U.S. patent number 3,856,268 [Application Number 05/397,618] was granted by the patent office on 1974-12-24 for highway safety device.
This patent grant is currently assigned to Fibco, Incorporated. Invention is credited to John C. Fitch.
United States Patent |
3,856,268 |
Fitch |
December 24, 1974 |
HIGHWAY SAFETY DEVICE
Abstract
A highway safety device or barrier for decelerating and
redirecting an errant vehicle as it approaches a hazard. The safety
device includes a plurality of interconnected deformable metal
cells containing an internal crush panel and a dispersable mass
such as sand, supported on a lightweight crushable core.
Inventors: |
Fitch; John C. (Falls Village,
CT) |
Assignee: |
Fibco, Incorporated (Boston,
MA)
|
Family
ID: |
23571947 |
Appl.
No.: |
05/397,618 |
Filed: |
September 17, 1973 |
Current U.S.
Class: |
256/13.1;
188/268; 256/1; 188/377; 404/6 |
Current CPC
Class: |
E01F
15/146 (20130101) |
Current International
Class: |
E01F
15/00 (20060101); E01F 15/14 (20060101); E01f
015/00 () |
Field of
Search: |
;256/1,13.1 ;404/6
;188/1C |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Franklin; Jordan
Assistant Examiner: Berman; Conrad L.
Attorney, Agent or Firm: Strauch, Nolan, Neale, Nies &
Kurz
Claims
What is claimed and desired to be secured by Letters Patent is:
1. A highway safety device for decelerating or redirecting a
vehicle approaching a hazard comprising a vertically elongated
deformable hollow metal cell, a lightweight crushable core filling
the lower portion of said cell and providing a ground-engaging base
for said cell which permits essentially free displacement of said
cell upon impact by a vehicle, and a metal crush panel extending
diametrically across said cell along the full length of the portion
of said cell above said core means fixedly connecting said panel to
said cell, the space above said core being adapted to contain a
dispersible mass such as sand.
2. The combination according to claim 1 wherein said cell is of
cylindrical configuration and comprises a pair of semi-cylinders
having radially projecting marginal flanges extending essentiallly
the full length of said cells, said flanges being joined together,
and wherein said crush panel extends between said flanges and is
joined thereto.
3. A highway safety device for decelerating or redirecting a
vehicle approaching a hazard comprising a group of vertically
elongated deformable hollow metal cells, a lightweight crushable
core filling the lower portion of each of said cells and providing
a ground-engaging base for each of said cells which permits
essentially free displacement of said cells upon impact by a
vehicle, a metal crush panel extending diametrically across each of
said cells along the full length of the portion of said cells above
said core and projecting outwardly beyond the periphery of each of
said cells, means including said crush panels fixedly joining said
cells in alignment with adjacent cells substantially along their
full length, and the space within said cells above said cores being
adapted to contain a dispersible mass such as sand.
4. The combination according to claim 3 wherein the cell diameter
and the cell wall thickness are varied to control the resistance of
the device to vehicle impact.
Description
BACKGROUND OF THE INVENTION
In recent years, many proposals have been made to provide impact
attenuators to control the rate of deceleration of an errant
vehicle as it approaches a hazard such as a bridge abutment or
other fixed object adjacent to a highway. One of the most
successful devices is disclosed in U.S. Pat. No. 3,606,258, owned
by applicant's assignee. The impact attenuator there disclosed
comprises an array of frangible containers of considerable size,
each containing a dispersable mass, so disposed within the
container as to locate the center of gravity of the unit
substantially at the level of the center of gravity of the average
passenger vehicle. Barriers of this type, which are particularly
effective in safely decelerating vehicles traveling at highway
speeds, necessarily occupy considerable space and cannot be
effectively located in restricted areas, particularly on urban
streets. Also, they are essentially vehicle decelerators and are
deliberately so constructed as to possess minimal vehicle
redirecting capability and thus, by themselves, are not practical
substitutes for guard rails and other vehicle deflecting
devices.
Conventional guard rails and similar devices, although effective
upon tangential impact at angles of 25.degree. or less, are
extremely rigid and have little or no capacity for effecting
controlled deceleration of a vehicle, when struck in line with
their ends or terminals. Also, they often cause the colliding
vehicle to overturn upon impact.
SUMMARY OF THE PRESENT INVENTION
It is the principal purpose and object of the present invention to
provide improved vehicle deceleration and redirecting barrier
devices, particularly adapted for installation in urban areas or
similar locations where vehicle speeds are moderate and where
available space is severely limited.
It is a further object of the present invention to provide improved
barrier devices, particularly adapted for use in combination with,
as a substitute for, or as a supplement to a conventional guard
rail.
It is also an object of the present invention to provide improved
barrier devices which are of relatively simple mechanical
construction which are durable, and which are relatively
inexpensive to manufacture and to install.
In attaining these and other objects, the present invention
provides a barrier including a series of identical cells,
preferably constructed of relatively light gauge metal and
preferably cylindrical in form. The lower portion of each of the
cells is filled with a lightweight, rigid, crushable core, the
space above the core within the cell being filled with a
dispersable mass such as sand. Preferably, the cells are
constructed from half-cylinders and include a metal panel extending
diametrically across the cell in a direction parallel to the path
of travel of the vehicles on the adjacent roadway. The individual
cells are mechanically connected together to form a mechanically
continuous unit, the ends of the groups of cells being anchored by
posts or connected to conventional guard rail assemblies.
Additional objects and advantages will become apparent as the
description proceeds in connection with the accompanying
drawings.
DRAWINGS
FIG. 1 is a perspective view of a typical installation of the
barrier unit of the present invention;
FIG. 2 is an exploded view of a portion of the unit of FIG. 1;
FIG. 3 is a top plan view of a portion of the barrier unit and an
adjacent supporting post; and
FIG. 4 is a top plan view of the unit as it appears after
impact.
DESCRIPTION OF PREFERRED EMBODIMENTS
FIG. 1 illustrates a typical application of the invention in which
the barrier assembly, indicated generally 10, is positioned in
front of a fixed object 12, the barrier extending away from the
fixed object in a direction opposite to the travel of vehicles on
the adjacent roadway 14.
The barrier assembly comprises a series of identical individual
cells 16 illustrated in greater detail in FIGS. 2 and 3. The cells
are of elongated, cylindrical form and are fabricated from pairs of
identical sheet metal half cylinders 18, each of the cylinder
halves having marginal flanges 20 suitably secured together by
bolts or rivets. Each of the cells also includes a crush panel 22
which extends diametrically across the cell in a direction parallel
to the longitudinal axis of the barrier. The marginal edges of the
crush panel extend between the flanges 20, the edges of the panel
being secured by the bolts or rivets which secure the two cylinder
halves together. As best shown in FIG. 3, the flanges 20 also
provide a convenient means for attaching connecting strips 25 to
secure adjacent cells together, essentially along their entire
vertical length.
The crush panel is provided with corrugations 26 to increase the
resistance of the overall cell to diametral crushing. Both the
cylinder halves and the crush panel are fabricated from sheet
metal, the gauge of which is sufficiently light to permit
deformation upon impact by a vehicle but sufficiently heavy to
assure structural integrity of the assembly and to possess the
capability of energy absorption by metal deformation.
Fitted within the lower end of the cells 16 below the lower edge of
the crush panel is a core assembly 28, formed from foamed
polyurethane or a similar lightweight crushable plastic. Preferably
the core is provided with a number of voids 30 to decrease its mass
and insure its crushability upon impact. Below the main body of the
core, which fits snugly within the lower end of the cylindrical
call, the core is provided with an annular shoulder 32 which
extends outwardly to the edge of the flanges 20.
After the units are installed, the space within the cells above the
core assembly 28 is filled with a dispersable mass such as sand and
the tops of the cells are closed by removable covers 34 formed of
sheet metal or plastic. The covers are primarily provided to
prevent the entry of moisture into the cells and at the same time
improve the appearance of the units and inhibit tampering.
In a typical case, the individual cells are approximately 18 inches
in diameter and 36 inches in vertical length. The core assemblies
28 are approximately 10 inches in height. The weight of the sand
mass is approximately 380 pounds, giving each of the cells a total
weight of approximately 440 pounds.
It is to be noted that the use of the core, which has negligible
weight, elevates the center of gravity of the unit. Typically the
parts are so dimensioned that the center of gravity of each of the
cells is approximately 23 inches above the level of the roadway,
which corresponds closely to the level of center of gravity of the
average passenger vehicle. Accordingly, upon impact the barrier
tends neither to raise nor depress the nose of the vehicle and thus
avoids imposing an overturning moment on the vehicle, a defect
associated with many prior barriers.
In the illustrated installation the barrier assembly 10 is anchored
at its opposite ends to wood or metal posts 38, one of which is
placed as close as possible to the fixed object 12. As best shown
in FIG. 2, the cells are secured to the posts by two or more
brackets 40 which encircle the posts and are suitably secured to
the flanges 20 of the adjacent cell. Alternately, the barrier may
be secured at one end directly to the fixed object or it may be
substituted for the portion of the conventional guard rail which is
normally positioned adjacent to the fixed object. Since the cells
are mechanically connected to each other, the entire array of cells
may form a part of a guard rail system under tension. Also the cell
array may be installed in parallel with a conventional guard rail;
that is, positioned alongside a conventional guard rail on the lane
side where space permits. Also multiple arrays of cells may be
installed side-by-side with appropriate lateral spacing to provide
additional protection adjacent to wide fixed objects.
FIG. 4 illustrates the action of the barrier upon a direct head-on
impact. Upon impact, the lead post 38 is broken away at ground
level, the post being designed primarily to maintain the barrier in
place initially. As the vehicle progresses through the barrier, the
individual cells are collapsed as shown in FIG. 4 and the kinetic
energy of the vehicle is gradually absorbed by metal deformation of
the cell halves and the crush panel as well as by displacement or
dispersement of the sand mass.
In a typical case, a five-cell barrier having an overall length of
approximately 9 feet and a total weight of approximately 2,300
pounds is effective to bring a standard passenger vehicle to rest
from a speed of approximately 40 miles per hour in a distance of 6
feet with an average deceleration of 9 G which minimizes damage to
the vehicle and reduces injury exposure to the occupants.
It will be noted that the rigid foam core 28 not only elevates the
barrier mass to the height of the center of gravity of the vehicle
and thus eliminates ramping of the vehicle but also minimizes the
ground level resistance to displacement of the cells which would
otherwise be caused by the bearing of the cell edges against the
pavement or ground surface and which might otherwise result in a
dangerous vehicle ramping moment.
Instead, the core material is abraded away by friction against the
ground level surface, with little resistance to the movement of the
cells.
In addition to its ability to decelerate a vehicle upon straight
line impact, the barrier of the present invention also has a
substantial redirecting capacity and, upon low or medium angle
impact, will safely direct the vehicle away from the fixed object.
Unlike most guard rails or equivalent devices the redirecting force
is exerted essentially at the center of gravity of the vehicle
without transmitting all of said force into the ground, so that the
tendency of the vehicle to ramp over the barrier or to overturn
upon impact is effectively minimized.
Inherent in this barrier is a continuity of metal components
extending in one plane, permitting the tensioning of the barrier,
with the well-established and desirable effect of increasing its
deflecting capabilities. The barrier may be joined with other
tensioned barriers such as guardrail or cable barriers at any
point, thus maintaining the tension uninterrupted.
In some circumstances metal cells of different diameters may be
used. Larger cells of the same height may be joined in sequence
with smaller cells, thus adapting the barrier to short, wide sites
to good advantage.
Varying the cell diameter also permits variations in the resistance
to displacement by vehicles, which would be desirable under certain
circumstances.
The choice of metal as to its physical characteristics as well as
its thickness or gauge provides the engineer with a useful variable
for design purposes in adjusting resistance to impact.
The invention may be embodied in other specific forms without
departing from the spirit or essential characteristics thereof. The
present embodiment is therefore to be considered in all respects as
illustrative and not restrictive, the scope of the invention being
indicated by the appended claims rather than by the foregoing
description, and all changes which come within the meaning and
range of equivalency of the claims are therefore intended to be
embraced therein.
* * * * *