U.S. patent number 3,880,404 [Application Number 05/392,502] was granted by the patent office on 1975-04-29 for energy absorbing impact attenuating highway safety systems.
This patent grant is currently assigned to FIBCO, Inc.. Invention is credited to John C. Fitch.
United States Patent |
3,880,404 |
Fitch |
April 29, 1975 |
ENERGY ABSORBING IMPACT ATTENUATING HIGHWAY SAFETY SYSTEMS
Abstract
An energy-absorbing impact attenuating system particularly
adapted for use in urban locations, where vehicle speeds are
moderate. The system retains its structural integrity upon normal
impact and is thus reusable.
Inventors: |
Fitch; John C. (Fall Village,
CT) |
Assignee: |
FIBCO, Inc. (Boston,
MA)
|
Family
ID: |
23550847 |
Appl.
No.: |
05/392,502 |
Filed: |
August 29, 1973 |
Current U.S.
Class: |
256/1; 256/13.1;
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: |
;256/13.1,1
;404/6-9 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Taylor; Dennis 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 reusable impact attenuating barrier system for decelerating an
errant vehicle as it approaches a fixed object comprising an array
of individual hollow cells positioned adjacent said object, each
cell being formed of a flexible rupture-resistant sheet material, a
light-weight flexible spacer filling the lower portion of each
cell, the upper portion of each cell containing a high density
dispersable mass, said spacers being of sufficient height to
dispose the center of gravity of the cells substantially at the
center of gravity of said vehicle, and a flexible belt encircling
said cell array, whereby upon normal impact by a vehicle, said
cells are deformed without rupture to expel and displace said mass
to decelerate said vehicle by momentum exchange, and said barrier
may be readied for reuse by restoring said cells to their original
configuration and replacing said mass.
2. A barrier according to claim 1 wherein said spacers are bonded
to the interior of said cells.
3. A barrier according to claim 1 wherein said cells, said spacers,
and said belt are each fabricated from flexible material, such as
plastic.
4. The barrier according to claim 1 wherein said cells are of
elongated, cylindrical configuration and are held in tight
tangential contact by said belt.
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 of such devices is disclosed in U.S.
Pat. No. 3,606,258, owned by applicant's assignee. The impact
attenuator there disclosed comprises one or more frangible
containers of considerable size, each containing a dispersable
mass.
These impact attenuators or barriers have proved to be extremely
successful in effecting controlled deceleration of vehicles
traveling at normal highway speeds. However, to provide the
necessary energy absorption capacity they are of considerable bulk
and cannot be used in many urban locations where available space is
severely restricted. Also they are sacrificial barriers, designed
to be destroyed on impact.
Other previously proposed barriers or impact attenuators are
subject to essentially the same limitations.
SUMMARY OF THE PRESENT INVENTION
It is the principal purpose and object of the present invention to
provide improved vehicle impact attenuators which are of compact
construction, which may be used in urban locations where space is
severely restricted, and which may be reused after normal impact,
thus reducing the overall cost of the barrier system and minimizing
the time during which the hazard is left unprotected.
In attaining this and other objects, the present invention includes
an array of cells, preferably of cylindrical form, fabricated from
rupture-resistant but flexible plastic. The lower portions of the
individual cells are provided with a flexible lightweight plastic
spacer structure and the upper portion of each of the cells is
filled with a dispersable mass such as sand. The array of cells, in
a typical case eight such cells, are encircled and confined by a
flexible belt or band structure strong enough to withstand normal
impact but sufficiently flexible to yield under impact. Upon
impact, the cells are deflected, the sand mass within the cells is
dispersed or displaced and the energy exchange between the vehicle
and the sand mass decelerates the vehicle in the desired controlled
manner.
After impact, the belt or band encircling the array of cells is
pulled back to its original shape, thus restoring the cells to
their original configuration. After the cells are refilled with
sand, the barrier is again ready to perform its intended
function.
Additional objects and advantages will become apparent as the
description proceeds.
THE DRAWINGS
FIG. 1 is a perspective view of a typical installation of the
impact attenuator system of the present invention;
FIG. 2 is a vertical central section through one of the cells of
the barrier of FIG. 1; and
FIG. 3 is a top plan view of the impact attenuator system as it
appears after a normal impact.
DESCRIPTION OF PREFERRED EMBODIMENT
FIG. 1 illustrates in perspective a typical application of the
invention in which the barrier system 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 cells or
container units 16 shown in greater detail in FIG. 2.
The cells are of cylindrical configuration and are fabricated from
tough flexible plastic material, having sufficient strength to
resist rupture upon impact. Special vinyl and polyethylene
materials have been found suitable for this purpose. The lower
portion of each of the cells is provided with a lightweight
flexible plastic foam spacer 18 and the space within the cell above
the core is filled with a dispersable mass such as sand indicated
at 20. Preferably the spacer 18 is bonded to the inner wall of the
cell 16 to assure retention of the sand in the upper portion of the
cell. The cell is completed by a lightweight flexible plastic cover
22 which is provided to prevent the entry of moisture into the sand
mass, to improve the appearance of the unit, and to inhibit
tampering.
In a typical case, the cells are 18 inches in diameter, 32 inches
in height, and the spacer is 12 inches in height so that the space
within the cell above the spacer may accommodate approximately 300
pounds of sand. Because of the high density of the sand and low
density of the spacer, the center of gravity of the overall unit is
located approximately 22 inches above ground level, which closely
approximates the level of the center of gravity of the average
passenger vehicle. Accordingly, upon impact, the nose of the
vehicle is neither depressed nor raised, and the barrier exerts no
overturning moment on the vehicle.
Another important purpose of the spacer is to prevent the presence
of large masses of sand below the bumper, the strong cross-member
structure and the wheel center elevation of typical passenger cars,
which are all at approximately the same elevation. Because the
cells will tend to fold at this level and eject sand from either
end, the flexible foam spacer effectively replaces the sand below
this "hinging point" of the cell, thus little or no sand is ejected
to the ground level, which would lift the vehicle as its wheels
rode up upon the sand.
The barrier unit is installed by placing the individual cells 16 in
a tight grouping in front of the fixed object 12 in the
configuration shown in FIG. 1. After the cells are in place, they
are filled with sand and the covers are installed. Thereafter, the
array or group of cells is encircled with a flexible plastic woven
mesh belt 26 which is preferably of essentially the same vertical
height as the cells. The ends of the belt are joined together by
any suitable means not shown. The belt is a tough, stiff material
to resist tearing upon oblique impacts and to contribute to the
lateral stability of the cluster of cells prior to impact.
The belt is preferably attached to the fixed object to stabilize
the barrier alignment and to prevent it from being displaced in
case of impact from an unexpected angle, which conceivably could
force it into a travelled lane. Attachment of the belt to the fixed
object also would facilitate relocation and reshaping of the
barrier when it is pulled back into position following an
impact.
Upon impact, the cells 16 will be progressively flattened as the
vehicle progresses through the barrier. A portion of the sand will
be expelled out of the tops of the containers and the remainder of
the sand will be laterally displaced toward the fixed object 12.
The dispersement and displacement of the sand mass results in a
momentum exchange between the vehicle and the sand, resulting in a
smooth controlled deceleration of the vehicle at a rate which will
minimize damage to the vehicle and injury to the occupants.
In case of an over-design impact, being one which exceeds the
designed-for vehicle weight and/or speed, a final decelerating
force of higher value is applied to the impacting vehicle as a
result of the resistance to compression which the belt, the cells
and the residual sand within them will exert in opposition to the
vehicle's final traverse toward the fixed object. This final high
value decelerating force is in addition to the inertial forces
originating from the displacement of the sand mass and depends upon
the "back up" stability of the fixed object, into which the
compression force is transmitted.
Because there will always be occasional over-design impacts, the
timing of the operation of the final compression-phase resistance
to it is, in this barrier design, ideal. This is true because the
human tolerance to high G.sub.s (or forces of gravity) is also
higher after the vehicle occupants are relocated within the vehicle
against the passenger compartment interior.
The relocation of the occupants as above and their consequent
impact velocity against the interior of the vehicle, is completed
during the relative low-G, inertial phase of the barrier operation,
thus reducing injury exposure to the occupants.
Following a normal impact, the barrier will assume the
configuration in FIG. 3. After the vehicle has been removed, a
truck attached to suitable hooks 28 on the belt 26 may be used to
pull the barrier and the cells back into their original
configuration. The cells are then refilled with sand, the covers
installed, and the barrier is ready for reuse.
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.
* * * * *