Guardrail assembly and method of installing the guardrail assembly

Abstract

A system of the present invention is adaptable for transporting and installation a guardrail assembly having a panel connected to the ground by a plurality of posts. A vehicle of the system includes a manipulator for selectively engaging and removing the posts and the panels from the vehicle. A tool inserts the posts into the ground. A die device interconnects the post with the panel by partially deforming the panel into the post thereby snapping the panel by the posts. The present invention includes a method of installing the guardrail assembly.

Description

BACKGROUND OF THE INVENTION

Guardrails are employed along a roadside to accomplish multiple tasks. Upon vehicle impact, a guardrail must react as a brake and a shock absorber to dissipate the kinetic energy of the vehicle. Subsequently, the guardrail acts as a mechanical guide to redirect the vehicle away from various hazards during deceleration and to prevent the vehicle from leaving the road, becoming airborne or rebounding into traveled lanes of the traffic.

Initially, the guardrail was developed for use in a motor racing facilities, where it proved to be great success in reducing injury and damage to the vehicle. Today, the guardrails of various modifications and designs are installed on public highways all over the world to save lives and property. On expressways, for example, the guardrail protects trouble spots by preventing the vehicles from running off the road. As a median barrier, the guardrail prevents collisions when an errant vehicle leaves the roadway and impacts properly installed and anchored guardrail at an angle, the car is guided away from the hazard by the ‘ribbon-effect’ of the continuous guardrail run.

The guardrail blends strength and flexibility to absorb accident impact through gradual deformation, thus reducing the risk of injury to vehicle occupants. Vehicle damage is minimized, allowing its removal after the accident. Currently the guardrail is installed as individual sections or interconnected assemblies. Each section or assembly includes a panel and a post. These individual sections are placed by several workers and are bolted together through pre-drilled holes in the panels and the posts.

The art is replete with various designs of the guardrail. One of these designs includes a W-Beam type of the guardrail that has been in use for over fifty years. With the advent of an interstate system, this latest form of metal protective railing came into greater use nationwide and through out the world. A later addition to roadside safety was introduced nearly twenty five years ago. This later addition, knows as Three Beam, includes an added corrugation that gives it an advantage for use in transitions to bridges and along high volume, high speed roadways.

Alluding to the above, various other guardrail designs and methods of installing the guardrails are known in the prior art and are widely used nationwide and worldwide. Such designs and methods are disclosed in the U.S. Pat. Nos. 5,314,261 to Stephens; U.S. Pat. No. 5,651,635 to Nagle; U.S. Pat. No. 6,036,399 to Schalk U.S. Pat. No. 6,010,275 to Fitch; U.S. Pat. No. 6,637,971 to Carney III, et al; U.S. Pat. No. 6,220,576 to Chan; and U.S. Pat. No. 6,276,667 to Arthur;

The U.S. Pat. No. 6,010,275 to Fitch, for example, also requires numerous mechanical attachments in order to create a vehicular restraint device, i.e. a guardrail. The Fitch “Compression Guardrail” uses multiple constriction bands, or other fasteners, to secure the restraint device. After an impact in which any single element of the device is damaged, the entire system must be disassembled. Then the entire system must be reconstructed in order to return the restraint device to its operational condition.

The U.S. Pat. No. 6,036,399 to Schalk, for example, teaches a guardrail or crash barrier that includes barrier sections that are overlappingly joined in assembly. Each section includes a concave center segment co-joined to upper and lower convex sections. A special machine for assembling and aligning the sections with the support posts includes a hammer for forcing the support posts into the ground. The crash barrier is connected to the support post by a plurality of bolts. A crew of several people is required to install the aforementioned crash barrier, which is not cost-effective and time consuming.

Although the prior art guardrail assemblies and methods of installation of the guardrails are widely used today, these prior art designs have proven to be extremely complicated, non-cost and non-time effective, and therefore not efficient. The opportunity remains for a new design of the guardrail assembly, a tool for installing the guardrail assembly and a method, which is cost-effective, labor effective, time-effective and is aimed to eliminate fasteners and other mechanical interlocking devices for connecting the post to the panel and other problems associated with the prior art designs.

SUMMARY OF THE INVENTION

An installation system of the present invention is adaptable for transporting and installing a guardrail assembly having a plurality of spaced support posts and rails along the ground to act as a guide for redirecting an automotive vehicle away from hazards during deceleration and to prevent the automotive vehicle from leaving the road or the expressway, becoming airborne or rebounding into traveled lanes of traffic.

The installation system includes a vehicle. A manipulator is connected to the vehicle and is adaptable for selectively engaging and removing the support posts and the rails from the vehicle. A tool is connected to the manipulator. The tool is adaptable for inserting the support posts into the ground adjacent the periphery of the vehicle as the support post is removed by the manipulator from the vehicle. A staking tool interconnects the support posts with the rail by partially deforming the rail into the support post thereby snapping the rail by the support post as the manipulator engages the rail with the support post.

The present inventive concept includes an installation device for driving the support post into the ground. The installation device includes a base for holding, i.e. centering the support post. A support member extends from the base and includes a hammerpivotably connected to the support member for delivering a striking force to the support post thereby causing the support post to drive into the ground. An actuator extends from the base. The actuator is reciprocatingly movable relative to the base. The actuator is cooperable with the hammer for pivoting the hammer relative to the base in a repetitive mode for driving the support post into the ground thereby eliminating a clearance between the support post and the ground. A controller directs the actuator. The controller includes a computer that has an input/output interface, a central processor unit, a random access memory, i.e. RAM, and a read only memory, i.e. ROM. The input interface is electrically connected with the actuator. The controller is pre-programmed with the various dimensions and types of the support post and the ground data. The ROM stores a program, i.e. a comparative software that determines proper force and clearance information for achieving a perfect driving or inserting results as the support post is inserted in to the ground, as the controller regulates the speed of the reciprocating motion of the actuator thereby adjusting the striking force of the hammer.

The guardrail assembly includes the aforementioned support posts and the rail. The rail includes a construction and cross-sectional configuration commonly referred to as a Type 50. The rail has a height of about 32″ and has a base or flat portion extending substantially perpendicular to the ground and parallel the support post extending from the ground. The flat portion defines top and bottom ends. The bottom end extends to an inclined shoulder. Alternatively, the inclined shoulder may connect the flat portion to a bottom vertical side surface or a toe. The top end extends to a crown inclined in the direction different than the direction of the inclined shoulder. To provide maximum strength to the rail, the inclined shoulder and the crown are terminated into tubular beads or curls extending along the entire rail.

A pair of gussets are press-formed in the flat portion and extends outwardly into respective notches press-formed in the support post with each gusset being snapingly engaged within the notch thereby forming a rigid connection therebetween and preventing movement therebetween. Commonly, the rail has a length of about ten feet, but may be longer or shorter. Each rail is supported by four support posts spaced by a predetermined distance. The present invention includes a method for transporting and installing the guardrail assembly.

Accordingly, the subject invention overcomes the disadvantages of the prior art by providing the improved design of the guardrail assembly having self-connected support post and rail thereby eliminating a need for fasteners and other mechanical interlocking devices of the kind for connecting the support post to the rail, as suggested by the prior art.

Another advantage of the present invention is to provide an installation system having a vehicle adaptable for selectively engaging and removing the support posts and the rails from the vehicle, inserting the support posts into the ground and interconnecting the support posts with the rail by partially deforming the rail into the support post device thereby snapping the rail by the support post.

Still another advantage of the present invention is to provide an installation system to reduce a need for additional crew members required to manually interconnect the support posts with the rail.

BRIEF DESCRIPTION OF THE DRAWING

Other advantages of the present invention will be readily appreciated as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawing wherein:

FIG. 1 is a perspective fragmental view of a guardrail assembly of the present invention;

FIG. 2 is a front view of the guardrail assembly;

FIG. 3 is a cross sectional view of the guardrail assembly and a tire impacting the guardrail assembly;

FIG. 4 is a top view of an inventive installation station for installing the guardrail assembly wherein the installation station is movable by a truck;

FIG. 5 is a top view of an alternative embodiment of the installation station presented as a self-propelled unit;

FIG. 6A is a cross sectional view of a tool for staking the rail with the support post with the tool being shown in its first strike position;

FIG. 6B shows the guardrail assembly after the first strike of the tool;

FIG. 7A is a cross sectional view of the tool shown in its second strike position;

FIG. 7B shows the guardrail assembly after the second strike of the tool;

FIG. 8A shows a first alternative method of connecting the guardrail assembly;

FIG. 8B shows a second alternative method of connecting the guardrail assembly;

FIG. 8C shows a third alternative method of connecting the guardrail assembly;

FIG. 9A is a perspective view of the support post of the guardrail assembly;

FIG. 9B is a top view of the support post;

FIG. 9C is a cross sectional view of the support post;

FIG. 9D is a fragmental view of the support post;

FIG. 10 is a top view of another alternative embodiment of the installation station having an inventive devices for inserting the support posts into the ground; and

FIGS. 11A through 11C show a fragmental and partially cross sectional views of the inventive device illustrating sequential steps of inserting the support post into the ground.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring to FIGS. 1 and 2, an inventive guardrail assembly is generally shown at 10. The guardrail assembly 10 is installed along the ground G to act as a mechanical guide to redirect an automotive vehicle away from hazards during deceleration and to prevent the automotive vehicle from leaving the road or the expressway, becoming airborne or rebounding into traveled lanes of traffic. The guardrail assembly 10 includes several support posts, generally indicated at 12, and a rail, generally indicated at 14. The rail 14 includes a construction and cross-sectional configuration commonly referred to as a Type 50. The rail 14 has a height of about 32″. However, the inventive guardrail assembly 10 may include various dimensional parameters, as required by the government of different stated, in relation to the intrastate roadways or highways, and as required by the U.S. government in relation to the interstate highways.

The rail 14 has a connecting panel 16 extending substantially perpendicular to the ground and perpendicular to the support post 12 extending from the ground. The connecting panel 16 defines top and bottom ends. 18 and 20. The bottom end 20 extends to a shoulder 22, which extends downwardly at an obtuse angle to the connecting panel. Alternatively, as shown in phantom in FIG. 7A, the shoulder 22 interconnects the connecting panel 16 to a bottom vertical side 24 or a toe. The distal end 26 of the inclined shoulder 22 is located below the radius of the tire of the automotive vehicle impacting the rail 14 to redirect the automotive vehicle away from hazards during deceleration and to prevent the automotive vehicle from leaving the road or the expressway, becoming airborne or rebounding into the traveled lanes of traffic. The guard panel 18 extends to a crown 28 inclined in the direction different than the inclined shoulder 22, but also at an obtuse angle to the connecting panel 16. To provide maximum strength to the rail 14, the toe 24 and the crown 28 are terminated into to tubular beads or curls 30 and 32 extending along the entire rail 14. The curls 30 and 32 may be internal, i.e facing the support post 12 or external, i.e. facing the incoming automotive vehicle.

It is contemplated by the inventor that the shoulder 22 extends at an obtuse angle from the connecting panel 16 a sufficient length to space a distal end 26 of the shoulder below the smallest axis of the pivot point of a wheel so that upon contact, the tire T engages the shoulder 22 and is lifted upwardly redirecting the kinetic energy from the vehicle to reduce the impact force upon the assembly 10. Furthermore, the shoulder 22 extends further away from the connecting panel 16 than does the guard panel 28 so that the tire T first contacts the shoulder 22. Additionally, kinetic energy is absorbed by the assembly 10 when the shoulder 22 flexes relative to the connecting panel 16 as is represented by arrow 33 in FIG. 3. If the speed of the vehicle is high enough that the tire T rides upwardly on the assembly 10, the guard panel 28 deflects the tire in a downward direction further redirecting the vehicle back onto the roadway.

As best shown in FIG. 3, a pair of gussets or connectors 34 and 36 are press-formed in the connecting panel 16 extend outwardly into respective notches 38 and 40 press-formed in the support post 12 with each gusset 34 and 36 being snapingly engaged within the respective notches 38 and 40 thereby forming a fixed connection and preventing movement therebetween. Commonly, the rail 14 has a length of about 10 feet, but may be longer or shorter. As best illustrated in FIG. 2, each rail 14 is supported by four support posts 12 spaced from one and the other at a predetermined distance. Referring to FIGS. 1 and 3, the support post 12 includes a flat front surface 42 extending to sides 44 and 46, as best illustrated in FIGS. 9A through 9D. The notches 38 and 40 are formed in the mating surface 42 of the support post 12. FIGS. 1, 9A, 9B, and 9D show a pair of fingers of anchors 45 extending from the flat front surface 42 of the support post 12 to provide rigity and stability of the support post 12 inserted into the ground G.

As best shown in FIGS. 4 and 5, an installation system of the present invention is generally shown at 50. The installation system 50 is adaptable for transporting and assembling the rail 14 and the support posts 12 on the ground G. The installation system 50 is movable by a truck 51 or, as an alternative, may be independently movable as a self-propelled vehicle (the vehicle), generally indicated at 52 in FIG. 5. The installation system 50 has side walls 54 and 56 and end walls 58 and 60 defining a periphery. A pair of centering devices 61 is positioned at intersection of the side wall 54 and the end walls 58 and 60. Each centering device 61 is adaptable for drilling a hole in the ground by a retractable pin or bid (not shown) to mark the location of the guardrail assembly 10. An operator cabin 62 is located in the vehicle 52 to house an operator 64, who drives the vehicle 52 and/or controls the entire installation process. Preferably, a control panel 66 is defined in the cabin 62 to allow the operator 64 to control the installation process without living the cabin 62. Alternatively, the installation process is manually conducted.

A robotic manipulator, generally indicated at 70, is connected to the vehicle 52 and is adaptable to extend beyond the periphery of the vehicle 52. Preferably, the robotic manipulator 70 is located in the center of the vehicle 52. The robotic manipulator 70 includes a base 72, a tower 74, rotatable about the axis A, and an arm 76 adaptable for multi-axial movement for selectively engaging and removing the support posts 12 and the rail 14 from respective storage locations 78 and 80 defined in the vehicle 52. Other robotic manipulators or cranes, known to those skilled in the art, may be used with the vehicle 52.

A tool 82 is connected to the arm 76 and is adaptable for inserting the support posts 12 into the ground G adjacent the periphery of the vehicle 52 as the support posts 12 are removed by the robotic manipulator 70 from the vehicle 52 and placed into a plurality of retaining devices, generally indicated at 90 in FIG. 4, and spaced from one and the other and connected to the side wall 54 of the vehicle 52. Preferably, the vehicle 52 includes four retaining devices 90. Alternatively, the retaining devices 90 are spaced around the periphery of the vehicle 52. The retaining devices 90 are retractably extended from the side wall 54 and are pivotable about a pivot axis C to adapt to different operational angles beyond Each retaining device 90 is adaptable for holding the support post 12 as the support post 12 is inserted into the ground G. Preferably, each retaining device 90 is foldable relative the vehicle 52. Alternatively, the retaining devices 90 are retractable from the vehicle 52 as the installation procedure begins. A hammer or actuator (not shown) is cooperable with the tool 82 and is adaptable to come into contact with the support post 12 positioned in the retaining device 90 for forcing the support post 12 into the ground at a predetermined depth. The hammer is pivotably movable relative the tool 82.

As best illustrated in FIGS. 4 and 5, a second tool or staking tool, is generally indicated at 84. The staking tool 84 is positioned on the installation system 50. The staking tool 84 includes a staking mechanism adaptable for interconnecting the support posts 12 with the rail 14 by partially deforming the rail 14 into the support post 12 thereby snapping the rail 14 by the support post 12 as the robotic manipulator 70 engages the rail 14 with the support post 12. The staking mechanism includes an arm 104 extending in a cantilevered fashion from a housing 86 into a distal wrist portion 106 rotatable in multiaxial directions and extendable relative the arm 104 to facilitate staking operation at various angles and locations. Alternatively, the staking tool 84 is movable in multiaxial direction movable along a track (not shown) defined on the vehicle 52. The track may extend in parallel relationship with at least one of the side walls 54 and along the end walls 58, 60 of the vehicle 52.

As best shown in FIGS. 6A through 7B, the staking tool 84 includes a round rod-like drawing punch 108 and a cylindrical drawing die 110 are operably connected to the distal wrist portion 106. Each of the round rod-like drawing punch 108 and the cylindrical drawing die 110 presents an external surface 112 and an internal surface 114, respectively, adaptable for forming a snapping engagement between the support post 12 and the rail 14. Preferably, the round rod-like drawing punch 108 includes a secondary die 120 extending therefrom, as best shown in strike two in FIG. 7A to form a shaping lock between the gussets 34 and 36 formed in the rail 14 and the notches 38 and 40 formed in the support post 12. Alternatively, the tool 82 may include a folding device (not shown) adaptable for forming the rails 14 of various shapes.

FIGS. 8A through 8C illustrate various alternative methods of connection between the rail 14 and the support post 12. FIG. 8A shows the rail 14 being connected to the support post 12 by a fastener 300 extending there through and secured by a washer 302 and the like. FIG. 8B shows a gusset 304 having an anchoring edge 306 extending through an opening 308 defined in the support post 12 with the anchoring edge 306 extending beyond the opening 308 and having the diameter larger than the diameter of the opening 308. FIG. 8C shows a piston 310 interconnecting the rail 14 with the support post 12. Those skilled in the mechanical art will appreciate that many other connecting methods and mechanism may be utilized to connect the rail 14 being connected to the support post 12 without limiting the present inventive concept.

The present invention includes a method for transporting and installing the guardrail assembly 10. The method includes the step of positioning the support posts 12 in the retaining devices 90, respectively, in a sequential order as the support posts 12 are picked up by the robotic manipulator 70 from the vehicle 52. The next step includes inserting of each support post 12 into the ground by the hammer. The method further includes the step of removing the rail 14 from the vehicle 52 followed by the step of positioning the rail 14 in abutting engagement with the support posts 12.

Alluding to the above, the next step of the inventive method includes interconnecting the support post 12 with the rail 14 by partially deforming the rail 14 to form the gussets 34 and 36 and deforming the support post 12 to form the notches 38 and 40 with the gussets 34 and 36 extended or folded into the notches 38 and 40. To firmly hold the rail 14 with the support post 12, the inventive method includes the step of snapping the gussets 34 and 36 extending from the connecting panel 16 of the rail 14 by the notches 38 and 40 formed in the support post 12 by further deforming the notches 38 and 40 into the respective gussets 34 and 36 to rigidly interconnect the rail 14 with the support post 12 and prevent disengagement of the support post 12 from the rail 14.

FIGS. 10 through 11C illustrate an inventive insertion mechanism generally indicated at 200. The insertion mechanism 200 is connected to the vehicle 52. Alternatively, the insertion mechanism 200 may be movable as a separate application independent from the vehicle 52, as illustrated in FIGS. 10A through 10C, for driving the support post 12 into the ground G. The installation mechanism 200 includes a base or platform 202 supported by wheels (only one is shown at 204). A centering device 206 of the base 202 is designed for holding the support post 12 therein and centering the support post 12 perpendicularly to the ground G. A support tower 208 extends from the base 202. The support tower 208 present a tubular configuration to receive a shaft 210 telescopingly movable relative the tower 208. A hammer device 212 is pivotably connected to the tower 208. A hammer portion 214 is connected to the hammer device 212. The hammer portion 214 presents abutting engagement with the support post 12 to drive the same to the ground G. A first actuator, generally indicated at 216, extends from the base 202 and is cooperable with the hammer device 212. The first actuator 216 is movable between an extended position and a retracted position to pivot the hammer device 212 relative to the support tower 208 in a repetitive mode to deliver a striking force to the support post 12 thereby forcing the the support post 12 into the ground G thereby eliminating a clearance between the support post 12 and the ground G. A second actuator, generally indicated at 220, is cooperably with the tower 208 and is adaptable to apply the force to the hammer device 212 thereby forcing the hammer device toward the base 202 to increase the speed of pivotable motion of the hammer device 202. The first actuator 216 and the second actuator 220 are connected to a source of a power supply 222. Those skilled in the art will appreciate that other mechanical or electrical actuators may be used to pivotably move the hammer device 212 between the extended position and the retracted position.

A controller, shown in phantom at 224, is defined by a computer having an input/output interface, a central processor unit, a random access memory, i.e. RAM, and a read only memory, i.e. ROM. The input interface is electrically connected with the first actuator 216 and the second actuator 220. The controller 224 is pre-programmed with the various support post dimensions and types and the ground data, such as, for example, a pre-stored post data and a pre-stored ground data for regulating the speed of the reciprocating motion of the first and second actuators 216 and 220 thereby adjusting the striking force of the hammer device 212. The ROM stores a program, i.e. a comparative software that integrates the pre-stored post data and the pre-stored ground data to determine proper force and regulate clearance information between the support post 12 and the ground G for achieving a perfect driving, i.e. inserting results as the support post 12 is inserted in to the ground G.

While the invention has been described with reference to an exemplary embodiment, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope thereof. Therefore, it is intended that the invention not be limited to the particular embodiment disclosed as the best mode contemplated for carrying out this invention, but that the invention will include all embodiments falling within the scope of the appended claims.

Claims

1. A guardrail assembly for use on a roadway for deflecting a vehicle from leaving the roadway, comprising: a plurality of support posts extending in a vertical direction having a mating surface; a rail extending generally parallel to the roadway and having a connecting panel affixed to said mating surface of said support post, and being disposed between a guard panel and shoulder of said rail, each of said guard panel and said shoulder projecting outwardly away from said plurality of support post at an obtuse angle to said connecting panel to a distal end, said shoulder extending downwardly toward said roadway a distance sufficient to receive a tire of the vehicle and force the tire in a vertical direction thereby diffusing kinetic energy of the vehicle, said guard panel being spaced from said shoulder a distance sufficient to receive the tire being redirected in a vertical direction thereby redirecting the vehicle onto the roadway.

2. The assembly set forth in claim 1, wherein said shoulder is flexible to absorb kinetic energy from the vehicle.

3. The assembly set forth in claim 1, wherein said shoulder includes a distal end having a curled section providing strength to said shoulder.

4. An installation device for driving a post into a ground comprising: a base for holding the post, a support extending from said base, a hammer pivotably connected to said support for driving the post into the ground, and an actuator extending from said base and cooperable with said hammer for pivoting said hammer relative to said support in a repetitive mode for driving the post into the ground thereby eliminating a clearance between the post and the ground.

5. The assembly set forth in claim 1, wherein said guard panel is cooperable with said shoulder to receive the tire redirected in a vertical direction downwardly toward the roadway.

6. The assembly set forth in claim 4, wherein said guard panel includes a distal end having a curled section providing strength to said shoulder.

7. The assembly set forth in claim 1, wherein said mating surface and said connecting surface are deformed into an interlocking relationship thereby affixing said rail to said support posts.

8. The assembly set forth in claim 1, wherein said mating surface and said connecting surface are affixed with a fastener.

9. The assembly set forth in claim 1, wherein said support posts include a hook for retention when said support posts are driven into the ground.

10. The assembly set forth in claim 1, wherein said assembly is formed from a Type 50 cross-sectional configuration.

11. The assembly set forth in claim 1, wherein said shoulder of said rail includes a lowermost point positioned below an axis defined by the tire impacting the guardrail assembly.

12. A method for transporting and assembling a guardrail having at least one support post and rail along the ground, said method comprising the steps of: selectively engaging and removing the at least one support post and the rail from the vehicle; inserting the at least one support post into the ground as the at least one support post is removed from the vehicle; and interconnecting the at least one support post with the rail by partially deforming the rail to form a first connector extending into a second connector formed in the at least one support post; and snapping the first connector formed in the rail by the second connector formed in the at least one support post.