Crash attenuator with cable and cylinder arrangement for decelerating vehicles
View Patent ↗An improved crash attenuator that uses a cable and shock arresting cylinder arrangement to control the rate at which a vehicle impacting the crash attenuator is decelerated to a safe stop is disclosed. The crash attenuator is comprised of a front section and a plurality of mobile sections with overlapping angular corrugated side panels. When the crash attenuator is impacted by a vehicle, the front section and mobile sections telescope down in response, and thus, are effectively longitudinally collapsed. For this purpose, the sections are slidably mounted on at least one guiderail that is attached to the ground. Positioned preferably between two guiderails is the cable and cylinder arrangement that exerts a force on the front section to resist the backward movement of the front section when struck by an impacting vehicle using a varying restraining force to control the rate at which an impacting vehicle is decelerated to safely stop the vehicle. The side panels can also be used in a guardrail configuration. A variety of transition arrangements to provide a smooth continuation from the crash attenuator to a fixed obstacle protected by the crash attenuator.
1. A crash attenuator comprising:
a plurality of guiderails attached to the ground;
an impact structure rotatably mounted on the plurality of guiderails;
at least one mobile structure movably mounted on the plurality of guiderails behind the impact structure and capable of stacking with the impact structure upon a vehicle impacting the impact structure;
a cylinder located between the guiderails, the cylinder including a piston rod extending from a first end of the cylinder;
a first plurality of sheaves positioned at a second end of the cylinder;
a second plurality of sheaves positioned at a first end of the piston rod; and
a cable connected to the impact structure and looped around the first and second pluralities of sheaves, wherein the cable and cylinder apply to the impact structure a varying force to resist the impact structure translating away when impacted by a vehicle to thereby decelerate the vehicle at or below a predetermined rate of deceleration.
2. The crash attenuator recited in claim 1 , wherein the crash attenuator is further comprised of a stationary tube mounted at the front of the crash attenuator, the cable running through the tube from the impact structure to the first plurality of sheaves.
3. The crash attenuator recited in claim 1 , wherein the guiderails are attached by a plurality of anchors to the ground.
4. The crash attenuator recited in claim 1 , wherein the impact structure is a sled that is a lattice structure mounted on a plurality of wheel assemblies engaging the first and second guiderails.
5. The crash attenuator recited in claim 1 further comprising a plurality of brackets supporting the mobile structures on the guiderails and engaging the guiderails to prevent lateral motion of the mobile structures caused by a vehicle striking the crash attenuator in a direction other than a direct frontal impact.
6. The crash attenuator recited in claim 1 further comprising a transition structure for connecting an end mobile structure to a fixed obstacle, and wherein the fixed obstacle is a thrie-beam guardrail, and wherein the transition structure is comprised of a first section joined to a pair of vertical supports and a tapering second section joined to a third vertical support, the tapering section serving to reduce the vertical dimension of the transition section to the smaller dimension of the thrie-beam guardrail, the first section extending the flat ridges, flat grooves, and flat slanted middle sections of the side panels, the tapering second section including the flat ridges, flat grooves, and flat slanted middle sections angled to meet and overlap the thrie-beam's curved peaks and valleys, the two bottommost flat ridges of the tapering second section meeting together to form with their corresponding flat grooves and flat slanted middle sections an overlap of the bottommost curved peak and valley of the thrie-beam.
7. The crash attenuator recited in claim 1 further comprising a transition structure for connecting an end mobile structure to a fixed obstacle, and wherein the fixed obstacle is a jersey barrier, and wherein the transition section is a tapering panel including a plurality of corrugated indentations of varying length to accommodate a taper to a smaller dimension of the jersey barrier, the plurality of corrugations extending the flat ridges, flat grooves, and flat slanted middle sections of the side panels and providing additional structural strength.
8. The crash attenuator recited in claim 1 further comprising a transition structure for connecting an end mobile structure to a fixed obstacle, and wherein the fixed obstacle is a concrete barrier, and wherein the transition section is a pair of transition panels extending between the at least one second structure and the concrete barrier, each of the transition panels including a pair of corrugated indentations that extend the flat ridges, flat grooves, and flat slanted middle sections of the side panels and that provide additional structural strength.
9. The crash attenuator recited in claim 1 , further comprising a transition structure connecting the at least one second structure to a fixed obstacle positioned alongside a roadway, and wherein the fixed obstacle is a W-beam guardrail, and wherein the transition section is a pair of transition panels extending between the at least one second structure and the W-beam guardrail the first section extending the flat ridges, flat grooves, and flat slanted middle sections of the side panels, the tapering second section including flat ridges, flat grooves, and flat slanted middle sections that are angled to meet and overlap the W-beam's curved peaks and valleys, the two topmost and the two bottommost flat ridges of the tapering second section meeting together to form, with their corresponding flat grooves and flat slanted middle sections, overlaps of the top and bottom curved peaks and the valley of the W-beam.
10. The crash attenuator recited in claim 1 , further comprising a plurality of guide rings for protecting the cable as it runs from the first section to the cylinder.
11. The crash attenuator recited in claim 1 , wherein the cylinder includes a plurality of orifices for transferring hydraulic fluid from a first compartment to a second compartment of the cylinder as the piston rod is extended out of the cylinder by the cable as the impact structure translates away from the impacting vehicle, the cable and cylinder exerting a varying force to resist the impact structure translating away as the piston rod is extended out of the cylinder.
12. The crash attenuator recited in claim 1 , wherein the cable is a steel rope cable.
13. The crash attenuator recited in claim 1 , wherein the cable is a metallic cable having a tensile strength of at least 27,500 lbs.
14. The crash attenuator recited in claim 1 , wherein the cable is a non-metallic cable having a tensile strength of at least 27,500 lbs.
15. The crash attenuator recited in claim 1 , wherein the cable is a chain.
16. The crash attenuator recited in claim 1 , wherein the cable is a nylon rope cable.
17. The crash attenuator recited in claim 1 , further comprising a plurality of cylinders for applying to the first structure the varying force.
18. The crash attenuator recited in claim 1 , further comprising a plurality of cables running between the cylinder and the first structure.
19. The crash attenuator recited in claim 1 , further comprising a plurality of cylinders and a plurality of corresponding cables running between the cylinders and the first structure.
20. The crash attenuator recited in claim 1 , further comprising multiple cylinders positioned in tandem and corresponding multiple, compressible piston rods attached to a movable plate on which the second plurality of sheaves are mounted.
21. The crash attenuator recited in claim 1 , further comprising multiple cylinders positioned in tandem, corresponding multiple, extendable piston rods, and corresponding multiple cables terminated at the end of the multiple, extendable piston rods after being looped around the first and second pluralities of sheaves.
22. The crash attenuator recited in claim 1 further comprising a transition structure connecting the at least one second structure to a fixed obstacle positioned alongside a roadway.
23. The crash attenuator recited in claim 1 , wherein the at least one mobile structure is capable of stacking within the impact structure upon a vehicle impacting the impact structure.
24. The crash attenuator recited in claim 1 , further comprising a plurality of mobile structures, and wherein the plurality of mobile structures are capable of stacking within the impact structure upon a vehicle impacting the impact structure.
25. The crash attenuator recited in claim 1 , further comprising a plurality of mobile structures, and wherein the last mobile structure trailing the impact structure is capable of stacking within it the impact structure and the remaining mobile structures upon a vehicle impacting the impact structure.
26. The crash attenuator recited in claim 1 , wherein the cylinder includes a plurality of orifices for transferring pneumatic fluid from a first compartment to a second compartment of the cylinder as the piston rod is compressed into the cylinder by the cable as the impact structure translates away from the impacting vehicle, the cable and cylinder exerting a varying force to resist the impact structure translating away as the piston rod is compressed into the cylinder.
27. The crash attenuator recited in claim 1 , wherein the cylinder includes a plurality of orifices for transferring pneumatic fluid from a first compartment to a second compartment of the cylinder as the piston rod is extended out of the cylinder by the cable as the impact structure translates away from the impacting vehicle, the cable and cylinder exerting a varying force to resist the impact structure translating away as the piston rod is extended out of the cylinder.
28. The crash attenuator recited in claim 1 , wherein the impact structure has a predefined mass and the piston rod is compressible within the cylinder at a predefined rate that limits the resistance applied to the vehicle until an unsecured occupant impacts the vehicle's interior surface after which the resistance is increased to safely stop the vehicle at a relatively constant g-force.
29. The crash attenuator recited in claim 28 , wherein the velocity of impact with the vehicle's interior by an unsecured occupant of the impacting vehicle is less than 12 meters per second.
30. The crash attenuator recited in claim 28 , wherein the velocity of impact with the vehicle's interior by an unsecured occupant of the impacting vehicle is less than or equal to 12 meters per second.
31. The crash attenuator recited in claim 1 , wherein the cylinder includes a plurality of orifices for transferring hydraulic fluid from a first compartment to a second compartment of the cylinder as the piston rod is compressed into the cylinder by the cable as the impact structure translates away from the impacting vehicle, the cable and cylinder exerting a varying force to resist the impact structure translating away as the piston rod is compressed into the cylinder.
32. The crash attenuator recited in claim 31 , wherein the cable slides around the first and second plurality of sheaves and thereby extends the piston rod out of the cylinder and causes friction between the cable and the sheaves.
33. The crash attenuator recited in claim 31 , wherein the cable slides around the first and second plurality of sheaves and thereby compresses the piston rod into the cylinder and causes friction between the cable and the sheaves that contributes to the deceleration of the vehicle.
34. The crash attenuator recited in claim 33 , wherein the sheaves are pinned to prevent them from rotating as the cable slides around them.
35. The crash attenuator recited in claim 33 , wherein the cable is formed from a non-metallic material and wherein the cylinder has orifices that are sized to decrease the amount of hydraulic fluid that can move from a first compartment of the cylinder to a second compartment of the cylinder to compensate for a reduced amount of friction resulting from the cable sliding around the sheaves.
36. The crash attenuator recited in claim 35 , wherein each of the cylinders has a piston rod that is extendable out of the cylinder.
37. The crash attenuator recited in claim 35 , wherein each of the cylinders has a piston rod that is compressible within the cylinder.
38. The crash attenuator recited in claim 1 , wherein the impact structure is comprised of a pair of side panels mounted on a lattice structure formed from plurality of support members joined together by a plurality of cross-members.
39. The crash attenuator recited in claim 38 wherein the each of the mobile structures is comprised of a pair of side panels mounted on a pair of support members joined together by a pair of cross-members.
40. The crash attenuator recited in claim 1 further comprising a plurality of overlapping side panels mounted on support members included in the impact and mobile structures.
41. The crash attenuator recited in claim 40 , wherein each of the overlapping side panels includes at least two slits and wherein the crash attenuator further comprises at least two keeper bolts, each bolt protruding through a corresponding slit to prevent the panel from moving laterally or vertically.
42. The crash attenuator recited in claim 40 , wherein the plurality of side panels overlap one another so as to be capable of translating over and stacking onto one another when the impact structure and the mobile structures are caused to translate together upon a vehicle colliding with the impact structure.
43. The crash attenuator recited in claim 40 , wherein each of the side panels includes a plurality of angular corrugations comprised of a first plurality of flat ridges, a second plurality of flat grooves, and a third plurality of flat slanted middle sections extending between the ridges and grooves.
44. The crash attenuator recited in claim 43 , wherein each side panel's two outer grooves includes a slit through which passes a side-keeper bolt that allows the side panel to overlap a succeeding corrugated side panel.
45. The crash attenuator recited in claim 43 , wherein at each side panel's leading edge, the ridges, grooves and middle sections are coextensive with one another so as to form a straight leading edge.
46. The crash attenuator recited in claim 43 , wherein at each side panel's trailing edge, the ridges, grooves and middle sections are not coextensive with one another, whereby the grooves extend longitudinally further than the ridges, so as to form in combination with the middle sections extending between them a corrugated trailing edge.
47. The crash attenuator recited in claim 43 , wherein each of the middle sections adjacent to each ridge has a curved portion to accommodate the bent portion of each ridge and to prevent a vehicle reverse impacting the crash attenuator from getting snagged by the trailing edge of the panel.
48. The crash attenuator recited in claim 43 , wherein the middle sections form an angle greater than or equal to 14° but less than or equal to 65°.
49. The crash attenuator recited in claim 43 , wherein a portion of the trailing edge of each ridge is bent toward the succeeding ridge to preclude a vehicle reverse impacting the crash attenuator from getting snagged by the trailing edge of each panel.
50. The panel recited in claim 49 , wherein the corrugated trailing edge has a trapezoidal-like profile.
51. The crash attenuator recited in claim 43 , wherein each of the second structures further comprises a plurality of first gussets mounted on the support members so as to be positioned under the plurality of flat ridges.
52. The crash attenuator recited in claim 51 , wherein each of the second structures further comprises a plurality of second gussets mounted on the support members, each of the second gussets being attached to a corresponding first gusset to reinforce the first gusset.
53. The crash attenuator recited in claim 51 , wherein there is a gap between each of the first ridges and a corresponding one of the first gussets positioned underneath the first ridge.
54. The crash attenuator recited in claim 43 , wherein each of the second structures further comprises a pair of first gussets mounted on each side of the second structure's support members so as to be positioned under the top and bottom flat ridges of each of the side panels mounted on the second structure's support members.
55. The crash attenuator recited in claim 1 , wherein the cylinder includes a piston rod having a stroke that provides a mechanical advantage ratio between the stroke of the cylinder and the travel distance of the vehicle for stopping.
56. The crash attenuator recited in claim 1 , wherein the mechanical advantage ratio is 6 to 1.
57. The crash attenuator recited in claim 1 , wherein the crash attenuator includes a plurality of mobile frames which are capable of being pulled out along the plurality of guiderails so as to reset the crash attenuator after being impacted by a crashing vehicle.
58. The crash attenuator recited in claim 57 further comprising of a plurality of pins in the sheaves that can be removed to allow rotation of the sheaves and eliminates friction during resetting of the crash attenuator after impact.
59. A vehicle crash attenuator comprising:
first means for bearing vehicle impacts;
a plurality of second means for bearing vehicle impacts, said second means being capable of stacking within said first impact bearing means and within preceding second impact bearing means, upon said first impact bearing means being impacted by a vehicle;
means for mounting said first and second impact bearing means, said first impact bearing means being rotatably mounted on said mounting means, said second impact bearing means being slidably mounted on said mounting means behind said first impact bearing means; and
means for applying to said first impact bearing means a varied force to resist said first impact bearing means moving away from a vehicle impacting said first impact bearing means to thereby decelerate the vehicle at or below a predetermined rate of deceleration.
60. The crash attenuator recited in claim 59 further comprising a plurality of means mounted on said first and second impact bearing means for shielding said first and second impact bearing from side impacts by vehicles, said side shielding means overlapping one another so as to be capable of translating over and stacking within one another when the first and second impact bearing means are caused to translate together upon a vehicle impacting the first impact bearing means.
61. The crash attenuator recited in claim 59 , further comprising transition means for connecting at least one second impact bearing means to an obstacle positioned alongside a roadway.
62. The crash attenuator recited in claim 59 further comprising means for generating frictional forces to further resist said first impact bearing means moving away from a vehicle impacting said first impact bearing means.