U.S. patent number 3,643,924 [Application Number 05/075,074] was granted by the patent office on 1972-02-22 for highway safety device.
This patent grant is currently assigned to Fibco, Inc.. Invention is credited to John C. Fitch.
United States Patent |
3,643,924 |
Fitch |
February 22, 1972 |
HIGHWAY SAFETY DEVICE
Abstract
A highway safety device for deflecting or decelerating a vehicle
as it approaches a highway hazard comprising a deformable
container, the lower portion of which is filled with a low mass,
collapsible core structure, and the upper portion of which contains
a high-density dispersable mass, such as sand. In one form the
device includes an attached or free-standing external guard rail.
An impact attenuation system is also provided including the
deformable container and an array of separate sacrificial
containers each filled with a dispersable mass.
Inventors: |
Fitch; John C. (Falls Village,
CT) |
Assignee: |
Fibco, Inc. (Hartford,
CT)
|
Family
ID: |
22123378 |
Appl.
No.: |
05/075,074 |
Filed: |
September 24, 1970 |
Current U.S.
Class: |
256/13.1; 404/6;
256/1 |
Current CPC
Class: |
E01F
15/146 (20130101) |
Current International
Class: |
E01F
15/00 (20060101); E01F 15/14 (20060101); E01f
015/00 () |
Field of
Search: |
;256/13.1,1 ;94/1.5
;188/32,30,1 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Taylor; Dennis L.
Claims
I claim:
1. A deceleration barrier assembly adapted to be positioned
adjacent to a highway hazard comprising an elongated deformable
container of decreasing width from one end to the other with the
wider end being positioned adjacent to said hazard and the narrower
end facing an approaching vehicle, a low mass, collapsible core
structure in the bottom of said container, and a high-density
dispersible mass in the upper portion of said container, the
density and height of said core structure being so related to the
density and height of said dispersible mass to dispose the center
of gravity of said barrier substantially at the level of the center
of gravity of an impacting vehicle.
2. A deceleration barrier assembly adapted to be positioned
adjacent to a highway hazard comprising a pair of deformable
containers, a deformable wall structure connecting said containers,
said wall structure including spaced-apart portions forming an
enclosure with said containers positioned adjacent the opposite
ends thereof, a collapsible core structure filling the bottom of
said containers and said enclosure, the space above said core
structure containing a dispersible high-density mass.
3. The deceleration barrier according to claim 2 wherein the
opposite ends of said wall portions join said containers
essentially tangentially thereof and wherein one of said containers
is substantially larger than the other and said other container
faces in the direction of an approaching vehicle.
4. The deceleration barrier according to claim 2 together with a
guard rail extending along at least one of said wall portions
externally of said enclosure in the region of the vertical midpoint
of said enclosure.
5. The deceleration barrier according to claim 4 wherein said guard
rail extends beyond the ends of said enclosure, one of said
extending guard rail ends being free-standing and the other
extending guard rail end being adapted for attachment to fixed
mounting structure.
6. The deceleration barrier according to claim 2 together with a
guard rail positioned externally of said enclosure in the region
adjacent to the vertical midpoint of said enclosure and extending
along the sides and around at least one end of said enclosure.
7. The deceleration barrier according to claim 6 together with a
connector extending across said enclosure and through said wall
portions for connection to opposed portions of said guard rail.
8. The deceleration barrier according to claim 2 together with a
guard rail extending along said wall portions and around at least
one end of said enclosure externally thereof, and means independent
of said enclosure supporting said guard rail adjacent to the
vertical midpoint of said enclosure.
9. The deceleration barrier according to claim 7 together with
flexible connector means extending between said guard rail and said
enclosure for permitting free movement of said guard rail with
respect to said enclosure through a predetermined distance.
10. A deceleration barrier assembly adapted to be positioned
adjacent to a highway hazard comprising an elongated deformable
container of essentially uniform height from end to end and of
decreasing width from one end to the other with the wider end being
positioned adjacent to said hazard and the narrower end facing an
approaching vehicle, a light weight collapsible core structure
filling the bottom of said container and a high-density dispersable
mass in the upper portion of said container, and a plurality of
frangible containers positioned adjacent to the narrower end of
said deformable container, each of said frangible containers having
a collapsible light weight core structure at its lower end and the
upper portion of each of said frangible containers containing a
high-density dispersible mass.
Description
BACKGROUND OF THE INVENTION
This invention relates to highway safety devices and more
particularly to such devices for decelerating or deflecting errant
vehicles as they approach an obstacle such as a bridge abutment
adjacent to a highway. Recent investigations have revealed that
approximately one-third of the thousands of deaths on the highways
result from accidents involving only one vehicle caused by the
vehicle running off the road and/or colliding with a hazardous
fixed object.
There have been prior attempts to provide impact attenuating
devices to be placed adjacent to such fixed highway hazards, which,
upon impact, decelerate the vehicle and its occupants at rates
which minimize the damage to the vehicles and reduce or eliminate
injuries to the occupants.
The only such prior proposal which has been used on any substantial
scale is the impact attenuating device disclosed in copending
application Ser. No. 788,890 filed Jan. 3, 1969, for Energy
Absorbing Deceleration Barriers. The impact attenuating device
there disclosed comprises a grouping of frangible containers,
usually of cylindrical configuration having in their lower portions
a lightweight collapsible core structure, the upper portion of the
frangible containers being filled with a dispersible mass such as
sand. The frangible containers are set up in an array in front of
the fixed hazard, the units being of decreasing mass in a direction
away from the hazard. Actual experience has demonstrated that this
type of barrier will safely decelerate a vehicle which hits the
barrier at speeds up to 60 miles an hour, with minimal damage to
the vehicle and minimum risk of injury to the occupants.
Despite its many advantages and its established success, the
barrier disclosed in the aforesaid application Ser. No. 788,890 can
not be used at all hazardous sites usually because of of deflection
space limitations. Also the prior barrier has limited deflection
capability. While in many cases the absence of deflection
capability has a distinct advantage since it avoids redirecting the
vehicle into the path of an oncoming vehicle or another vehicle
moving in the same direction, nevertheless it is a disadvantage if
the vehicle strikes the barrier assembly at a large angle at a
point closely adjacent to the hazard.
SUMMARY OF THE INVENTION
It is the principal purpose and object of the present invention to
provide improved impact attenuation devices which incorporate a
substantial deflection capability as well as a substantial
deceleration capability and which are adapted for installation at
sites which impose severe space limitations.
It is another important object of the invention to provide improved
impact attenuation devices which are particularly suited for use in
combination with deceleration barriers, especially those disclosed
in the aforesaid copending application Ser. No. 788,890.
It is a further object of the present invention to provide improved
impact attenuation devices which require little, if any, site
preparation, which are held in place primarily by their own weight
and which usually require no anchoring or other structural backup,
and which may be manufactured from readily available and
inexpensive components.
It is also an object of the present invention to provide an impact
attenuating device which is particularly well suited for sites of
high impact frequency and which is capable of withstanding
relatively minor impacts without sufficient damage to require
repair to the barrier itself.
The barrier device of the present invention comprises primarily a
sheet metal container or body, the lower portion of which is filled
with a collapsible low-density core and the upper portion of which
contains a dispersible mass, such as sand. The utilization of the
low-density core and the high-density dispersible mass locates the
center of gravity approximately at the height of the center of
gravity of the impacting vehicle.
An impacting vehicle is decelerated, not only by a momentum
exchange between the vehicle and the dispersible sand mass, but
also by the additional forces of metal deformation and by the
inertia of the metal parts themselves.
In one form, the barrier device comprises a pair of larger and
smaller cylinders connected by spaced-apart metal walls or
"sections" to form an enclosure, both the cylinders and the
enclosure containing a sand mass. In a modified form the barrier
includes an external guard rail encircling at least the forward
portion of the barrier unit. The guard rail may be secured to the
sheet metal walls forming the enclosure or may be free-standing,
i.e., unattached to the main metal body of the barrier unit except
for flexible cables which cause multiple bending of and energy
dissipation by the guard rail upon severe impact.
In another form especially adapted for use adjacent to very narrow
fixed objects with traffic exposure on one side only, the main body
of the barrier is equipped with a guard rail on one side only.
Any of the foregoing units are capable of absorbing impacts at
vehicle speeds up to about 40 miles an hour. Where higher speeds
are anticipated and where space permits, the barrier unit of the
present invention is preferably used in conjunction with the
frangible deceleration barrier units of the aforesaid application
Ser. No. 788,890.
Additional objects and advantages will become apparent as the
description proceeds in connection with the accompanying
drawings.
THE DRAWINGS
FIGS. 1 and 2 are, respectively, a top plan view and a side
elevation of one form of highway barrier constructed in accordance
with the present invention;
FIGS. 3 and 4 are, respectively, a top plan view and a side
elevation of a modification of the barrier unit of FIGS. 1 and 2
incorporating an attached external guard rail;
FIG. 5 is a fragmentary enlarged section taken along line 5--5 of
FIG. 3 showing details of construction;
FIGS. 6 and 7 are, respectively, a top plan view and a side
elevation of a further modification of the invention including an
external free-standing guard rail;
FIG. 8 is a vertical section taken along line 8--8 of FIG. 6
showing details of the guard rail and guard rail support;
FIGS. 9, 10, and 11 are top plan views of the barrier of FIGS. 6-8
as it may appear after impact;
FIGS. 12 and 13 are, respectively, a top plan view and a side
elevation of a further modification of the invention particularly
adapted for installation adjacent to a very narrow obstruction;
FIG. 14 is a fragmentary section taken along line 14--14 of FIG.
12; and
FIGS. 15 and 16 are, respectively, semidiagrammatic top plan views
of the units of FIGS. 1 and 12 forming part of a barrier assembly
including barrier units of the type disclosed in the aforesaid
copending application Ser. No. 788,890.
DESCRIPTION OF PREFERRED EMBODIMENTS
Typically, the barrier unit of the present invention, indicated
generally 20, is installed at the side of the highway (not shown)
in position to intercept an errant vehicle as it approaches a fixed
obstruction such as a bridge abutment shown partially at 22.
The principal structural components of the unit 20 are a pair of
cylinders 24 and 26 connected by walls or sections 28 and 30.
Preferably the cylinders 24 and 26 as well as the walls 28 and 30
are formed of corrugated sheet metal which is deformable, yet which
possesses sufficient rigidity to permit fabrication to the designed
shape, transportation to the site and retention of shape when
loaded. For example, the cylinders 24 and 26 may be standard
riveted culvert pipes of 16 gauge steel having 3 inch by 1 inch
corrugations. The wall portions 28 and 30 are similarly corrugated,
the corrugations in the wall portions as well as in the cylinders
extending horizontally to permit nesting of the corrugations of the
wall portions with the corrugations of the cylinders. Preferably,
the wall portions 28 and 30 terminate at the points of contact with
the cylinders and are welded, riveted, bolted or otherwise attached
thereto.
In a typical case, the cylinder 24 will be 48 inches in diameter,
the cylinder 26 will be 18 inches in diameter, the height of the
cylinders and the wall portions will be 42 inches and the overall
length of the unit will be 11 feet.
The assembled barrier unit is installed by simply placing it in the
desired position. Since the unit is not anchored and is held in
position primarily by its own weight, little, if any, site
preparation is ordinarily required. After the unit is in position,
a collapsible, lightweight, low-density core member 32 is installed
at the lower end of cylinder 26. A suitably shaped similar core
member 34 is also installed at the base of the enclosure formed by
the wall portions 28 and 30 and the adjacent portions of the
cylinders 24 and 26. A third core member 36 is also installed in
the base of the cylinder 24. The assembly is completed by filling
the space in the cylinders 24 and 26 and the space between the
walls 28 and 30 with a dispersible mass such as sand indicated at
37. The core member may be fabricated from any number of suitable
materials such as waterproof paper products, foam plastic or the
like. It is essential however, that the core members be of low
density and be crushable or collapsible on impact and yet possess
sufficient strength in the vertical direction to support the sand
mass above them. In a typical unit having the dimensions described
above, the height of the core members will be approximately 1 foot.
The low-density core structure has the effect of artificially
elevating the center of gravity of the entire barrier unit both
statically and dynamically. Preferably the center of gravity of the
barrier unit is slightly above the center of gravity of the
impacting vehicle. Despite wide variations in vehicle construction
the center of gravity of most vehicles is approximately 21 inches
above ground level. The positioning of the center of gravity of the
barrier unit slightly above this level offsets the tendency of the
deformable metal walls of the barrier to impart a lifting moment to
the nose of the vehicle because of ground friction, etc., which
would cause the vehicle to ramp over the barrier with little or no
deceleration or deflection, or possibly to induce overturning.
The modified form of the invention, illustrated in FIGS. 3, 4 and
5, comprises a primary unit 20 preferably identical to the unit of
FIGS. 1 and 2. In addition, the barrier unit includes an external
attached guard rail assembly, comprising opposed guard rail members
40 and 42 joined at their forward ends by a terminal piece 44. The
guard rail members are secured to the main body of the barrier unit
slightly above the vertical midpoint thereof by a plurality of
Z-shaped spacers 46. Preferably the guard rail members 40 and 42
are of W configuration and are centrally bolted to the spacers 46.
The guard rail assembly also includes a straight member 47
extending across the rear of the unit tangentially of the cylinder
24 and suitably secured at its opposite ends to the ends of the
guard rail members 40 and 42. The guard rail assembly is provided
with rearwardly projecting extensions 48 and 49 sufficiently spaced
apart to embrace the adjacent abutment 22.
The assembly is completed by a steel cable 50 extending
transversely across the barrier and secured at its outer ends to
gusset plates 52 and 54 carried by the guard rail members 40 and
42, respectively. The guard rail increases the deflection
capability of the assembly and guards the main body of the barrier
unit against nuisance damage caused by relatively light impact. The
cable 50 significantly increases the performance of the unit since
on direct longitudinal impact the unit will tend to assume a FIG. 8
configuration. On severe impact both of the guard rails 40 and 42
as well as the side members 28 and 30 will bow outwardly both ahead
of the cable and to the rear of the cable producing a greater
amount of metal deformation than would otherwise occur and thereby
increasing the force available to decelerate the vehicle as
desired.
The modification of the barrier unit illustrated in FIGS. 6 and 7
again includes the basic barrier unit 20 and includes an external
guard rail. However, in this form of the invention the guard rail
is free-standing. More specifically, the guard rail assembly
comprises an inner strap 56 of one or more pieces which extends
essentially around the forward portion of the barrier unit 20 and
is generally of the same configuration as the barrier 20. The main
guard rail members 58 and 60 are secured to the strap 56 by
Z-shaped spacers 62 which extend to the ground and support the
guard rail frame. The terminal piece 64 extends around the forward
portion of the unit and is suitably secured to the forward ends of
the guard rail members 58 and 60.
The spacer posts 62 position the guard rail assembly at the desired
elevation, which is somewhat above the vertical midpoint of the
barrier, and at their lower ends are secured to U-channel sheet
metal skid shoes 68. The spacing between the guard rail assembly
and the body of the main barrier unit 20 is, in a typical case, 1
foot along the sides of the barrier assembly and 2 feet at the
front of the barrier assembly. A cable 72 extends across the
barrier unit 20, the outer ends of the cable being attached to
flexible cables 74 and 76 which are secured at their outer ends to
gusset plates 78 and 80 carried by opposite sides of the guard rail
assembly.
The assembly of FIGS. 6 and 7 is preferred for installations where
space permits. The free-standing guard rail reduces the initial
impact force by permitting the entire guard rail assembly to move
up to 2 feet longitudinally or 1 foot laterally before contact is
made with the barrier body. The cables 74 and 76 are installed with
sufficient slack to permit this movement. Damage to the barrier by
minor nuisance hits will be substantially reduced. Upon minor
impact the guard rail frame will be displaced by sliding rather
than by being deformed by compression against the sand filled body
of the main barrier unit. In many instances "repair" of the unit
can be effected by simply restoring the guard rail assembly to its
initial position.
The barriers thus far described are high density, high G-force
barriers having a deflection capability for angle impacts, which
will also perform efficiently upon direct impact. They are intended
for use at guard rail ends, narrow bridge abutments, piers, large
poles and the like.
The selection of the appropriate barrier for use at a given site is
dictated by three factors; the space available, the requirements
for vehicle deflection and, the requirement for barrier damage
control at sites where multiple nuisance impacts are
anticipated.
The barrier of FIGS. 1 and 2, the smallest, consists of the sand
container only and may be used where space (particularly width) is
limited, positive deflection is not required and repeated minor
"hits" are not expected. The exposed thin corrugated cylinders and
walls will be deformed by light or heavy impacts from any
angle.
The barrier of FIGS. 3 and 4 is some 2 ft. wider and 1 ft. longer
and provides the substantial vehicle deflecting capability typical
of such guard rails, increased measurably by the "back-up" or
support of the sand container and its contents, against which the
guard rail is mounted. Its resistance to direct or near direct
impact is increased by the forces required to bend the guard rails.
The cable 50 insures that each rail 40 and 42 will absorb energy by
bending at the cable attachment points and at points approximately
half way between the cable attachment points and both ends of the
barrier on each side.
The energy of minor angle impacts will be absorbed by bending of
the Z-spacers 46 without major damage to the main sand container
20, but the Z-spacers will collapse and the sand container will be
damaged by major impacts from any angle.
The barrier of FIGS. 6-9 has the same qualities and operational
characteristics as the barrier of FIGS. 3 and 4 except that the
guard rail frame is free-standing (requiring some 2 ft. more width
and 2 ft. more length), further reducing barrier damage due to
minor or nuisance impacts because of the displacement of the frame
by sliding on the ground surface. The slack in the cables permits
the frame to move backwards until it contacts the sand container
before the cables become taut and deform the sand container. The
sliding movement of the guard rail frame has another advantage in
that the initial barrier resistance to impact is reduced because
the inertia of the frame is absorbed before the frame contacts the
sand container, the principal vehicle-decelerating mass.
Reactivation after minor impacts is accomplished by dragging the
frame back into its original position.
The performance of the barrier of FIGS. 6-8 in typical impact
situations is illustrated in FIGS. 9, 10, and 11.
FIG. 9 illustrates the barrier as it appears after direct
high-speed impact. The vehicle is decelerated by deformation of the
metal components as well as by a momentum exchange between the
vehicle, on the one hand, and the sand mass on the other. The cable
72 insures maximum energy absorption by metal deformation in that
the guard rails are each bent forwardly of the point of cable
attachment, at the point of cable attachment, and rearwardly of the
cable attachment, the guard rails each thus assuming an M or W
configuration, as shown in FIG. 9. The force level produced through
the sand displacement will be relatively high because of the
containment of sand within the metal components which must be
deformed before the sand can be dispersed or displaced.
FIG. 10, illustrates the unit after low-speed impact in the region
A, at an angle of about 20 degrees. It will be noted that the guard
rail frame assembly is moved back toward the obstruction 22 and yet
is kept in alignment by the nesting of the nose of the guard rail
assembly against the front cylinder 26 and by the guiding action of
the rear extensions 48 and 49. The length of the cable sections 74
and 76 is so selected as to permit this movement, without placing
the cables in substantial tension. Upon an impact of this type the
damage may not be sufficient to require replacement or repair of
the barrier assembly, which may be reactivated by simply restoring
the guard rail assembly to its original position.
FIG. 11 illustrates the barrier after a low-speed impact in the
region B near the rear of the barrier at a relatively large angle.
Such an impact will produce lateral displacement of the guard rail
assembly into contact with the main barrier unit 20. Again the
length of the cable sections 74 and 76 is sufficient to permit this
type of lateral displacement of the guard rail assembly. In many
cases the barrier can be reactivated after the relatively minor
impact simply by restoring the guard rail assembly to its initial
position. In most cases the resistance of the walls to deformation,
together with the inertia of the guard rail assembly, will be
sufficient to deflect the vehicle away from the obstruction 22.
In all cases the artificial elevation of the center of gravity
minimizes the likelihood that the nose of the vehicle will be
deflected either upwardly or downwardly causing the vehicle to ramp
over the barrier or to nose down under it or to overturn.
The modified barrier unit of FIGS. 12, 13 and 14, to which detailed
reference will now be made, is particularly suited for installation
adjacent to very narrow fixed objects with traffic exposure on one
side only. The main body of the barrier unit 84 is of essentially
the same construction as the barrier unit of FIGS. 1 and 2 except
that it is asymmetrical. Typically, the cylinders 86 and 88 are
somewhat smaller than the previously described units, with cylinder
86 having a diameter of 30 inches and cylinder 88 having a typical
diameter of 18 inches. Secured to the traffic side of the barrier
body 84 is a guard rail assembly indicated generally at 90. To
mount the guard rail, one wall of the barrier body 84 is provided
with a reinforcing strap 92 which extends between the cylinders 86
and 88 slightly above the midpoint of the barrier body. The
W-shaped main guard rail member 94 is bolted to the strap 92 and
extends from a point just ahead of the forward cylinder 88 to a
point substantially to the rearward of the cylinder 86. At its
forward end the guard rail member supports a curved sheet metal
terminal member 96. To increase the rigidity of the guard rail
assembly, an outer guard rail member 98 is bolted to the inner
guard rail and extends from the rearward end of the inner guard
rail member to a point substantially midway between the cylinders
86 and 88. Preferably the rearwardly extending portion of the guard
rail assembly is suitably secured as by bolts 100 and a mounting
plate 102 fixed to the structure such as 104 which the barrier
protects. Alternately, the barrier may be attached to conventional
guard rail structure or to other fixed structure.
Because of the heavy guard rail construction and the anchoring of
the entire assembly to the fixed structure the barrier of FIGS.
12-14 will have an unusually large deflection capability.
The barriers described herein may be used in unique combination
with the deceleration barriers of Ser. No. 788,890, a typical
installation of this kind being shown in FIG. 15.
As more fully disclosed in Ser. No. 788,890, the barrier units 106
comprise frangible containers which are usually of cylindrical
configuration and are fabricated from a breakable plastic having a
lightweight collapsible core structure and filled with sand. The
barrier units 106 are sacrificial, that is they are destroyed upon
impact and decelerate the vehicle by a momentum exchange between
the vehicle and the dispersible sand mass. While they have proved
to be unusually effective in predicably decelerating vehicles
striking them at high speeds, they lose their effectiveness to a
certain extent in the final stages of vehicle deceleration unless
they are of extremely large mass. The use of the barrier unit such
as those described in FIGS. 1 through 8, together with the barrier
units 106 improves the performance of both units and tends to
maintain a constant G-level of deceleration particularly in the
final phase of vehicle deceleration. This combination permits a
substantial reduction of the number of units 106 which are required
at any given installation and accordingly reduces the overall size
of the barrier system and permits it installation in sites which
impose relatively severe space limitations.
The barriers of FIGS. 1 and 2 in combination with units 106 offer
some deflection capability. The barriers of FIGS. 3 through 8 offer
a major degree of deflection capability near the fixed object where
it is usually needed, for use at those sites where a deflection
capability is desired.
As shown in FIG. 16 the barrier unit of FIGS. 12-14 can also
advantageously be used with a series of the barriers 106 to
increase its deceleration capability.
* * * * *