Patent Application
20180238003
This invention relates to apparatus for absorbing energy when impacted by a vehicle. More specifically, the apparatus relates to a guardrail crash absorbing assembly utilized as a barrier which dissipates the energy caused by impact of a moving vehicle impacting the assembly.
It is well known to provide impact absorbing systems, often called “crash attenuators” or “crash cushions” in association with guardrails. The guardrails may be disposed along roadways or utilized adjacent to rigid structures such as pillars, bridge abutments, lighting poles and the like for the purpose of absorbing vehicle impact energy and minimizing the effects of impact on the vehicle, vehicle occupants and any ancillary structure being protected.
There are many forms and types of energy absorbing barriers. The following patents are believed to be representative of a variety of crash attenuator systems including patents disclosing such systems on or in connection with guardrails employing a plurality of overlapping side panels which are relatively movable and telescope in the event of a vehicle collision with the crash attenuator system: U.S. Pat. No. 8,596,617, issued Dec. 3, 2013, U.S. Pat. No. 8,491,216, issued Jul. 23, 2013, U.S. Pat. No. 7,926,790, issued Apr. 19, 2011, U.S. Pat. No. 5,022,782, issued Jun. 11, 1998, U.S. Pat. No. 5,851,005, issued Dec. 22, 1998, U.S. Pat. No. 7,699,293, issued Apr. 20, 2010, U.S. Pat. No. 8,360,400, issued Jan. 29, 2013, U.S. Pat. No. 7,516,945, issued Apr. 14, 2009, U.S. Pat. No. 7,059,590, issued Jun. 13, 2006, U.S. Pat. No. 6,173,943, issued Jan. 16, 2001, U.S. Pat. No. 6,022,003, issued Feb. 8, 2000, U.S. Pat. No. 5,947,452, issued Sep. 7, 1999, U.S. Pat. No. 7,111,827, issued Sep. 26, 2006, U.S. Pat. No. 7,210,874, issued May 1, 2007, U.S. Pat. No. 7,101,111, issued Sep. 5, 2006, U.S. Pat. No. 6,536,985, issued Mar. 25, 2003, U.S. Pat. No. 6,505,820, issued Jan. 14, 2003, U.S. Pat. No. 6,293,727, issued Sep. 25, 2001, U.S. Patent App. Pub. No. US 2006/0011900, published Jan. 19, 2006, U.S. Patent App. Pub. No. US 2006/0193688, published Aug. 31, 2006, U.S. Patent App. Pub. No. US 2007/0252124, published Nov. 1, 2007, and Korean Patent No. KR102015011765A, issued Oct. 6, 2015.
The present invention relates to a crash absorbing assembly.
The assembly includes an elongated first rail panel having a first rail panel front portion and a first rail panel rear portion.
The assembly also includes an elongated second rail panel having a second rail panel front portion and a second rail panel rear portion, the first rail portion rear portion and the second rail panel front portion being in side to side, overlapping relationship at a panel joint.
An end impact structure is operatively associated with the first rail panel and responsive to vehicle frontal impact on the end impact structure to move the first rail panel rearwardly lengthwise along the second rail panel.
A braking structure is at the panel joint for dissipating kinetic energy during sliding of the first rail panel relative to the second rail panel and absorb impact forces caused by rail vehicle impact on the end impact structure. The first rail panel defines a rail panel opening and the braking structure includes a tooth projecting from the second rail panel positioned in and extending through the first rail panel opening.
The tooth has a cutting portion for making a longitudinal cut in the first rail panel extending from the first rail panel opening responsive to endwise vehicle impact on the end impact structure.
Other features, advantages and objects of the present invention will become apparent with reference to the following description and accompanying drawings.
Referring now to the drawings, a guardrail crash absorbing assembly constructed in accordance with the teachings of the present invention includes elongated first rail panel 10 having a first rail panel front portion 12 and a first rail panel rear portion 14. In the arrangement illustrated, there are three such assemblies, each defined by and identified by numeral 2.
The assembly also incorporates an elongated second rail panel 16 having a second rail panel front portion 18 and a second rail panel rear portion 20.
The first rail panel rear portion 14 and the second rail panel front portion 18 are in side by side, overlapping relationship at a panel joint.
An end impact structure including an impact head 22 is operatively associated with the first rail panel and responsive to vehicle frontal impact on the impact head to move the first rail panel rearwardly lengthwise along the second rail panel.
The impact head is attached to the first rail panel front portion of the most upstream assembly 2 and to a front support post 24 by screws, bolts or other suitable mechanical connectors.
Braking structure is located at the panel joint for dissipating kinetic energy during sliding of the first rail panel relative to the second rail panel and absorb impact forces caused by vehicle impact on the end impact structure. The first rail panel front portion defines a first rail panel openings 28 and the braking structure includes teeth 30 projecting from the second rail panel positioned in and extending through openings 28. As will be described in greater detail below, each tooth 30 has a cutting portion. The cutting portion of tooth 30 is utilized to make a longitudinal cut in the first rail panel extending from the rail panel openings 28 responsive to vehicle impact on the end impact structure. Thus, in the arrangement shown three longitudinal cuts are formed.
The braking structure at each assembly 2 additionally comprises a coupling structure at the panel joint defining coupling structure openings 29 in communication with the first rail panel openings 28, the teeth 30 located in and passing through both the rail panel openings 28 and the coupling structure openings 29.
More particularly, the coupling structure at each assembly includes a front slider section 32 in engagement with the first rail panel. The coupling structure also includes back slider structure 34 in engagement with the second rail panel 16. The front slider section 32 and the back slider section 34 are secured together and exert opposed forces on the first rail panel and the second rail panel at the friction joint.
The front slider section and the back slider section are secured together by mechanical connectors 36 adjustable to vary the opposed forces and vary the degree of engagement between the first rail panel and the second rail panel.
A plurality of support posts 38 are disposed along the length of the guardrail to support the rail panels thereof. At each assembly the back slider section 34 is attached to the guardrail support post 38 supporting the first rail panel rear portion and the second rail panel front portion at the panel joint.
Teeth 30 extend outwardly and the teeth have a cutting portion 40. The cutting portion 40 is positioned in rail panel opening 28 of the first rail panel. Upon rearward movement of the first rail panel caused by vehicle impact the teeth will cut strips 50 from the first rail panel and form longitudinal cuts 52, as shown in
Teeth 30 also serve functions relating to the structural and operative integrity of the components at the panel joint. Teeth 30 have a hook end 54 engaging the outer surface of the front slider section.
In the event of sideways vehicle impact on the guardrail at or near the panel joint the connection between the structural components at the panel joint will remain intact and operable to redirect the vehicle along the guardrail in many instances. One of the teeth 30 at two of the assemblies is attached to and extends from an elongated strut 60 extending diagonally downwardly from support post 38 to an adjacent upstream support post 38 to add stability and strength to the system. That particular tooth passes through an elongated opening or slot 62 in the second rail front portion and slots in at least partial registry therewith formed in the first rail rear portion and front slider section.
As illustrated, and as referenced above, the guardrail crash absorbing assembly described above comprises one of a plurality of operatively associated and interconnected guardrail crash assemblies of like construction which operate consecutively during a frontal vehicle crash on the end impact structure to collapse and absorb crash energy. Three crash absorbing assemblies of like construction are identified by the number 2 in
The back slider sections at the friction joints include abutment structures 74 in the form of L-shaped brackets attached by bolts and having reinforced bends which project both forwardly and rearwardly so that adjacent braking structures engage and prevent bottoming out of adjacent guardrail sections during guardrail collapse and limit relative outward flaring therebetween.
