectively. The guide assemblies 58 and 59 and the guide 54 can have the same structure and characteristics. The guide assemblies 58 and 59 can be made from angles that are sized to be compatible with the associated guard rails 208 and 209. The guide assemblies 58 and 59 can cooperate to allow the slide assembly 40c to slide longitudinally in the guard rails 208 and 209 in the direction of the associated hazard.

The guide assemblies 58 and 59 can include respective first leg portions 57 that extend downwardly relative to the associated guard rails 208 and 209. Legs 57 can interact with each other In conjunction with the vehicle impact, the slide assembly 40c is held in the guard rails 208 and 209, and the tearers 216 are aligned with the respective tear-off regions 218 while still enabling the slide assembly 40c along the guardrail 208. And 209 slides longitudinally toward the relevant dangerous object. The legs 57 can cooperate with each other to prevent unwanted lateral lateral movement of the slide assembly 40c due to lateral impact. The inertia of the slide assembly 40c and the friction associated with the guide assemblies 58 and 59 and the bottom straps 51 when sliding over the legs 212 of the guardrails 208 and 209 all contribute to decelerating the impacting vehicle.

A plurality of mechanical fasteners can be used to securely engage the energy absorbing element 100 on the associated support beam 290 to form the energy absorbing assembly 286. By mounting the energy absorbing element 100 in a horizontal direction relative to other components of the energy absorbing system 20c and associated roads within the energy absorbing assembly 286, these mechanical fasteners will be more accessible for replacement. Loss of components and installation of new components. See Figure 13.

For example, the bolts 250 and associated nuts 252 can be used to securely join the one or more energy absorbing elements 100 to the respective support beams 290. A plurality of headless bolts 260 can also be used to secure the energy absorbing element 100 to the associated support beam 290 in a releasable manner. The size of the head bolt 260 and the associated opening 108 of the energy absorbing element 100 can be selected to enable installation and disassembly of energy after the mechanical fastener 250 is released, but without the head bolt 260 being loosened. Absorbing element 100. For embodiments such as those shown in Figures 14 and 15, the bolt 250 and the spacer 254 are removable so that the doubler 114 and associated energy absorbing element 100a can be disassembled and 100c. Nut Preferably, 252 remains fixed to the associated nut holder 280.

In some embodiments of the present invention, such as those represented by energy absorbing system 20c, each energy absorbing element 100 has a generally elongated rectangular configuration, partially from a first longitudinally long edge 121 and a second longitudinal direction. The long edge 122 is formed. A first row of openings 108 is provided in each energy absorbing element 100 adjacent to the first longitudinally long edge 121. A second column of openings 108 is formed adjacent each of the second longitudinally elongated edges 122 on each of the energy absorbing elements 100. The third row of openings 110 having the platform portion 112 therebetween is disposed between the first row of openings 108 and the second column of openings 108 of each energy absorbing element 100. See Figure 15 and Figure 16.

In some applications, the energy absorbing system 20c has a softer first stage, a second stage with enhanced energy absorption, and a third stage designed to absorb energy from high speed or heavy vehicles. The length of the energy absorbing element 100d in the first stage may be increased or decreased to vary the amount of energy that would be absorbed during the initial period in which the vehicle hits the table assembly 40c.

The second stage of the energy absorbing system 20c includes an energy absorbing element 100a having an unfixed spacing between the associated opening 110 and the associated platform portion 112. In an embodiment such as that shown in Fig. 16, the first portion of each energy absorbing element 100a includes an opening 110 having a diameter of about one inch, and the spacing between the centers of adjacent openings 110 is about two. English. The intermediate portion of each energy absorbing element 100a includes an opening 110 having a diameter of about one inch, and the spacing between the centers of adjacent openings 110 is about two inches. Therefore, within the first portion of each energy absorbing element 100a The length of the segment portion 112a is about one inch. Each section 112b of the intermediate portion of the energy absorbing element 100a has a length of about two inches.

When the vehicle begins to hit the slide assembly 40c, a portion of the vehicle's energy is absorbed by the first stage. When the tearer 216 is in contact with the energy absorbing element 100a, the amount of energy absorbed by the segment portion 112a is increased compared to the first stage (energy absorbing element 100d), but with the segment portion or platform Comparing 112b, it is still maintained at a lower value. The length of the section portion or the platform portion 112b is lengthened, and a larger deceleration is generated as compared with the shorter segment portion 112a. Therefore, when the tearer 216 moves through the intermediate portion of each of the energy absorbing members 100a, a considerable amount of energy is absorbed.

When the impacting vehicle begins to slow down, a small amount of energy absorption is still required to prevent the unfixed occupant from hitting certain parts of the vehicle. Therefore, the pitch of the holes 110 in the third portion or the last portion of the energy absorbing element 100a can be reduced. For example, the segment portion 112c may have the same length as the segment portion 112a, or the length of the segment portion 112c may be further reduced compared to the segment portion 112a.

For many vehicle impacts, most of the energy absorption occurs in the first and second phases. However, in the case of very high speed or very heavy vehicles, the tearer 216 will still touch the energy absorbing element 100b in the third stage. In some applications, the thickness of the energy absorbing element 100b in the third stage is substantially increased. Another way is to substantially increase the spacing of the holes 110 in the third stage. The techniques taught by the present invention can improve the energy absorbing element 100 for a wide range of motions over a wide range of speeds The vehicle provides the required deceleration without causing damage to the occupant in the vehicle.

In some applications, two or more energy absorbing elements 100 are provided on the second leg 292 of each support beam 290. In the embodiment shown, for example, in Fig. 14, the thickness of the energy absorbing members 100a and 100c can be varied. Further, the pitch between the holes 110 formed in the energy absorbing members 100a and 100c and the size of the holes 110 may also be changed.

As previously mentioned, the present invention can reduce the number of mechanical fasteners that must be locked and loosened in replacement of the damaged or broken energy absorbing element 100. As shown in Figures 14 and 15, one or more headless mechanical fasteners or headless bolts 260 may be disposed between the mechanical fasteners 250. In some applications, a booster or strong backing plate 114 can be placed on the energy absorbing element 100 relative to the second leg 292 of the associated support beam 290. The booster or the strong backing plate 114 can enhance the holding force of the associated mechanical fastener 250 while still allowing the use of the headless bolts 260. In some applications, such as those shown in Figure 13, a plurality of pairs of boosters are used, designated by reference numerals 114a-114h, to securely bond the energy absorbing element 100 to the associated energy absorbing assembly 286. on. Each of the dynamometers 114 is preferably provided with a bore 124 having a diameter equal to the associated aperture 108 disposed along the longitudinally directed edges 121 and 122 of each energy absorbing element 100. The aperture 124 provided in the booster 114 is preferably selected to receive the bolt 250 and the headless bolt 260.

A variety of techniques and processes are suitable for making and assembling energy absorbing assemblies in accordance with the teachings of the present invention. For example, as shown in Figure 13, Figure 14, and The energy absorbing assembly 286 shown in Figures 15 and 16 can be fabricated and assembled by forming a support beam 290 having a plurality of holes 98a and 98b extending through each of the second legs 292. For embodiments such as shown in Figures 13, 14, 14 and 16, three small holes 98a may be provided between adjacent larger holes 98b. The energy absorbing element 100 and the booster 114 can be coupled to the second leg 292 in a releasable manner.

The headless bolt 260 penetrates the small diameter hole 98a. The shoulder 264 on the stud 260 preferably contacts the adjacent portion of the second leg 292. The nut 262 engages a threaded portion of the headless bolt 260 that passes through the second leg 292. One or more energy absorbing elements 100 can be placed or stacked on the second leg portion 292 by passing the headless bolt 260 through the associated aperture 108. The booster 114 is also disposed on the energy absorbing element 100 by passing the headless bolt 260 through the associated aperture 124. The mechanical fastener 250 can then be inserted through the associated opening 124 in the booster 114, the opening 108 in the energy absorbing element 100, and the large diameter opening 98b in the associated second leg 292. A spacer 254 may be disposed between the head of the bolt 250 and the booster 114. The nut is then securely engaged on each bolt 250 to securely bond the energy absorbing elements 100a and 100c to the support beam 290. The booster 114 can effectively increase the "holding force" of the associated bolt 250 and nut 252.

For some applications, such as shown in Figures 14 and 15, a nut holder 280 can be provided on each second leg 292 relative to the energy absorbing element 100. Each nut holder 280 preferably has at least one opening for the associated nut 252 to be disposed therein. Nut solid The retainer 280 can be used to lock or release the associated mechanical fastener 250 without the need to hold the nut 252. Thus, when the energy absorbing assembly 286 is positioned such that the energy absorbing element 100 is in a substantially horizontal position, it only needs to grasp the head of the mechanical fastener 250 to lock or mechanically fasten the mechanical fastener 250. The nut 252 is released.

The nut holder 280 can be made in different configurations and orientations. In some applications, the nut holder 280 can include one or more weld bonds (not shown) to secure the nut 252 in alignment with the opening 98b. In other applications, the nut holder 280 includes a slightly rectangular plate 282 having a first opening 284 and a second opening 286 formed therein. The first opening 284 is selected to receive the nut 252. The second opening 286 is preferably smaller than the first opening 284. The second opening 286 is sized to receive the threaded portion of the headless bolt 260. A retaining plate 296 is coupled to the second end portion 292 of the support beam 290 on the nut holder 280. The retaining plate 296 is also provided with a first bore 298 sized to receive the threaded portion of the associated mechanical fastener 250 and a second bore 299 sized to receive the threaded portion of the studless bolt 260. In some applications, the retainer plate 282 and retaining plate 296 are attached thereto before the nut 262 is engaged with the associated threaded portion of the stud 260. The aperture 298 of each retaining plate 296 that receives the nut 252 is preferably aligned with the large diameter hole 98b provided in the second leg portion 192 of the associated support beam 290. The holes 299 in each of the retaining plates 296 are preferably aligned with the smaller diameter holes 98a provided in the second leg portions 192 of the associated support beams 290.

In some applications, the energy absorbing element 100d is comprised of four mechanical The fastener bolts 250 are bonded to the associated support beam 290 without a booster. The energy absorbing element 100a is coupled to the associated support beam 290 by eight boosters and twenty-four mechanical fasteners 250. The energy absorbing element 100b is also coupled to the associated support beam 290 by eight boosters and twenty-four mechanical fasteners 250. In some applications, the length of the energy absorbing system 20c can be lengthened by the addition of more energy absorbing assembly 286.

A variety of types of mechanisms are suitable for engaging the energy absorbing assembly 286 to the cross tie rod 24. In the embodiment shown in Fig. 14, for example, each of the cross-pull joints 300 has a general shape of an angle formed by the legs 301 and 302. A plurality of mechanical fasteners 304 are provided between the openings provided in the legs 301 and are securely joined to corresponding holes (not shown) provided on the first leg portions 291 of the associated support beams 290. The second leg 302 of each cross-pull joint 300 can be welded or otherwise securely coupled to the associated cross-pull rod 24.

The technical advantages of the present invention include having a modular base unit that can be assembled prior to being transported to a location on the road side. In some applications, each modular base unit includes columns 188 and 180 or columns 288 and 289, a slide assembly 40b or 40c, and a plate 160 having a first position mounted thereon. The sheets support frames 60a-60g. The use of a modular base unit minimizes repair time at the roadside location and enables more efficient and cost-effective repairs to damaged modular base units in repair processes outside the field. .

Energy absorbing assembly 86 or 286 and tearers 116 and 216 may also Used in a variety of mobile applications, such as attenuators mounted on trucks. The invention is not limited to stationary applications such as those represented by energy absorbing systems 20, 20a, 20b, and 20c. For the attenuator mounted on the truck, the energy absorbing assembly 86 or 286 can be coupled to a truck or other vehicle (not shown) and extended rearwardly therefrom, as described in U.S. Patent No. 5,947,452. . An impact head (not shown) is provided on the energy absorbing assembly 86 or 286 relative to the end of the truck or other vehicle. The tearer 116 or 216 is disposed on the truck or the other vehicle relative to the impact head. Each of the tearers 116 or 216 is aligned with a respective energy absorbing assembly 86 or 286, as previously indicated. When the second vehicle touches the impact head, the tearer remains stationary relative to the energy absorbing assembly and the energy absorbing assembly moves through the tearer. The tearer operates in the same manner as previously described to consume energy, so the second vehicle will be decelerated and then stopped.

Although the invention has been described in detail hereinabove, it is understood that various modifications, alternatives and changes may be made without departing from the spirit and scope of the invention as defined in the appended claims.

20‧‧‧ energy absorption system

20a‧‧‧Energy absorption system

20b‧‧‧ energy absorption system

20c‧‧‧ energy absorption system

21‧‧‧ first end

22‧‧‧second end

24‧‧‧cross pull strip

26‧‧‧ anchor bolts

27‧‧‧ Nuts

32‧‧‧ slope

34‧‧‧ legs

36‧‧‧ tapered surface

40‧‧‧Slide table assembly

40a‧‧‧Slide table assembly

40b‧‧‧Slide table assembly

40c‧‧‧Slide table assembly

41‧‧‧ first end

42‧‧‧ corner column

43‧‧‧ corner column

48‧‧‧拉条

49‧‧‧拉条

51‧‧‧Bottom strip

54‧‧‧guide assembly

57‧‧‧First leg

58‧‧‧guide assembly

59‧‧‧guide assembly

60‧‧‧Slab support frame

60a‧‧‧Slab support frame

60b‧‧‧Slab support frame

60c‧‧‧Slab support frame

60d‧‧‧Slab support frame

60e‧‧‧Slab support frame

60f‧‧‧Slab support frame

60g‧‧‧Slab support frame

61‧‧‧ top pull strip

62‧‧‧Bottom strip

63‧‧‧cross pull strip

64‧‧‧cross pull strip

65‧‧‧cross pull strip

66‧‧‧1

67‧‧‧1

68‧‧‧First column

69‧‧‧second column

70‧‧‧cross pull strip

71‧‧‧cross pull strip

83‧‧‧ nasal mask

84‧‧‧ Yamagata

86‧‧‧ energy absorption assembly

90‧‧‧Support beam

90a‧‧‧Support beam

90b‧‧‧Support beam

92‧‧‧ web

94‧‧‧Flange

96‧‧‧Flange

98‧‧‧ hole

98a‧‧‧ Hole

98b‧‧‧ Hole

100‧‧‧ energy absorbing element

100a‧‧‧ energy absorbing element

100b‧‧‧ energy absorbing element

100c‧‧‧ energy absorbing element

100d‧‧‧ energy absorbing element

101‧‧‧ first end

102‧‧‧ notch

103‧‧‧fasteners

103a‧‧‧Mechanical fasteners

108‧‧‧ hole

110‧‧‧ openings

112‧‧‧ Platform Department

112a‧‧‧Department

112b‧‧‧Department

112c‧‧‧Department

114‧‧‧ 倍力器

114a‧‧‧ 倍力器

114b‧‧‧ 倍力器

114c‧‧‧ 倍力器

114d‧‧‧ 倍力器

114e‧‧‧ 倍力器

114f‧‧‧ 倍力器

114g‧‧‧ 倍力器

114h‧‧‧ 倍力器

116‧‧‧Tearer

118‧‧‧Tear area

121‧‧‧First longitudinal edge

122‧‧‧Second longitudinal edge

124‧‧‧ holes

141‧‧‧ top pull strip

143‧‧‧cross pull strip

144‧‧‧cross pull strip

145‧‧‧ horizontal pull strip

148‧‧‧ diagonal strips

149‧‧‧ diagonal strips

160‧‧‧ plates

160a‧‧‧ plates

160b‧‧‧ plates

160c‧‧‧ plates

160d‧‧‧ plates

160e‧‧‧ plates

160f‧‧‧ plates

161‧‧‧ first end

End of 161a‧‧

End of 161b‧‧‧

End of 161c‧‧

End of 161d‧‧‧

162‧‧‧second end

End of 162a‧‧

End of 162b‧‧‧

End of 162c‧‧

End of 162d‧‧‧

164‧‧‧ slot

164a‧‧‧Expanded parts

166‧‧‧Metal strip

167‧‧‧Mechanical fasteners

168‧‧‧Mechanical fasteners

169‧‧‧Mechanical fasteners

170‧‧‧ slot plate

172‧‧‧ hole

174‧‧ ‧ fingers

176‧‧‧ finger

181‧‧‧ first edge

181a‧‧‧Longitudinal edge

181b‧‧‧Longitudinal edge

181c‧‧‧Longitudinal edge

181d‧‧‧Longitudinal edge

181f‧‧‧Longitudinal edge

182‧‧‧ second edge

182a‧‧‧Longitudinal edge

182b‧‧‧Longitudinal edge

182c‧‧‧Longitudinal edge

182d‧‧‧Longitudinal edge

182f‧‧‧lengthwise edge

184‧‧ ‧ notch

187‧‧‧ first end

188‧‧‧ energy absorption assembly

189‧‧‧ energy absorption assembly

192‧‧‧second leg

202‧‧‧ notch

208‧‧‧ guardrail

209‧‧‧ guardrail

211‧‧‧First leg

212‧‧‧Second leg

214‧‧‧Connector

216‧‧‧Tears

218‧‧‧Tear area

220‧‧‧Replaceable module

222‧‧‧Support board

224‧‧‧Connector

226‧‧‧Connector

228‧‧‧Angle

229‧‧‧Angle

232‧‧‧ nuts

234‧‧‧Support board

236‧‧‧support plate

238‧‧‧Back pallet

240‧‧‧ fixed ear

242‧‧‧Hooks

244‧‧‧Parts

250‧‧‧Mechanical fasteners

252‧‧‧ nuts

254‧‧‧shims

260‧‧‧ headless bolts

262‧‧‧ nuts

264‧‧‧ shoulder

266‧‧‧Contact plate

268‧‧‧ hook plate

269‧‧‧ hook plate

280‧‧‧ Nut holder

282‧‧‧fixer board

284‧‧‧ first opening

286‧‧‧ energy absorption assembly

287‧‧‧ first end

288‧‧‧ energy absorption assembly

289‧‧‧Energy absorption assembly

290‧‧‧Support beam

291‧‧‧First leg

292‧‧‧Second leg

296‧‧‧Maintenance board

298‧‧‧ first hole

299‧‧‧Second hole

300‧‧‧cross tie rod coupling

301‧‧‧ legs

302‧‧‧ legs

304‧‧‧Mechanical fasteners

308‧‧‧Concrete base

310‧‧‧ Roadside dangerous goods

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a schematic diagram showing an isometric view of a tear diffuser and an energy absorbing assembly using the teachings of the present invention in a partially cut open configuration.

Figure 2 is a schematic cross-sectional view taken along line 2-2 of Figure 1.

Figure 3 is a schematic view showing a partially cut open according to the present invention. An exploded isometric view of the energy absorbing assembly and the energy absorbing element having a platform portion or section between the openings or holes.

Figure 4A is a schematic diagram showing a plan view of an energy absorbing system using the teachings of the present invention in a partially cut open condition.

Fig. 4B is a schematic view showing a partially cutaway plan view after the vehicle collides with one end of the energy absorbing system in Fig. 4A.

Figure 4C is a schematic diagram showing another plan view of an energy absorbing system using the teachings of the present invention.

Figure 5 is a side elevational view, partially cut away, showing the energy absorbing system using the teachings of the present invention.

Figure 6 is a partial cutaway view showing the energy absorbing system shown in Figure 5, the associated tearer; an exploded view of the energy absorbing assembly and the guardrail.

Figure 7 is a schematic diagram showing an isometric view of stacked sheets disposed along the sides of an energy absorbing system using the teachings of the present invention.

Figure 8 is a schematic cross-sectional view showing a portion of the cut, showing the first sheet of the upstream side sheet and the second sheet of the downstream sheet being relatively slidably disposed.

Figure 9 is a schematic view showing an isometric view of a slot plate suitable for use in joining a panel to a panel support frame in accordance with the teachings of the present invention.

Figure 10 is a schematic diagram showing an isometric view of an energy absorbing system and associated slide assembly using the teachings of the present invention in a partially cut open condition.

Figure 11 is a schematic view showing another isosceles view of the energy absorbing system of Figure 10 and the slide assembly in the case of partial cutting.

Figure 12 is a side elevational view, partially cut away, showing another view of the energy absorbing system and slide assembly of Figure 10.

Figure 13 is a schematic view showing a plan view of the slide assembly, the tearer and associated energy absorbing assembly and associated energy absorbing system in section 10, partially cut away.

Fig. 14 is an enlarged side elevational cross-sectional view showing a portion cut along a line taken along line 14-14 of Fig. 13.

Figure 15 is a schematic illustration of a partial cut showing an exploded isometric view of an energy absorbing assembly such as that shown in Figure 14 using the teachings of the present invention.

Figure 16 is a schematic illustration of a partial cut showing a plan view of an energy absorbing element using the teachings of the present invention.

Figure 17 is a cross-sectional view, partially cut away, showing the sheet support frame and associated sheets suitable for use in an energy absorbing system using the teachings of the present invention.

20c‧‧‧ energy absorption system

40c‧‧‧Slide table assembly

42‧‧‧ corner column

43‧‧‧ corner column

60a‧‧‧Slab support frame

60b‧‧‧Slab support frame

60c‧‧‧Slab support frame

98‧‧‧ hole

110‧‧‧ openings

114a‧‧‧ 倍力器

114b‧‧‧ 倍力器

114c‧‧‧ 倍力器

114d‧‧‧ 倍力器

114e‧‧‧ 倍力器

114f‧‧‧ 倍力器

114g‧‧‧ 倍力器

114h‧‧‧ 倍力器

141‧‧‧ top pull strip

160‧‧‧ plates

208‧‧‧ guardrail

209‧‧‧ guardrail

211‧‧‧First leg

216‧‧‧Tears

289‧‧‧Energy absorption assembly

Claims (15)

An energy absorbing system for minimizing a collision between a vehicle moving along a road and a dangerous object, comprising: the energy absorbing system having a first end and a second end; the energy absorbing system The two ends are disposed adjacent to the dangerous object, and the first end extends therefrom; a slide assembly is slidably disposed adjacent to the first end of the energy absorbing system; at least one energy absorption total Formed between the dangerous object and the sliding table assembly; each energy absorbing assembly has at least one energy absorbing element; each energy absorbing element has a plurality of openings formed therein, and adjacent openings Between each having a respective section; the slide assembly having at least one tearer coupled thereto and substantially aligned with each of the energy absorbing assemblies and the at least one energy absorbing element; The slide assembly has a first end facing the opposing vehicle, such that a collision of the vehicle to the first end of the slide assembly will cause the tearer to slide relative to each energy absorbing element along the lengthwise direction ,can The tear portion is provided in the section between the respective openings of energy is consumed from the vehicle; characterized in that each of the tear surface diffuser having a blunt, substantially provided aligned with the at least one energy absorbing element of the opening. The energy absorbing system of claim 1, further comprising: a pair of energy absorbing assemblies extending substantially parallel to each other and spaced apart from each other along a lateral side; and each of the tearers includes a The bolt has a substantially blunt and smooth surface aligned with the opening and section of the at least one energy absorbing element. An energy absorbing system according to the first aspect of the patent application, further comprising: an energy absorption assembly of the first column, and an energy absorption assembly of the second column extending from the dangerous object along the lengthwise direction; The first and second columns of energy absorbing assemblies are spaced apart from one another along a lateral side; and one of the tearers is aligned with the energy absorbing element of the first column of energy absorbing assemblies, and The other of the isolators is aligned with the energy absorbing elements of the second column of energy absorbing assemblies. The energy absorbing system according to claim 1, further comprising: a first column of energy absorbing assemblies having a first guard rail coupled thereto; and a second column of energy absorbing assemblies having a second guard rail coupled thereto The first guard rail and the second guard rail are spaced apart from each other along a lateral side; the slide table assembly has a first guide assembly, slidably disposed on the first guard rail; and a second guide member The assembly is slidably disposed on the second guard rail. According to the energy absorption system of claim 1 of the patent scope, further package Included: a pair of energy absorbing assemblies spaced apart from each other along a lateral side; the slide assembly is slidably coupled to each of the energy absorbing assemblies; and the tearer is disposed adjacent to each energy absorption The assembly, and thus the collision between the vehicle and the slide assembly, causes each tearer to tear a portion of the associated energy absorbing element of each energy absorbing assembly, thereby consuming energy from the vehicle. The energy absorbing system of claim 1, wherein the energy absorbing assembly further comprises: a pair of support beams disposed parallel to each other along the longitudinal direction; at least one energy absorbing element coupled to each pair of support beams And the support beams are spaced apart from each other along a lateral side such that the associated tearer can contact the at least one energy absorbing element to consume energy from the vehicle. The energy absorbing system according to claim 6 of the patent application, further comprising a cross section each having a slightly C-shaped cross section. The energy absorbing system according to item 6 of the patent application further includes a cross section in which each of the support beams has a slightly L shape. The energy absorbing system of claim 1, further comprising: each of the tearers is firmly coupled to the slide table assembly, the slide assembly being slidably coupled adjacent to each energy absorption total On one end of the end; The spacing between the openings and associated sections is along the energy absorbing element so different forces can be used to move the tearer through the associated energy absorbing element. A method for absorbing energy by using an energy absorbing system as described in claim 1 to minimize the collision between a vehicle moving along a road and a dangerous object, comprising the steps of: installing at least one energy An absorbent assembly having at least one energy absorbing element adjacent to the hazard such that the at least one energy absorbing assembly and the at least one associated energy absorbing element are disposed between the vehicle moving along the associated road and the hazard Each of the energy absorbing assemblies has at least one energy absorbing element, each of the energy absorbing elements having a plurality of openings formed therein, and respective sections are provided between adjacent openings; a table assembly having at least one tearer adjacent the end of the at least one energy absorbing assembly opposite the dangerous object, wherein each of the tearers has a substantially blunt and smooth surface aligned with the at least An opening and a section on an energy absorbing element; and an orientation of each of the tearers of the slide assembly is substantially perpendicular to the at least one energy absorbing element. The method of claim 10, further comprising installing each energy absorbing assembly such that the at least one energy absorbing element is disposed substantially horizontally relative to the road. The method of claim 10, further comprising installing each energy absorbing assembly such that the at least one energy absorbing element is substantially vertically disposed relative to the road. The method of claim 10, wherein: a pair of energy absorbing assemblies are mounted adjacent to the dangerous object, and each energy absorbing assembly has an associated energy absorbing member; a sliding table assembly has a a tearer positioned adjacent the end of the energy absorbing assembly at an end between the opposing vehicle and the energy absorbing assemblies; and aligning the slide assembly and the pair of tearers The energy absorbing assembly is such that the orientation of each tearer is generally oriented toward an energy absorbing element that is perpendicular to the phase energy absorbing assembly. According to the method of claim 13, further comprising installing each of the energy absorbing assemblies such that their respective energy absorbing elements are disposed substantially horizontally with respect to the road. According to the method of claim 13, further comprising installing each energy absorbing assembly such that the respective energy absorbing elements are substantially vertically disposed relative to the road.