COILED CONTAINMENT GUARDRAIL SYSTEM AND TERMINAL

Abstract

Various embodiments for a coiled containment guardrail system and terminal are described. A guardrail system can include a terminal head configured for placement at a distal end of a guardrail beam, where the terminal head includes a canister having a hollow interior and an impact surface. A chute can be coupled to the terminal head, where the chute is configured to guide a guardrail beam into the terminal head in response to an impact being experienced at the impact surface. The terminal head may further include a flattening device coupled to the chute configured to flatten the guardrail beam in response to the impact being experienced at the terminal head. The canister can be configured to coil and store the guardrail beam as flattened by the flattening device in the hollow interior of the canister.

Description

BACKGROUND

Guardrail terminals have evolved from blunt-end spears to complex energy-absorbing devices. However, guardrail panels are essentially metallic beams that, when subjected to compressive loads, bend or buckle at points of failure. The bending or buckling of a guardrail beam may create a steel elbow that can be very sharp and destructive when in the path of an errant vehicle. Many crashes involving guardrails result in a guardrail beam spearing the vehicle and potentially injuring its occupants. The spearing is usually caused by large compressive forces induced when a guardrail terminal, or a front of a guardrail, is hit by a vehicle.

Some guardrail terminals are gating devices, meaning they open like a gate and allow the vehicle to pass behind the guardrail system when the vehicle hits the terminal at an angle. This is accounted for by highway safety engineers that generally ensure that an area behind a guardrail in the vicinity of the terminal is free of any fixed hazards. Highway safety engineers also extend the length of the guardrail system such that the length-of-need is about 12.5 feet upstream from the end of the terminal. This can add 12.5 feet of W-beam guardrail and the accompanying bolts, nuts, posts, and block-outs. When installed in large quantities, this additional section of rail can increase construction costs, which is an important issue for state and federal governments. Other disadvantages of traditional systems will become apparent in the following discussion.

BRIEF SUMMARY OF THE INVENTION

Various embodiments for a coiled containment guardrail system and terminal are described. A guardrail system can include, for example, a terminal head configured for placement at a distal end of a guardrail beam in a direction facing oncoming traffic. The terminal head can include a canister having a hollow interior and an impact surface. A chute can be coupled to the terminal head, where the chute is configured to guide at least a portion of the guardrail beam into the terminal head in response to an impact being experienced at the impact surface.

The terminal head may further include a guardrail deforming device, such as a flattening device, coupled to the chute. The guardrail deforming device may be configured to flatten or otherwise deform the guardrail beam in response to the impact being experienced at the terminal head. Further, the arrangement of the guardrail deforming device and the canister can coil and store the guardrail beam as deformed by the guardrail deforming device (e.g., as flattened by the flattening device) in the hollow interior of the canister, for example, in response to the impact being experienced at the terminal head. As the guardrail beams progress through the chute during an impact, the cable coupling mechanisms may come into contact with a cutting plate. The force from the impact will force the cutting plate to shear off the cable coupling mechanisms (e.g., U-bolts) from the guardrail beam. As a result, various embodiments for a guardrail system are described that overcome the hazards posed by traditional guardrail systems.

BRIEF DESCRIPTION OF THE DRAWINGS

Many aspects of the present disclosure can be better understood with reference to the following drawings. The components in the drawings are not necessarily to scale, with emphasis instead being placed upon clearly illustrating the principles of the disclosure. Moreover, in the drawings, like reference numerals designate corresponding parts throughout the several views.

FIG. 1 is a top perspective view of a guardrail system according to various embodiments of the present disclosure.

FIG. 2 is a side perspective view of the guardrail system according to various embodiments of the present disclosure.

FIG. 3 is a side elevation view of the guardrail system according to various embodiments of the present disclosure.

FIG. 4 is another side perspective view of the guardrail system according to various embodiments of the present disclosure.

FIG. 5 is another top perspective view of the guardrail system according to various embodiments of the present disclosure.

FIG. 6 is a cross-section view of a terminal head of the guardrail system according to various embodiments of the present disclosure.

FIG. 7 is a sequence diagram illustrating a coiling of a guardrail beam in the terminal head of the guardrail system according to various embodiments of the present disclosure.

FIGS. 8A-8F are photographs showing an operation of the guardrail system when impacted by a vehicle according to various embodiments of the present disclosure.

FIGS. 9A-9D are photographs showing the coiling of a W-beam guardrail in the interior of the terminal head according to various embodiments of the present disclosure.

FIG. 10 is another top perspective view of a guardrail system according to various embodiments of the present disclosure.

FIG. 11 is an enhanced view of a chute and a cutting plate positioned in the chute according to various embodiments of the present disclosure.

FIG. 12 is an enhanced view of a cable and a cable coupling mechanism that secures the cable to a guardrail beam according to various embodiments of the present disclosure.

DETAILED DESCRIPTION

The present disclosure relates to a coiled containment guardrail system and terminal. According to various embodiments, a guardrail system is described that lessens the ability of a guardrail beam to bend or buckle, which often creates a projectile capable of injuring occupants in a vehicle. The guardrail system can be designed to interface with existing guardrail beams, such as W-beams commonly used in highway guardrail systems.

In various embodiments, the guardrail system can include, for example, a terminal head configured for placement at a distal end of a guardrail beam in a direction facing oncoming traffic. The terminal head can include a canister having a hollow interior and an impact surface. A chute can be coupled to the terminal head, where the chute is configured to guide at least a portion of the guardrail beam into the terminal head in response to an impact being experienced at the impact surface. The terminal head may further include a guardrail deforming device coupled to the chute. The guardrail deforming device is configured to flatten or otherwise deform the guardrail beam in response to the impact being experienced at the terminal head. In some embodiments, the guardrail deforming device is a flattening device that flattens the guardrail beam. The canister can be configured to coil and store the guardrail beam as flattened by the flattening device in the hollow interior of the canister.

Referring now to FIGS. 1-5, an example of a guardrail system 100 is shown according to various embodiments. As can be appreciated, the guardrail system 100 can include one or more guardrail beams 103 coupled to a plurality of guardrail posts 106a . . . 106n (collectively “guardrail posts 106”) positioned along the guardrail beams 103 at predetermined distances along a highway or other road. The guardrail posts 106 can be coupled to the guardrail beams 103 via coupling blocks 109a . . . 109n (collectively “coupling blocks 109”) such that the guardrail beams 103 are suspended a predetermined height above a ground surface. As shown in FIG. 1, the guardrail beams 103 can include W-beam guardrails although, in other embodiments, guardrails having other shapes can be employed in the guardrail system 100, as can be appreciated. While the guardrail beams 103 are effective for preventing vehicles from deviating too far from a road, for instance, when a vehicle sideswipes the guardrail beams 103, they are a hazard that provide a substantial number of injuries and fatalities every year. Most injuries occur when the guardrail beams 103 are hit head-on by a vehicle, which causes the guardrail beams 103 to buckle or bend. The buckling or bending of the guardrail beams 103 causes metal to act as a projectile when a collision occurs with a vehicle, often severely and fatally injuring occupants of the vehicle.

As such, according to various embodiments of the present disclosure, the guardrail system 100 can include a terminal head 112 configured to receive an impact of a vehicle or other object at an impact surface (e.g., a front) of the guardrail system 100. To this end, the terminal head 112 can be configured for placement at a distal end of a guardrail beam 103 in a direction towards oncoming traffic. The terminal head 112 can include a hollow interior for storage of a deformed portion of a guardrail beam 103, as will be discussed. In some embodiments, the terminal head 112 can include an impact surface, where the impact surface can include, for example, a non-uniform surface on a face of the terminal head 112 that can be positioned towards traffic. The non-uniform surface can be employed to engage or affix the terminal head 112 with a portion of a vehicle upon an impact with the terminal head 112. To this end, the terminal head 112 can include projecting plates on an impact surface of the terminal head 112 that “bite” into or otherwise catch or attach to a front of a vehicle, thereby locking or otherwise affixing the terminal head 112 to a front of the vehicle during an impact. However, in other embodiments, the terminal head 112 can include a substantially flat or other uniform or non-uniform surface.

The guardrail system 100 may also include a chute 115 coupled to the terminal head 112. As shown in FIGS. 1-3, the chute 115 can include a cage or similar structure having a channel or a hollow interior that is configured to receive at least a portion of a guardrail beam 103 when the guardrail system 100 is installed. As can be appreciated, in response to an impact of a car or other vehicle being experienced at or against the terminal head 112, the chute 115 is configured to guide the guardrail beam 103 into an interior of the terminal head 112, as will be described. The chute 115 may include a plurality of apertures 116 positioned along an interior of a body of the chute 115, where the plurality of apertures are defined by vertical members 117 also positioned along the interior of the body of the chute 115.

Further, the guardrail system 100 can include one or more coupling arms 118 configured to maintain a position of the terminal head 112 relative to the chute 115 when an impact is experienced at the terminal head 112. For instance, the coupling arm 118 shown in FIG. 1 can ensure that the terminal head 112 does not disconnect from the chute 115 when a strong impact is received at the terminal head 112. The coupling arm 118 may connect to a distal end of the chute 115 to a rear portion of the terminal head 112, in some embodiments. The coupling arm 118 can include two members coupled to one another at a 90 degree or similar angle. As such, one distal end of the coupling arm 118 can be coupled to the terminal head 112, while an opposite distal end of the coupling arm 118 can be coupled to the distal end of the chute 115. In addition, the one or more coupling arms 118 serve to blunt the impact with the posts and block-outs as the terminal head moves down the length of the guardrail.

The guardrail system 100 may further include a terminal head post 121 that, like the guardrail posts 106, suspends the terminal head 112 at a predetermined height above the ground surface. As shown in FIG. 1, the terminal head post 121 can be coupled to a terminal head coupling member 124 positioned underneath a front portion of the terminal head 112, although the terminal head post 121 and the terminal head coupling member 124 can be positioned elsewhere while still maintaining the predetermined height between the terminal head 112 and the ground surface. The terminal head post 121 may keep a top surface of the terminal head 112 substantially level or flush with a top of a coupled guardrail beam 103 in some embodiments.

Further, in various embodiments, the terminal head coupling member 124 can include a component that intentionally deforms upon impact with a vehicle. To this end, the coupling member 124 can include a component configured to cause the terminal head 112 to break away from the terminal head post 121 upon impact. Similarly, the terminal head coupling member 124 can be configured such that it breaks away from the terminal head post 121 upon impact with an errant vehicle. In one example, the coupling member 124 includes a rectangular-shaped device having thin metal (or other material) that deforms when a predetermined amount of force is applied to the guardrail system 100. The predetermined amount of force can include a force similar to that of a collision with a vehicle.

In further embodiments, a cable 127 can be fixed along a length of the guardrail beam 103 to maintain tension in the guardrail beam 103 when an impact occurs at the terminal head 112, as can be seen in FIGS. 1, 2, and 3. By virtue of the tension, the cable 127 can prevent one or more portions of the guardrail beam 103 from buckling or bending during impact, instead forcing the guardrail beam 103 through the chute 115 and into an interior of the terminal head 112. In other words, the guardrail system 100 does not include intentional buckling or bending points in some embodiments.

The cable 127 can be pre-tensioned such that the compressive load of an impact will be partially offset by the pre-tension load. Also, by anchoring the cable 127 in the ground surface, for example, the cable 127 can keep the guardrail system 100 in a state of tension, preventing compression-induced buckling events which can form a spear that penetrates vehicles and injures occupants. In various embodiments, the cable 127 can be coupled to the guardrail beams 103 by one or more cable coupling mechanisms 130a . . . 130n (collectively “cable coupling mechanisms 130”) which, in some embodiments, can include a plurality of U-bolts positioned along the cable 127 and the guardrail beams 103 at predetermined distance(s) from one another, or other suitable coupling mechanism. Additionally, the cable 127 can be positioned in a recess 133 of the guardrail beam 103.

Near the terminal head 112, the cable 127 can be situated through the chute 115 and a cable outlet 136 positioned underneath a front portion of the terminal head 112. To maintain tension in the cable 127, a distal end or terminal end of the cable 127 can be secured to a cable mounting post 139 via a cable coupling member 142. In some embodiments, the cable mounting post 139 can be offset from the terminal head 112 such that the cable mounting post 139 is unlikely to be hit by an errant vehicle.

In further embodiments, the cable 127 can be secured to the ground surface via a cable coupling member 142 installed in the ground. The cable coupling member 142 can include a post having an anchor positioned at a top of the post, which causes a terminal end of the cable 127 to be fixed at a raised position relative to the ground. Additionally, the cable coupling member 142 can be offset from a longitudinal axis of the guardrail system 100. For instance, as shown in FIG. 3, the cable coupling member 142 is displaced horizontally relative to the longitudinal axis of the guardrail system 100 which is, for instance, horizontally displaced away from traffic. Further, in some embodiments, the chute 115 can be positioned on an end of a rear portion of the terminal head 112, as shown in the top perspective view of the guardrail system 100 shown in FIG. 5. Additionally, in various embodiments, the terminal head 112 can include a deforming section, which can include a squeezer section 145, as will be discussed.

Referring next to FIG. 6, a cross-sectional view of the terminal head 112 is shown. As noted above, the terminal head 112 can include a deforming section configured to intentionally deform or degrade the guardrail beam 103. In some embodiments, as shown in FIG. 7, the deforming section can include a guardrail deforming device. In some embodiments, the guardrail deforming device includes a squeezer section 145, where the squeezer section 145 can be configured to flatten, cut, and otherwise deform guardrail beam 103 when the terminal head 112 is hit by an errant vehicle, making the guardrail beam 103 easier to manipulate. For instance, by deforming the guardrail beam 103, the guardrail beam 103 can be forced into a canister 148 of the terminal head 112 having, for example, a hollow interior (e.g., a circular hollow interior). Additionally, the squeezer section 145 can include a guardrail deforming device, such as flattening device (not shown) coupled to the chute 115.

Now, referring to both FIG. 6 and FIG. 7, in response to an impact being experienced at the terminal head 112 (e.g., where a force is applied at the front of the terminal head 112 towards the guardrail beam 103), the guardrail beam 103 can be forced through the squeezer section 145. By virtue of the canister 148 having a circular interior and the deformed guardrail beam 103 being turned into a ribbon, the guardrail beam 103 as deformed will be forced to coil in the interior of the terminal head 112. As such, no portion of the guardrail beam 103 will be introduced into a vehicle when the vehicle hits the terminal head 112, instead being stored in the canister 148. Also, by virtue of tension in the cable 127, the path of least resistance includes the guardrail beam 103 being forced through the squeezer section 145 into the interior of the canister 148. The circular structure of the canister 148, which aids in inducing coiling in the deformed guardrail beam 103, can be supported by one or more support plates 151a . . . 151c (collectively “support plates 151”). In additional embodiments, the terminal head 112 can include a crash cushion (not shown).

Referring to FIG. 7, a top cross-sectional view of the terminal head 112 of the guardrail system 100 is shown illustrating the deformation and the coiling of the guardrail beam 103 as the guardrail beam 103 is forced through the squeezer section 145 and into the circular interior of the canister 148. As noted above, the squeezer section 145 can include a flattening device 152, which is now shown in FIG. 7. In response to an impact being experienced at the terminal head 112, the guardrail beam 103 can be forced through the squeezer section 145 and through a guardrail deforming device, such as the flattening device 152 causing the guardrail beam 103 to deform and lose its shape. By virtue of the size, shape, and position of the canister 148, the deformed guardrail beam 103 will be forced to coil in the circular interior of the canister 148 of the terminal head 112. As such, none of the guardrail beam 103 will be introduced into a vehicle when the vehicle hits the terminal head 112. The progression of deformed guardrail beam 103 as it coils is shown in FIG. 7.

Moving on to FIGS. 8A-8F, a sequence of photographs are shown illustrating an example of a vehicle impact with the terminal head 112 as constructed in accordance with the various embodiments described herein. Notably, when a vehicle has a frontal impact with the terminal head 112, the terminal head 112 is horizontally displaced relative to the stationary guardrail beams 103. As the guardrail beams 103 are fed through the chute 115, the guardrail beams 103 are forced into the squeezer section 145 that flattens the guardrail beams 103, causing plastic deformation in the guardrail beam 103. Due to friction and the plastic deformation of the guardrail beams 103, energy from the vehicle impact is absorbed, causing the vehicle to slow down in a controlled manner. As the guardrail beams 103 proceed into the canister 148, the guardrail beams 103 impact the interior wall (e.g., circular interior walls) of the canister 148, thereby forcing the guardrail beams 103 to coil or spiral as shown in FIG. 7 and FIGS. 9A-9D. As the guardrail beam 103 coils and expands to fill up the volume of the canister 148, the mass of the guardrail system 100 increases and the structural integrity of the canister 148 is maintained while the vehicle is brought to a safe stop.

In order words, the deformation of the guardrail beam 103 aids in energy dissipation upon a vehicle impact with the guardrail system 100. Assuming the canister 148 were to fill up with the deformed guardrail beams 103 before the vehicle comes to a stop, in some embodiments, the canister 148 and/or the terminal head 112 can be configured to open in response to a predetermined amount of force indicative of the canister 148 being full, allowing the deformed guardrail beams 103 to safely burst out of a side of the terminal head 112. To this end, a particular weld pattern can be employed on the terminal head 112 that is intentionally deformed when the canister 148 is full, allowing the burst direction to be controlled such that the deformed guardrail beams 103 are deflected away from the vehicle or traffic that can be on the road.

FIG. 10 is an enhanced view of the guardrail system 100 shown in FIGS. 8A-8F. Similar to the embodiments described in FIGS. 1-5, in FIG. 10, the guardrail system 100 can include a terminal head 112 configured to receive an impact of a vehicle or other object at a front of the guardrail system 100, where the terminal head 112 is positioned and placed at a distal end of a guardrail beam 103 in a direction towards traffic. The terminal head 112 can include a canister 148 having a hollow interior for storage of a deformed portion of a guardrail beam 103. Projecting plates 155a . . . 155c (collectively “projecting plates 155”) on a front or a face of the terminal head 112 can be employed to “bite” into or otherwise affix to a front of a vehicle and lock the terminal head 112 in place during an impact. The projecting plats 155 can include flat portions that project from the canister 148, creating one or more recesses 156a, 156b on the terminal head 112.

As noted above, the guardrail system 100 includes the chute 115 which is coupled to the terminal head 112. The chute 115 includes a cage or similar structure having a hollow interior that is configured to receive at least a portion of a guardrail beam 103 when the guardrail system 100 is installed. The chute 115 can include one or more vertical members 117a . . . 117n (collectively “vertical members 117”) that connect a top of the chute 115 with a bottom of the chute 115. As shown above in FIGS. 8A-8F, in response to an impact of a car or other vehicle being experienced at or against the terminal head 112, the chute 115 is configured to guide the guardrail beam 103 into an interior of the terminal head 112.

The coupling arm 118 of the guardrail system 100 may maintain a position of the terminal head 112 to the chute 115 when an impact is experienced at the terminal head 112. For instance, the coupling arm 118 shown in FIG. 10 can ensure that the terminal head 112 does not disconnect from the chute 115 when a strong impact is received at the terminal head 112. The coupling arm 118 may connect a distal end of the chute 115 to a rear portion of the terminal head 112, in some embodiments. The coupling arm 118 will also squarely impact on-coming posts before the posts strike the canister 148.

The cable 127 can be fixed along a length of the guardrail beam 103 to maintain tension in the guardrail beam 103 when an impact occurs at the terminal head 112 which may prevent one or more portions of the guardrail beam 103 from buckling or bending during impact. Instead, the guardrail beam 103 is forced through the chute 115 into an interior of the terminal head 112. Near the terminal head 112, the cable 127 can be ran through the chute 115 and through a cable outlet 136 positioned underneath a front portion of the terminal head 112.

Turning now to FIG. 11, an enhanced view of an interior of the chute 115 is shown having a portion of a guardrail beam 103 positioned therein. In various embodiments, a cutting plate 162 can be positioned in an interior of the chute 115 (or at another suitable location in the chute 115 or the terminal head 112) that is configured to cut or otherwise remove cable coupling mechanisms 130 from the guardrail beam 103 as the guardrail beam 103 is forced through the chute 115. As a result, the cable coupling mechanisms 130 do not interfere with the deformation of the guardrail beam 103 using the flattening device 152. To this end, the cutting plate 162 can be substantially V-shaped or, in other words, the cutting plate 162 can include arms tapered from an extended base.

In some embodiments, the arms of the cutting plate 162 can be coupled to a backside of a vertical member 117 of the chute 115, while the extended base of the cutting plate 162 is positioned near or adjacent to the guardrail beam 103. As the guardrail beams 103 progress through the chute 115 during an impact, the cable coupling mechanisms 130 will come into contact with the extended base of the cutting plate 162. The force from the impact will force the cutting plate 162 to shear the cable coupling mechanisms 130 (e.g., U-bolts) from the guardrail beam 103.

FIG. 12 is an enhanced view of the cable 127 and the cable coupling mechanism 130 that secures the cable 127 to the guardrail beam 103 according to various embodiments of the present disclosure. As noted above, the cable 127 can be pre-tensioned such that the compressive load of an impact will be partially offset by the pre-tension load. By anchoring the cable 127 in the ground surface, for example, the cable 127 can keep the guardrail system 100 in a state of tension, preventing compression-induced buckling events which can form a spear that penetrates vehicles and injures occupants. The cable 127 can be coupled to the guardrail beams 103 by a coupling mechanisms 130 which, in some embodiments, can include a U-bolt positioned along the cable 127 and the guardrail beam 103 at predetermined distance(s) from one another. It is understood that other suitable coupling mechanisms can be employed. Additionally, the cable 127 can be positioned in a recess 133 of the guardrail beam 103 (e.g., a curved recess of a W-beam).

It is understood that the components described herein can be formed of steel or other suitable material. The coupling of any two or more items can be accomplished by welding or other suitable method. Disjunctive language such as the phrase “at least one of X, Y, or Z,” unless specifically stated otherwise, is otherwise understood with the context as used in general to present that an item, term, etc., can be either X, Y, or Z, or any combination thereof (e.g., X, Y, and/or Z). Thus, such disjunctive language is not generally intended to, and should not, imply that certain embodiments require at least one of X, at least one of Y, or at least one of Z to each be present.

It should be emphasized that the above-described embodiments of the present disclosure are merely possible examples of implementations set forth for a clear understanding of the principles of the disclosure. Many variations and modifications can be made to the above-described embodiment(s) without departing substantially from the spirit and principles of the disclosure. All such modifications and variations are intended to be included herein within the scope of this disclosure and protected by the following claims.

Clause 1. A guardrail system, comprising: a terminal head configured for placement at a distal end of a guardrail beam, the terminal head comprising a canister having a hollow interior and an impact surface; a chute coupled to the terminal head, the chute being configured to guide at least a portion of the guardrail beam into the terminal head in response to a vehicular impact being experienced at the impact surface; the terminal head further comprising a guardrail deforming device coupled to the chute, the guardrail deforming device being configured to deform the guardrail beam in response to the impact being experienced at the terminal head; and wherein an arrangement of the chute and the canister directs the guardrail beam as deformed by the flattening device into the hollow interior of the canister in response to the vehicular impact being experienced at the terminal head.

Clause 2. The guardrail system of clause 1, further comprising the guardrail beam, the guardrail beam horizontally extending and mounted on a plurality of posts to suspend the guardrail beam from above a ground surface.

Clause 3. The guardrail system of any of clauses 1-2, wherein: the guardrail deforming device comprises a squeezer section and a flattening device positioned in the squeezer section, the flattening device being configured to flatten the guardrail using force received in response to the vehicular impact; and the canister is sized and positioned to cause the guardrail beam as flattened to coil as the guardrail beam is introduced into the hollow interior of the canister.

Clause 4. The guardrail system of any of clauses 1-3, wherein the canister is configured to open in response to a predetermined amount of force being applied by the guardrail beam as coiled in the hollow interior of the canister.

Clause 5. The guardrail system of any of clauses 1-4, further comprising a cable anchored to the ground upstream of the terminal head, directed through the terminal head, and fixed along a length of the guardrail beam, wherein the cable is positioned to impose tension on the guardrail throughout the vehicular impact.

Clause 6. The guardrail system of any of clauses 1-5, wherein the cable is fixed along the length of the guardrail beam using at least one cable coupling mechanism.

Clause 7. The guardrail system of any of clauses 1-6, further comprising a cutting plate positioned in an interior of the chute, the cutting plate being configured to remove the at least one cable coupling mechanism from a portion of the guardrail beam prior to the portion of the guardrail beam being introduced into the flattening device.

Clause 8. The guardrail system of any of clauses 1-7, wherein the at least one cable coupling mechanism is at least one U-bolt.

Clause 9. The guardrail system of any of clauses 1-8, wherein the terminal head further comprises a crash cushion.

Clause 10. The guardrail system of any of clauses 1-9, further comprising a terminal head post and a terminal head coupling member, the terminal head post being coupled to the terminal head coupling member and positioned underneath a front portion of the terminal head, the terminal head coupling member being configured to intentionally deform in response to the vehicular impact and cause the terminal head to break away from the terminal head post.

Clause 11. A method, comprising: providing a guardrail system, the guardrail system comprising: a terminal head configured for placement at a distal end of a guardrail beam, the terminal head comprising a canister having a hollow interior and an impact surface; a chute coupled to the terminal head, the chute being configured to guide at least a portion of the guardrail beam into the terminal head in response to a vehicular impact being experienced at the impact surface; wherein the terminal head further comprises a guardrail deforming device coupled to the chute, the guardrail deforming device being configured to deform the guardrail beam in response to the impact being experienced at the terminal head; and wherein the canister is configured to store the guardrail beam as deformed by the flattening device in the hollow interior of the canister in response to the vehicular impact being experienced at the terminal head.

Clause 12. The method of clause 11, further comprising: installing a guardrail beam raised from a ground surface using a plurality of posts positioned along the guardrail beam; and installing the guardrail system by positioning the guardrail system along a road such that impact surface of the terminal head is facing oncoming traffic.

Clause 13. The method of any of clauses 11-12, wherein: the guardrail deforming device comprises a flattening device, the flattening device being configured to flatten the guardrail using force received in response to the vehicular impact; and the canister is sized and positioned to cause the guardrail beam as flattened to coil as the guardrail beam is introduced into the hollow interior of the canister.

Clause 14. The method of any of clauses 11-13, wherein the canister is configured to open in response to a predetermined amount of force being applied by the guardrail beam as coiled in the hollow interior of the canister.

Clause 15. The method of any of clauses 11-14, further comprising positioning a cable anchored to the ground upstream of the terminal head, directed through the terminal head, and fixed along a length of the guardrail beam, wherein the cable as positioned imposes tension on the guardrail throughout the vehicular impact to prevent buckling, the cable being fixed along the length of the guardrail beam using at least one cable coupling mechanism.

Clause 16. The method of any of clauses 1-15, wherein the guardrail system further comprises a cutting plate positioned in an interior of the chute, the cutting plate being configured to remove the at least one cable coupling mechanism from a portion of the guardrail beam prior to the portion of the guardrail beam being introduced into the flattening device.

Claims

1. A guardrail system, comprising: a terminal head configured for placement at a distal end of a guardrail beam, the terminal head comprising a canister having a hollow interior and an impact surface;a chute coupled to the terminal head, the chute being configured to guide at least a portion of the guardrail beam into the terminal head in response to a vehicular impact being experienced at the impact surface;the terminal head further comprising a guardrail deforming device coupled to the chute, the guardrail deforming device being configured to deform the guardrail beam in response to the impact being experienced at the terminal head; andwherein an arrangement of the chute and the canister directs the guardrail beam as deformed by the flattening device into the hollow interior of the canister in response to the vehicular impact being experienced at the terminal head.

2. The guardrail system of claim 1, further comprising the guardrail beam, the guardrail beam horizontally extending and mounted on a plurality of posts to suspend the guardrail beam from above a ground surface.

3. The guardrail system of claim 1, wherein: the guardrail deforming device comprises a squeezer section and a flattening device positioned in the squeezer section, the flattening device being configured to flatten the guardrail using force received in response to the vehicular impact; andthe canister is sized and positioned to cause the guardrail beam as flattened to coil as the guardrail beam is introduced into the hollow interior of the canister.

4. The guardrail system of claim 3, wherein the canister is configured to open in response to a predetermined amount of force being applied by the guardrail beam as coiled in the hollow interior of the canister.

5. The guardrail system of claim 1, further comprising a cable anchored to the ground upstream of the terminal head, directed through the terminal head, and fixed along a length of the guardrail beam, wherein the cable is positioned to impose tension on the guardrail throughout the vehicular impact.

6. The guardrail system of claim 5, wherein the cable is fixed along the length of the guardrail beam using at least one cable coupling mechanism.

7. The guardrail system of claim 6, further comprising a cutting plate positioned in an interior of the chute, the cutting plate being configured to remove the at least one cable coupling mechanism from a portion of the guardrail beam prior to the portion of the guardrail beam being introduced into the flattening device.

8. The guardrail system of claim 7, wherein the at least one cable coupling mechanism is at least one U-bolt.

9. The guardrail system of claim 1, wherein the terminal head further comprises a crash cushion.

10. The guardrail system of claim 1, further comprising a terminal head post and a terminal head coupling member, the terminal head post being coupled to the terminal head coupling member and positioned underneath a front portion of the terminal head, the terminal head coupling member being configured to intentionally deform in response to the vehicular impact and cause the terminal head to break away from the terminal head post.

11. A method, comprising: providing a guardrail system, the guardrail system comprising: a terminal head configured for placement at a distal end of a guardrail beam, the terminal head comprising a canister having a hollow interior and an impact surface;a chute coupled to the terminal head, the chute being configured to guide at least a portion of the guardrail beam into the terminal head in response to a vehicular impact being experienced at the impact surface;wherein the terminal head further comprises a guardrail deforming device coupled to the chute, the guardrail deforming device being configured to deform the guardrail beam in response to the impact being experienced at the terminal head; andwherein the canister is configured to store the guardrail beam as deformed by the flattening device in the hollow interior of the canister in response to the vehicular impact being experienced at the terminal head.

12. The method of claim 11, further comprising: installing a guardrail beam raised from a ground surface using a plurality of posts positioned along the guardrail beam; andinstalling the guardrail system by positioning the guardrail system along a road such that impact surface of the terminal head is facing oncoming traffic.

13. The method of claim 11, wherein: the guardrail deforming device comprises a flattening device, the flattening device being configured to flatten the guardrail using force received in response to the vehicular impact; andthe canister is sized and positioned to cause the guardrail beam as flattened to coil as the guardrail beam is introduced into the hollow interior of the canister.

14. The method of claim 13, wherein the canister is configured to open in response to a predetermined amount of force being applied by the guardrail beam as coiled in the hollow interior of the canister.

15. The method of claim 11, further comprising positioning a cable anchored to the ground upstream of the terminal head, directed through the terminal head, and fixed along a length of the guardrail beam, wherein the cable as positioned imposes tension on the guardrail throughout the vehicular impact to prevent buckling, the cable being fixed along the length of the guardrail beam using at least one cable coupling mechanism.