US20030081997A1

US20030081997A1 - Vehicle crash wall

Info

Publication number: US20030081997A1
Application number: US10/003,878
Authority: US
Inventors: Rick Kramer
Original assignee: Individual
Current assignee: Individual
Priority date: 2001-10-25
Filing date: 2001-10-25
Publication date: 2003-05-01

Abstract

A vehicle crash wall with a series of overlapping metal plates attached to a retaining wall by means of a metal sleeve inserted into a female receiving tube. Located between the metal plates and retaining wall is an impact absorbing material. The metal sleeves, 3, are perpendicularly attached to the metal plates, 1, by inserting them into slip joints, 16, and inserting metal pins, 11, vertically through the top of said metal sleeves and into swivel hinges, 10, located beneath said slip joints. The female receiving tubes, 4, are located inside the middle of the retaining wall, 8, perpendicularly extending approximately half-way behind said retaining wall. Said metal sleeves are vertically supported by rollers arms, 5. Said metal plates are perpendicularly supported by cable hold backs, 6, and horizontally by support cables, 13. The force of the impact is evenly dissipated along the length of metal plates and energy absorbent material. This dramatically reduces the risk of injury to the driver and damage to his vehicle and the wall.

Description

BACKGROUND—FIELD OF INVENTION

This invention relates to a new and innovative vehicle crash wall. It can be used at a racetrack, along dangerous sections of public highways or any location where vehicles operate. It dramatically reduces the risk of serious injury to the driver and damage to the vehicle. A series of metal impact plates are attached to a retaining wall through a novel system of cables, slipjoints and plate stabilizers. The force of the impact is absorbed along the entire series of plates through a combination of filler material, located between the plate and retaining wall, and the unique operation of the plate stabilizers. This drastically reduces the force of the impact and significantly diminishes the damage to the vehicle, driver and metal impact plates. After the impact, the vehicle can continue its course on a parallel axis to the wall thus preventing itself from bouncing back into oncoming traffic and causing further accidents to other vehicles.

BACKGROUND—DESCRIPTION OF PRIOR ART

Heretofore many different arrangements were used to construct safer vehicle crash walls. There is a specific need for a crash wall which substantially reduces the force of impact, maintains its structural integrity and prevents the vehicle from being bounced back into oncoming traffic. The prior art contains examples of these concepts but fail to produce the desired result due to the stationary nature of a crash wall. This results in serious injury to the driver and complete destruction of the vehicle. Another unique need, not addressed by the prior art, is the necessity of preventing flying debris from harming other drivers, cars and bystanders. The following is a discussion of these arrangements and their drawbacks:

One arrangement involved using a stabilized earthen bulk form with projecting tensile members. This method was attempted by Lamberson U.S. Pat. No. 6,174,109 (2001). It is a concealed crash wall in combination with mechanically stabilized earth construction. The bulk forms are connected to precast wall panels with the space between them filled with concrete. Although this construction is very strong, it does nothing to reduce the crash impact to the car and driver, help control the car after the impact or diminish the amount of flying debris.

Another arrangement, shown in Warlick U.S. Pat. No. 4,468,151 (1984) demonstrates the use of an outer wall which produces a damping effect against sea waves. As the waves approach the sea wall their forces are diminished and significantly dampened when they strike the sea wall. Although the impact is spread along the length of the outer wall the ensuing stress vectors generated by the wave are very divergent and random due to the vertical movement of the structure. This puts great stress on the outer structure. My design uniformly spreads the crash stress vectors along the steel plates giving them increased resiliency and flexibility. Warlick uses solid steel support beams to connect the outer wall to the sea wall. This causes a tremendous amount of pressure to be exerted against the points where the beams connect to the outer wall and sea wall. Conversely, my invention has a steel sleeve which recedes into a female receiving tube causing the force of the impact to dissipate uniformly along the outer steel plates.

Another arrangement, shown in Elmore U.S. Pat. No. 5,558,470 (1996) shows a system and method for adjustably anchoring traffic barriers and wall facing panels to the soldier beams of a wall. Like Lamberson, Elmore uses rigid material such as steel beams to absorb the impact of the crash. My use of a retractable steel sleeve inside a female receiving tube is a far superior method of absorbing the crash impact.

OBJECTS AND ADVANTAGES

Accordingly, several objects and advantages of my invention are to minimize the force of impact, when a vehicle crashes into a wall, and prevent it from being bounced back into the path of oncoming vehicles. In the past, crash walls were typically made of wood or solid concrete. Wooden walls could not withstand the tremendous force of the crash. This resulted in vehicles ripping through their boards, careening into the spectator stands at racing events, total destruction of the vehicle and serious injury to the driver. Subsequently, hard plastic walls were erected to help absorb the force of the impact. Although the crash force is diminished, the resulting crash site is heavily littered with thousands of pieces of the plastic wall and car. The cleanup takes hours and the wall has to be replaced after each crash. The flying debris causes other vehicles to wreck and many spectators are injured.

The prevalent method for building a crash wall is to construct it out of hard concrete. This reduces the cleanup time but does nothing to absorb the impact of the crash. The vehicle is completely destroyed and the driver is seriously injured. When the driver hits the wall his body remains stationary but his head continues to travel forward at a tremendous speed. This usually causes the separation of the brain stem from the spinal cord and certain death. My invention dramatically reduces the force of the crash impact resulting in minimal damage to the car, wall and driver.

This is achieved by a novel method of overlapping metal plates which, when struck, dissipate the force along the length of the wall. Instead of one solid wall, my invention is a series of metal walls which work in unison to achieve this effect. They are attached to existing retaining walls by anchoring cables and a unique steel tube. Impact absorbent material, such as rubber tires, are placed between the metal plate and the retaining wall. This significantly reduces the impact force to allow the steel tubes to accomplish their task. When the metal plate is struck, it is uniformly pushed back towards the steel tube. A steel sleeve, attached to the plate, enters the tube and functions like a shock-absorber. The result is a revolutionary crash wall which gives and yields to the force of the impact. Unlike the stationary crash walls of the past, my invention produces a flexible safe crash wall which moves as needed to dissipate any impact.

Furthermore, my crash wall is virtually indestructible because sufficient crash force is never generated to damage the metal plates. This allows the metal plates to be used for an indefinite period of time. Subsequent drivers can immediately hit the same spot and achieve all of the benefits the first driver encountered. In the past, a crash wall could only protect the first driver who hit the wall. My invention additionally protects all subsequent drivers involved in the crash site.

There is also tremendous economic advantage to my crash wall. Since the plates are very durable and difficult to damage, money is saved by not having to replace them. In the unlikely event the plate is damaged, it can quickly and easily be replaced by simply disconnecting the plate from the cables and metal sleeve and a new plate inserted.

Another economic advantage is prevention of serious damage to the car and bodily injury of the driver. This results in lower insurance rates for drivers and their vehicles. This is especially true in the venue of professional racing like NASCAR™ where the vehicles are extremely expensive and the insurance rates are very high. After crashing into my invention, the driver can continue the race and competitively finish the race. The car stays on a level surface and does not become airborne which would endanger the driver and the spectators in the nearby seating area.

Another benefit to professional racing is the reduced time it takes to cleanup the crash site. This allows the race to quickly resume and valuable television coverage time is saved promoting increased advertisement revenue.

Another advantage is the prevention of the vehicle from being bounced back into oncoming traffic. Heretofore, after a vehicle crashed into any type of wall it was bounced back into oncoming traffic resulting in further injury to the car, driver and many other cars and their respective drivers. My invention eliminates this serious problem allowing the vehicle to remain against the wall. In fact, the unique overlapping design of the plates actually gives the driver more control over the crash and allows him to gradually regain control of his vehicle. The vehicle does not get caught in the wall but instead continues upon its original trajectory.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a detailed top view looking down at one section of the wall attached to the retaining wall. [0014]
FIG. 2 is a top view looking down at multiple sections of the wall attached to each other. [0015]
FIG. 3 is a detailed top view from behind two wall sections joined together. [0016]
FIG. 4 is a top view from behind showing the result of a vehicle impact into an impact plate. [0017]
FIG. 5 is a top side view detailing the connection of the plate stabilizer and the impact plate. [0018]
FIG. 6 details the filler material used in-between the impact plate and retaining wall.[0019]

SUMMARY

My invention is a vehicle crash wall which can be used for high-speed crashes at a racetrack or along any freeway or road frequented by any type of vehicle. It utilizes a series of overlapping metal plates which absorb the impact and distribute the force along said plates. This is accomplished by a novel combination of cables, filler material, slipjoints and plate stabilizers. The resulting damage to the vehicle, driver and wall is greatly minimized. In a professional race track setting, this allows the driver and vehicle to continue driving in the race. Heretofore, the race car would be completely destroyed and the driver severely injured or killed. The wall can continue to be used and, in the unlikely event of substantial damage to the wall, it has a quick-disconnect feature which facilitates easy and rapid replacement. The result is less injury and damage to the vehicle, its driver, other vehicles and drivers involved in the crash. [0020]

PREFERRED EMBODIMENT—DESCRIPTION

Operation and use of the vehicle crash wall is simple and straightforward. It has over-lapping metal impact plates which are attached to a retaining wall by anchoring cables and a plate stabilizer tube. Impact absorbent filler material is located between the impact plate and retaining wall cushioning the impact and helping to uniformly dissipate the impact force along other plates. [0021]
It may be utilized in many settings, including racetracks, freeways, highways, bridges and any area frequented by vehicles. The impact absorbent material is composed of rubber tires but may be made from any other material suitable for this purpose. [0022]
In FIG. 1, the impact plate, [0023] 1, is located horizontal to the retaining wall, 8, which runs parallel to a fence, 9, that catches debris. Located at the bottom of the impact plate, 1, is a debris brush, 17. The retaining wall, 8, has a female receiving tube, 4, imbedded through the middle of said retaining wall, 8, which extends behind said retaining wall, 8. A metal sleeve, 3, is inserted into the female receiving tube, 4, and connected at the opposite end to the impact plate, 1. Said metal sleeve, 3, is vertically supported by a roller device, 5, which traverses the pavement surface, 18. Impact absorbent material, 2, is located between the impact plate, 1, and the retaining wall, 8. Said impact absorbent material, 2, and the entire area between the impact plate, 1, and the retaining wall, 8, is protected horizontally by a cover, 7. FIG. 5 provides a magnified view of the connection area between the metal sleeve, 3, and the impact plate, 1. A slipjoint, 16, is horizontally attached to the impact plate, 1, in which the end of the metal sleeve, 3, is inserted. A swivel hinge, 10, protrudes horizontally from the impact plate, 1, to which a quick disconnect pin, 11, is vertically inserted through the metal sleeve, 3, connecting it to said swivel hinge, 10. In FIG. 3, a cable hold back, 6, is attached to the impact plate, 1, and the retaining wall, 8. Attached to the cable hold back, 6, and the impact plate, 1, is a plate support cable, 13. At the end of the impact plate, 1, a slip connection, 12, is attached and is located proximately midway between the plate support cable, 13, which is joined at one end to the impact plate, 1, and at the opposite end to the cable hold back, 6. Next to the juncture of the cable hold back, 6, and the retaining wall, 8, is an anchor plate, 19, which is attached to the female receiving tube, 4, and the retaining wall, 8. In FIG. 5, a swivel hinge, 10, is connected horizontally to the impact plate, 1. A metal pin, 11, is inserted vertically through the top of the metal sleeve, 3, and said swivel hinge, 10. The end of the metal sleeve, 3, is inserted vertically into a slip joint, 16, which is welded to the impact plate, 1.

Conclusions, Ramifications and Scope

It can be seen that, according to the invention, the vehicle crash wall is comprised of a series of overlapping metal impact plates. These plates are connected to a retaining wall. This connection is facilitated by a combination of steel cables, slipjoints and metal sleeves anchored to the impact plates and retaining wall. The metal sleeves are supported by a roller and inserted into a female receiving tube attached to the retaining wall by steel anchors and running through the middle of the retaining wall. Located between the retaining wall and impact plates is a filler material which absorbs the impact. [0024]
The unique placement of the filler material next to the metal sleeves provides many advantages for the driver of the vehicle. These advantages include a uniform dissipation of the energy of the crash, which is spread along the gradient of the overlapping plates, the ability to control the vehicle's post-crash direction and less crash debris entering the road area. The result is a much safer driving environment, less damage to the vehicle and wall and the ability to quickly resume driving along the affected area. [0025]
Although the description above contains many specificities, these should not be construed as limiting the scope of the invention but a merely providing illustrations of some of the presently preferred embodiments of this invention. Various other embodiments and ramifications are possible with it's scope. [0026]
Thus the scope of the invention should be determined by the appended claims and their legal equivalents, rather than by the examples given. [0027]

Claims

I claim:

1. A vehicle crash wall which comprises:

(a) a series of overlapping metal plates, located horizontally to a retaining wall, which are connected by cables and square metal sleeves inserted into female receiving tubes perpendicularly located inside said retaining wall,

(b) said square metal sleeves supported vertically by rollers attached perpendicularly to said metal plates,

(c) said metal plates having a slip joint and swivel hinge containing a pin,

(d) impact absorbent material located between said metal plates and said retaining wall.

2. The vehicle crash wall of claim 1 wherein said metal sleeves are comprised of any suitable material.

3. The vehicle crash wall of claim 1 wherein said metal sleeves are operated by hydraulic pressure.

4. The vehicle crash wall of claim 1 wherein said metal sleeves are operated by pneumatic pressure.

5. The vehicle crash wall of claim 1 wherein said metal sleeves have a different geometric design.

6. The vehicle crash wall of claim 1 wherein said metal sleeves are supported vertically by a rail system having multiple vertical posts imbedded within the track.

7. The vehicle crash wall of claim 1 wherein said metal plates are comprised of any suitable material.