U.S. patent number 3,591,144 [Application Number 05/009,522] was granted by the patent office on 1971-07-06 for shock-absorbing coverings.
Invention is credited to Stig Bertil Iving.
United States Patent |
3,591,144 |
Iving |
July 6, 1971 |
SHOCK-ABSORBING COVERINGS
Abstract
A covering for objects that are exposed to impacts, such as road
and bridge parapets, guiding curbs, motorcar bumpers, central
reserve guard rails for expressways etc. The covering comprises a
jacket of resilient material with a hollow space therein in which a
damping material, preferably sand, is enclosed. The hollow space
has a volume greater than the damping material, whereby the latter
can expand when the covering is exposed to an impact.
Inventors: |
Iving; Stig Bertil (Malmo,
SW) |
Family
ID: |
20258774 |
Appl.
No.: |
05/009,522 |
Filed: |
February 9, 1970 |
Foreign Application Priority Data
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Feb 10, 1969 [SW] |
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1749/69 |
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Current U.S.
Class: |
404/6; 404/10;
256/13.1 |
Current CPC
Class: |
E01F
9/669 (20160201); E01F 15/0453 (20130101) |
Current International
Class: |
E01F
15/04 (20060101); E01F 9/03 (20060101); E01F
9/011 (20060101); E01F 15/02 (20060101); E01f
015/00 () |
Field of
Search: |
;256/1,13.1,59 ;94/1.5
;293/1,86,62,68 ;273/55R |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Taylor; Dennis L.
Claims
I claim:
1. In a road guard rail structure composed of longitudinal beams
parallel to the roadway and vertical uprights supporting said
beams, an envelope, a hollow space in said envelope, a recess in
one side of the envelope for receiving the beams, a damping
material, and flanges projecting on either side of the recess in
the envelope, said damping material being disposed in said hollow
space and having a volume smaller than said hollow space, said
recess having a depth exceeding half the height of the envelope,
and said flanges on either side of the recess being connected with
the road guard rail structure.
2. A road guard rail structure as claimed in claim 2, wherein said
envelope is composed of successive individual sections which are
restrictedly movable relative to said beams.
3. A road guard rail structure as claimed in claim 2, wherein
channels are secured between the vertical uprights with upwardly
facing mouths for receiving said flanges.
4. In a road guard rail structure composed of longitudinal beams
parallel to the roadway and vertical uprights supporting said
beams, an envelope, a hollow space in said envelope, a recess in
one side of the envelope for receiving the beams, a damping
material, and flanges projecting on either side of the recess in
the envelope, a casing on the envelope, lighting means on the
casing, and means for supplying electric power to the lighting
means to cause them to be lit, said damping material being disposed
in the hollow space and having a volume smaller than said hollow
space, said recess having a depth exceeding half the height of the
envelope, and receiving means attached to and extending between the
uprights and adapted to receive said flanges.
5. A road guard rail structure as claimed in claim 4, wherein the
envelope is of polyethylene and said damping material is sand.
6. A road guard rail structure as claimed in claim 4, wherein said
envelope is composed of successive individual sections which are
restrictedly movable relative to said beams.
Description
In recent years, traffic safety research has devoted an ever
increasing interest to the function of shock-absorbing devices,
particularly bridge parapets and road guard rails for highways and
expressways, but also motorcar bumpers. It has been established
that suitable constructions of this kind effectively contribute to
reducing accidents. The term "suitable constructions" in this
context implies that the guard structures should not be too heavy
and rigid but neither too resilient. Fundamentally, the problem of
manufacturing suitable guard rails can be considered as solved
already with regard to preventing motorcars from leaving the
roadway but it has proved that this often takes place at the
sacrifice of serious injuries and at the cost of both the colliding
motorcar and its driver and passengers. If the impact of vehicles
against the guard rail could be damped the injuries suffered in the
collision could be further reduced.
The present invention has for its object to provide a
shock-absorbing structure of this type, which is realized by means
of a covering for the parapet, guard, rail etc., said covering
comprising a jacket or envelope of suitable resilient material,
such as polyethylene, and a damping material, preferably sand,
predominantly filling out said jacket or envelope.
The invention will be more fully described in the following,
reference being had to the accompanying drawings in which:
FIG. 1 is a vertical section of a shock-absorbing covering
according to the invention;
FIG. 2 is a horizontal section of the covering in FIG. 1.
The illustrated shock-absorbing covering according to the invention
is mounted on a guard rail of the type which is placed between the
roadways of an expressway. The guard rail comprises vertical
uprights 10, preferably of the profile shown in FIG. 2, which are
secured in the ground. A U-shaped beam 11 is secured to the upper
ends of the uprights 10 to extend between them. The beam 11 is
connected to the uprights preferably by screws. A shock-absorbing
covering generally designated 12 is placed on the guard rail which
is composed of the parts 10 and 11. The covering 12 is a jacket or
envelope 13 of polyethylene or some other suitable plastics
material. The envelope 13 is approximately square and has a recess
14 which opens at the underside of the envelope and has a depth
exceeding half the height of the envelope, and a width
corresponding to that of the parts 10 and 11. At the sides facing
the two roadways the envelope 13 has bumper ribs 15. The envelope
contains a filling of sand 16. The sand 16 does not fill out the
envelope 13 entirely, but leaves an expansion space 17 above the
sand. The envelope 13 is preferably manufactured by injection
molding in lengths of about 5 meters. The sand is filled into the
envelope through holes therein, which are then closed by
welding.
The covering 12 is mounted on the rail 10, 11 in the manner
illustrated in FIG. 1. For additionally supporting the envelope on
the rail a beam 18 is provided. It is connected to the uprights 10
in the same manner as the beam 11 and has two channels 19, 20 in
which to receive flanges 21 and 22, respectively, projecting from
the envelope 13 on either side of the recess 14. The covering can
be secured to the rail 10, 11 in any desired manner whatever. It is
preferably mounted by clamping action on the rail or is shrunk
thereonto, whereby a certain mobility is attained relative to the
rail. It is also possible to secure the covering by adhesive
bonding or by screwing. It is essential that the covering is simple
to mount at the site and that damaged parts are easily
exchangeable.
The height of the rail with the covering mounted in position
thereon is preferably about 1 meter, and the total width of the
covering may be of the size of e.g. 0.5 meter.
When a motorcar collides with the described rail and the covering
thereon those parts of the motorcar most suited to absorb impacts
will hit the rail. The impact will be damped by reason of the sand
filling expanding in the envelope 13 and also by reason of the
possible displacement of the covering 12 longitudinally of the
rail. A further important feature is that the rail 10 does not have
any parts that can penetrate into the motorcar, thereby causing
injury to the driver and the passengers.
As will appear from FIG. 1, the covering 12 can have on its upper
side a particular casing 23 which can either be formed in one piece
with the envelope 13 or be an individual part secured thereto. The
casing 23 accommodates lamps 24 and conductors 25 which may also be
placed in a tubular conduit at the point designated 26 in the
interior of the envelope 13. With this arrangement of the lamps 24
it is possible to provide directional light for the roadways, or
warning light that can be lit on either side of a scene of
accident. Serving as directional light, the lamps 24 can easily be
switched on and off automatically so that a motorcar itself can
switch on lamps 1 or 2 kilometers ahead of the motorcar, whereupon
these lamps are extinguished after a given period of time. It is
also possible to switch on the lamps from a central point and to
have the lamps blink in a certain section if an accident has
happened in this section.
As already mentioned the illustrated embodiment of the covering is
meant to be placed on a rail between the roadways of an expressway,
but it is self-explanatory that the covering can readily be adapted
for mounting on bridge parapets and like guard structures. In that
case, only half the envelope 13 illustrated in FIG. 1 need be used
and said envelope can have its top provided with a hook-shaped
portion with or without sand filling, which is placed about the
upper beam of the bridge parapet, while the envelope at the bottom
has a flange corresponding to flange 22 and received in a
supporting rail in the same manner as said flange 22. A covering
for a bridge parapet can also suitably have a flange 22 both at the
top and at the bottom and be secured by means of two spaced
U-shaped means which are secured to the bridge parapet with facing
openings. The covering may of course also be placed on vehicles,
particularly on the bumpers thereof or in such a way as to form a
complete vehicle front.
* * * * *