Energy attenuating safety system

[0001] The present invention relates generally to energy absorption systems, and in particular to an energy absorption system used to reduce the collision force of a moving motor vehicle and the danger of shredding or tearing off fragments of the energy absorbing element.

[0002] Various impact reduction devices and energy absorption systems have been used to prevent or reduce damage resulting from the collision of a moving motor vehicle with various obstacles or hazardous elements. Previous impact reduction devices and energy absorbing systems such as crash cushions or crash barriers contain various types of energy absorbing elements. Some crash barriers rely on inertial forces to absorb energy when materials such as sand are accelerated during a collision. Other crash barriers contain crushable components. US 2003/0175076 describes a method and system of an exploding energy absorption system.

[0003] Some of these devices and systems were created for use in hazards with narrow roadside elements or obstacles, such as the outer layer of a concrete road barrier separating traffic lanes, the end of the barrier widening along the edge of the road, large posts with road signs, and supports or middle pillars of the bridges. Such impact reduction devices and energy absorption systems are installed to reduce human injury as well as damage to a striking vehicle or any other constructions or equipment related to road infrastructure.

[0004] Examples of general purpose energy absorption devices are described in US Patent Nos. 5,011,326 Narrow Stationary Impact Attenuation System; US Patent 4,352,484 Shear Action and Compression Energy Absorber; US Patent 4,645,375 Stationary Impact Attenuation System and US Patent 3,944,187 Roadway Impact Attenuator. Examples of specialized energy absorption systems are described in US Patent 4,928,928 Guardrail Extruder Terminal and US Patent 5,078,366 Guardrail Extruder Terminal. Examples of energy absorption systems suitable for use with roadside barrier systems are described in US Patent

4,655,434 Energy Absorbing Guardrail Terminal and US Patent 5,957,435 EnergyAbsorbing Guardrail End Terminal and Method.

[0005] Examples of energy absorbing devices and systems suitable for use in slow moving or retained tow trucks are described in US Patent 5,248,129 Energy Absorbing Roadside Crash Barrier, US Patent 5,199,755 Vehicle Impact Attenuating Device; US Patent 4,008,915 Impact Barrier for Vehicles.

[0006] Other examples of energy absorbing devices and systems are described in US Patent 5,947,452 Energy Absorbing Crash Cushion, US Patent 6,293,727 Energy Absorbing Systems for Fixed Roadside Hazards TRACC and US Patent 6,536,985 Energy Absorbing System for Fixed Roadside Hazards. The patents mentioned above are hereby incorporated into the present application by reference to them.

[0007] Recommended procedures for testing the effectiveness of various types of safety devices on public roads including crash cushions are presented in the National Cooperative Highway Research Program (NCHRP) No. 350 report. The crash cushion has been generally defined as a device capable of stopping a striking vehicle safely mechanical over a short distance. NCHRP Report No. 350 introduces the further classification of crash cushions as redirecting and non-redirecting. The redirectional crash cushion is designed to take over and change the direction of the cushions protruding from the forehead or the end of the cushion protruding on a dangerous side point of the road, and oriented towards oncoming vehicles. A non-redirecting crash cushion is designed to take over and hold a motor vehicle hitting its forehead.

[0008] Redirecting crash cushions are further classified as goal or not goal. The goal pads are designed to allow controlled penetration by the vehicle during impact between the front of the pad and the beginning of the length of the pad [LONght of need] (LON). Non-door crash cushions can be designed to be able to change the direction of impact along their entire length.

[0009] According to the present invention, the disadvantages and limitations associated with previous energy absorption systems and devices have been significantly reduced or eliminated by the energy absorption system and the energy absorption method according to the independent claims. Further improvements are described in the dependent claims. The present invention includes an energy absorption system that can be installed adjacent to roadside or road obstacles to protect the driver and passengers of a motor vehicle during a collision with such objects. The system includes at least one energy absorbing structure that dissipates the energy of the vehicle hitting one end of the system opposite the obstacle. When a vehicle collides with one end of the energy absorbing system, fragments of at least one energy absorbing element may be torn or broken in order to dissipate the kinetic energy of the vehicle and ensure that it slows down within the limits permitted to minimize injury to the vehicle. Each energy absorbing element may generally be positioned perpendicular to the associated shredder. For some applications, each shredder may be placed horizontally relative to the respective energy absorbing elements. For other applications, each shredder can be placed horizontally to the appropriate energy absorbing elements.

[0010] Technical advantages of the present invention include providing a relatively compact, modular energy absorbing system sufficient to protect motor vehicles when colliding with various types of obstacles. Energy absorption systems incorporating the present invention can be produced relatively cheaply using conventional materials and production technologies well known to the road safety industry. The resulting systems combine innovative structural construction with energy absorption techniques that are highly predictable and reliable. Such systems can be easily and relatively cheaply repaired after hitting a vehicle.

[0011] Damage mechanisms associated with the displacement of a generally perpendicular shredding element through a unitary plate can utilize a series of miniature pieces of damaged or frayed or detached from the unitary plate in front of the shredder as the shredder moves along the length of the plate. In other applications, the generally perpendicular shredder may in the unitary plate form a single line of damage in the forward direction of the shredder as the shredder moves along the plate. The cracked material may bend one way or the other along the fraying element. The cooperation between shredding elements and energy absorbing elements having openings and bulges results in the form of a generally uniform, reliable mechanism of damage that starts again each time the shredding element moves from one hole through nearby bulging to the next hole.

[0012] In accordance with another aspect of the present invention, the crash cushion may be provided with a shredder and one or more energy absorbing elements to optimize the performance and repeatability of the crash cushion by shredding or breaking fragments of at least one energy absorbing element. Each energy absorbing element may have alternating holes and bulges that mate with each other to ensure a safe, repeatable slowdown of a motor vehicle hitting one end of the crash cushion. The crash cushion may include a first, relatively soft layer, absorbing the impact of small, light vehicles and / or vehicles moving slowly. The crash cushion may have a central layer with one or more energy absorbing elements, with holes and bulges. The size of the holes and / or bulges can be varied along each of the energy absorbing elements so as to ensure optimal deceleration of the vehicle hitting it. The crash cushion may have a third or last layer with one or more energy absorbing elements together with holes and bulges so as to absorb impacts of heavy, fast moving vehicles in accordance with the principles of the present invention. The present invention may allow a reduction in the number or length of energy absorbing elements required to dissipate the energy of an impacting vehicle by varying the size of the apertures and / or the thickness of each energy absorbing element. For some applications, a complex energy absorbing structure can be built by two or more energy absorbing elements arranged relative to each other.

[0013] Further technical advantages of the present invention may be the provision of relatively cheap airbags and other types of safety systems meeting the criteria of Report No. 350 NCHRP, including level 3 test requirements. A safety system having a complex energy absorbing structure in accordance with the present invention may be successfully used during harsh weather conditions and is not sensitive to cold or moisture. The system can be easily installed, put into operation, inspected and maintained. The system can be installed on new or existing asphalt or concrete roads. The modular safety system utilizing the present invention can eliminate or significantly reduce the difficulty of installing devices and their energy absorbing parts. Easily replaceable elements allow for quick, cheap repairs after minor impacts and side collisions. The elimination of easily crushable or easily bendable materials further reduces the effect of damage in the event of minor impacts and / or side collisions with the system.

[0014] The technical advantages of the present invention may also be modular energy absorption systems suitable for use in both fixed road infrastructure, as well as easily transferable from one temporary location (first work zone) to another (second work zone). The safety system utilizing the present invention can also be mounted on trucks and other types of road service equipment.

[0015] The technical advantage of the present invention may also be the installation of one or more complex energy absorbing structures arranged substantially horizontally. As a result, the energy absorbing elements can be more easily replaced and / or repaired after the vehicle has been hit by a crash cushion or other energy absorbing system.

[0016] The energy absorbing system according to the present invention can be built with the help of various complex energy absorbing constructions arranged in different configurations. For some applications, only a single row of complex energy absorbing structures can be installed adjacent to an obstacle. For other applications, three or more rows of complex energy absorbing structures may be installed. Additionally, each row can have only one complex energy absorbing structure or many of them. The present invention allows modification of the energy absorption system to reduce possible injury to passengers both fastened with seat belts and unfastened in a wide range of types of vehicles traveling at different speeds.

[0017] The energy absorption system of the present invention can be more easily repaired after being hit by a motor vehicle. Energy absorbing elements can be placed horizontally and securely connected to other parts of the energy absorbing system using a relatively small number of mechanical connectors. For example, one bolt with nut can be used in place of three or four bolts with nuts, providing the same downforce and structural strength. As a result, the energy absorbing elements can be replaced faster and easier when the vehicle hits them. Panels mounted along the sides of the energy absorbing system can be replaced faster and easier when the vehicle hits them. For some applications, easily replaceable modules can be used to shred energy absorbing elements to dissipate the energy of a striking vehicle. Each module may contain a screw or other type of easily replaceable blunt shredder. The present invention does not contain any cutting surface or sharp edges. The energy absorption system of the present invention can be installed with modules, removable after the impact of the vehicle, and replaceable by new modules.

[0018] A better understanding of the present invention can be achieved by reference to the following descriptions of individual respective drawings, in which ordinal numbers indicate individual characteristics, and where:

Figure 1 is a schematic drawing showing an isometric view with fragments detached from the shredder and a complex energy absorbing structure utilizing the present invention;

Figure 2 is a schematic cross-sectional drawing with the fragments broken off along the lines 2-2 of Figure 1;

Figure 3 is a schematic drawing showing a dismantled isometric view with fragments detached from the complex energy absorbing structure and the energy absorbing element having bulges or segments spaced between respective slots or holes in accordance with the present invention; Figure 4A is a schematic drawing showing a top view with detached fragments of the energy absorption system according to the present invention;

Figure 4B is a schematic drawing showing a top view with the fragments detached from the impact of a motor vehicle on one end of the energy absorbing system of Figure 4A;

Figure 4C is a schematic drawing showing a top view with detached fragments of another energy absorption system in accordance with the present invention;

Figure 5 is a schematic side drawing with detached fragments showing the energy absorption system according to the present invention;

Figure 6 is a schematic drawing with detached fragments, showing a disassembled plan view of the energy absorbing system of shredding elements; complex energy absorbing structures and mounting rails as in Figure 5.

Figure 7 is a schematic drawing showing an isometric view of overlapping panels arranged along one side of the energy absorption system in accordance with the rules of the present invention;

Figure 8 is a schematic cross-sectional drawing with the fragments showing the first panel positioned opposite to the direction of travel and the second panel arranged in the direction of travel positioned slidably relative to each other; Figure 9 is a schematic drawing showing an isometric view of a plug suitably capable of detachably connecting a panel to a panel supporting frame in accordance with the present invention;

Figure 10 is a schematic drawing showing an isometric view with detached fragments of the energy absorption system and the associated complex sleigh structure in accordance with the present invention;

Figure 11 is a schematic drawing showing another isometric view with the fragments of the energy absorption system and associated complex structure of the sledge of Figure 10 detached;

Figure 12 is a schematic cross-sectional drawing and a side view with detached fragments showing a different view of the energy absorption system and the associated complex sled structure of Figure 10;

Figure 13 is a schematic drawing of a top view with the fragments detached showing the complex structure of the sledge, the fraying elements and the associated energy absorption system of Figure 10;

Figure 14 is an enlarged, schematic cross-sectional and elevational drawing with the sections fragmented along the lines 14-14 of Figure 13;

Figure 15 is a schematic drawing with detached fragments showing a dismantled isometric view of the plan of the energy absorbing system of Figure 14 in accordance with the present invention;

Figure 16 is a schematic drawing with the fragments detached, showing a top view of the energy absorption system according to the present invention; Figure 17 is a schematic cross-sectional drawing with the fragments showing the frame supporting the panel and the panels attached thereto, suitable for use in the energy absorption system according to the present invention.

[0019] The present invention and its advantages can be better understood by reference to the drawings of Figures 1-17, numbered according to their respective parts.

[0020] The terms "longitudinal", "longitudinally" and "linear" will be used to describe the orientation and / or movement of the components of the energy absorption system according to the present invention in a direction substantially parallel to the direction of movement of vehicles on a given road (not shown clearly). The terms "transverse", "across" will generally be used to describe the orientation and movement of the components of the energy absorption system according to the present invention in a direction substantially perpendicular to the direction of movement of vehicles on a given road. Some elements of the energy absorption systems of the present invention may be angled or expand (which is not explicitly shown) with respect to the direction of movement of motor vehicles on an adjacent road. [0021] The term "along the direction of movement" will generally be used to mean approximately parallel movement and roughly in the same direction as the movement of the vehicle along the road. The term "opposite to the direction of movement" will generally be used to mean approximately parallel movement, but in the opposite direction as the movement of the vehicle along the road. These terms can simultaneously be used to describe the position of an element relative to another element in the energy absorption system according to the present invention.

[0022] The terms "shred, shredding, break and rupture" can generally be used to describe the work result of the shredder acting on the fragments of the energy absorbing elements of the vehicle hitting them in accordance with the present invention. The terms "shred, fray, break and break" can also be used to describe the combined effect of tearing, tearing and / or breaking the continuity of fragments of the energy absorbing element without cutting off fragments of the energy absorbing element. Patent US 4655434, titled "Energy Absorbing Guardrail" and patent US 5957435, titled "Energy Absorbing Guardrail and Methods" show examples of shredding material sandwiched between holes to absorb the kinetic energy of a striking vehicle.

[0023] The terms "junctions" or "junction points" can be used to describe an area where two roads diverge or diverge. The turnout is typically limited from two sides by the edges of connecting roads diverging or descending from each other. Traffic on both roads is usually in the same direction. The junction may have arms or marked walkways between traffic lanes. The third side or border of a crossing point can sometimes be defined as being located at a distance of approximately sixty (60) meters from the tangent point of converging or diverging roads.

[0024] The term "roadside obstacles" can be used to describe fixed, fixed roadside obstacles, such as a lighting post, bridge support, or central bridge support or a two-level passage. This term may also mean a temporary place of works or road works located adjacent to the road or placed between two roads. A temporary road works site may contain various types of equipment and / or vehicles related to road repair or construction. The term "roadside obstacles" can also mean a crossing point or any other object adjacent to the road and posing a danger to oncoming vehicles.

[0025] The terms "obstacle" and "obstacle" can be used to describe both roadside obstacles and dangerous road objects, such as slow moving vehicles or equipment or stopped vehicles or equipment. Examples of such dangers include, but are not limited to, tow trucks and construction, maintenance and road repair equipment.

[0026] The various components of the energy absorption system according to the present invention can be made of commercially available steel construction materials. Examples of such materials may be steel sheets, steel plates, structural steel pipes, standard steel structural elements] and galvanized steel. Examples of steel structural elements with standard shapes are, among others W-shaped, HP-shaped elements, beams, channels, double and single angles. Steel structural angles may have arms of equal or unequal length. The American Institute of Steel Structures publishes detailed information on individual commercially available steel structural materials suitable for use in energy absorption systems in accordance with the present invention.

[0027] For some applications, the various components of the energy absorption system according to the present invention may be made of composite materials, ceramic-metal sinters and any other materials suitable for use in road safety systems. The present invention is not limited to the implementation of energy absorption systems from steel materials. Any metal alloy, non-metallic materials and a combination thereof suitable for use in road safety systems can be used to make an energy absorption system in accordance with the present invention. For some applications, it is possible to build the energy absorption system of the present invention from mild steel.

[0028] Energy absorbing systems 20, 20a, 20b and 20c according to the present invention may be referred to as crash cushions, crash barriers or roadside protection systems. Energy absorbing systems 20, 20a, 20b and 20c can be used to minimize the effects of collisions between a motor vehicle (which is not explicitly shown) and various types of obstacles. The energy absorbing systems 20, 20a, 20b and 20c and other energy absorbing systems according to the present invention can be used in permanent installations as well as in temporary installations in work / road zones. Energy absorption systems 20, 20a, 20b and 20c can sometimes be referred to as non-gate reversible crash cushions. Energy absorbing systems 20, 20a, 20b and 20c and other energy absorbing systems according to the present invention may meet or exceed the level 3 test criteria according to report No. 350 NCHRP.

[0029] Various features of the present invention will be described with reference to the energy absorbing system 20 shown in Figures 4A and 4B, the energy absorbing system 20a shown in Figure 4C and the energy absorbing system 20b shown in Figures 5 and 6 and the energy absorbing system 20c , shown in Figures 10-15. Various types of shredding elements and complex energy absorbing constructions according to the present invention can be used together with the energy absorbing systems 20, 20a, 20b and 20c. The present invention is not limited to shredders 116 and 216, composite energy absorbing structures 86 and 286, or associated energy absorbing elements 100, 100a, 100b, 100c and 100d. [0030] For some applications, energy absorbing systems 20, 20a, 20b and 20c may be installed as modular units. Also, various components and / or subsystems of individual energy absorption systems can be installed and removed as separate, individual modules. For example, complex energy absorbing structures can be aligned and paired with guide rails and guide rails constructed in accordance with the present invention. The module prepared in this way can then be installed adjacent to the obstacle. Panels supporting panels and panels can also be manufactured and assembled as a module or series of modules that are delivered to the work site for installation on the appropriate base module. The slide arrangements 40, 40a, 40b and 40c can also be folded and delivered as a single module to the job site. The connectors prepared according to the present invention can also be installed as interchangeable modules.

[0031] Energy absorbing systems 20 and 20a may include a sled system 40. Energy absorbing system 20b may include a sled system 40b. The energy absorbing system 20c may include a sled system 40c. The first end 41 of each slide arrangement 40, 40b and 40c may correspond to the first end 21 of the respective energy absorption systems 20, 20a, 20b and 20c. The materials used to make the slide system 40, 40b and 40c are selected to ensure the integrity of the slide system 40, 40b and 40c after being hit by a high speed vehicle.

[0032] The dimensions and configuration of the first end 41 of the slide arrangements 40, 40b and 40c, partly delimited by the corners 42 and 43, the upper clamp 141 and the lower clamp 51, can be selected to catch or collect the impact vehicle. During the collision between the motor vehicle and the first end 21 of the respective energy absorption systems 20, 20a, 20b and 20c, the kinetic energy of the impacting vehicle may be transferred from the first end 41 to other components of the respective sledge systems 40, 40b or 40c. The dimensions and configuration of the end 41 can also be selected to effectively transfer kinetic energy even if the motor vehicle does not hit the center of the first end 41 or if it hits the end 41 at an angle other than parallel along the length axis of the respective energy absorption systems 20, 20a, 20b and 20c.

[0033] Suitably, the panels 160 can be attached to the sides of the sled arrangements 40, 40b and 40c, extending from the respective first end 41. To describe the various features of the present invention, the panels 160 are shown in isolation from the sides of the sled system 40b in Figure 5. Panels 160 were detached on one side of the sled system 40c in Figures 10 and 11.

[0034] Roadside obstacle 310 shown in Figures 4a, 4c and 5 may be a concrete barrier along the edge or side of the road (which is not explicitly shown). Roadside obstacle 310 may also be a concrete barrier along a road separation strip. Roadside obstacle 310 can be a permanent installation or temporary structure in the area of ​​road works / works. Roadside obstacle 310 can sometimes be described as a "fixed" barrier or "fixed" obstacle, even if concrete barriers and other obstacles adjacent to the road may occasionally be moved or even removed from there. The energy absorbing system constructed in accordance with the present invention can be installed adjacent to various obstacles directed towards oncoming vehicles.

[0035] Examples of shredding devices and complex energy absorption systems in accordance with the present invention are shown in Figures 1-3. The composite energy absorbing system 86, as shown in Figures 1, 2 and 3, may be referred to as a "sandwich beam". The composite energy absorbing system 86 may include a pair of support beams 90 attached along the length, in parallel at a distance from each other. Each supporting beam 90 may have a C or U section. Supporting beams 90 can sometimes be referred to as channels.

[0036] The C-shaped cross section of each supporting beam 90 can be positioned facing each other so that the beams roughly form a rectangular cross-section in each composite energy absorbing system 86. The C-shaped cross section of each supporting beam 90 can be in part defined by network 92 and flanges 94 and 96 arising from it. Multiple holes 98 may be formed in flanges 94 and 96 to attach one or more energy absorbing elements 100 to the complex energy absorbing system 86. For one application, supporting beams or channels 90 may have a total length of up to eleven feet, with a network width of approximately five inches and a collar height of about two inches. A large number of different types of bolts can be inserted into the holes 98 in the supporting beams 90 and the corresponding holes 108 in the energy absorbing elements 100 for the proper attachment of each of the energy absorbing elements 100 to the supporting beams 90.

[0037] For the embodiments shown in Figure 1, 2 and 3, the connectors 103 should pass through the holes 108 in the energy absorbing elements 100 and through the respective holes 98 in the flanges 94 and 96. The connectors 103 can be selected so as to allow easy replacement of the element the energy absorbing 100 after the motor vehicle collides with one end of the energy absorption system.

[0038] One of the requirements for the proper attachment of the energy absorbing elements 100 to the supporting beams 90 is to provide the right size of the shredding zone 118, according to Figure 3, between the supporting beams 90 to accommodate the shredding element 116. For some applications, short and long bolts simultaneously. For other applications, blind rivets and suitable nuts can be used as fasteners. Various blind rivets, screws and other fasteners can be used in accordance with the present invention. Examples of such linkers are available from Huck International, Inc., based in 6 Thomas, Irvine, California 92718-2585. Power tools for proper installation are also available from Huck International as well as from other retailers.

[0039] For the embodiments shown in Figures 1, 2 and 3, only one energy absorbing element 100 may be attached to flanges 94 on one side of the composite energy absorbing system 86. For some applications, another energy absorbing element 100 may be attached to the flanges 96 on the opposite side of the composite energy absorption system 86. For other applications, a plurality of energy absorbing elements 100 with appropriate spacing (which is not explicitly shown) can be attached to one or both of flanges 94 and 96.

[0040] A row of holes or slots 110 may be positioned along a central length axis of the energy absorbing element 100. The holes or slots 110 may be described as perforation. For some applications, the holes 110 may be circular in shape, with a diameter of approximately one inch. The holes 110 are preferably disposed between respective bulges or segments 112 disposed between them in accordance with Figures 1, 2 and 3. The distances between the nearest holes 110, the dimensions of the holes 110 and the corresponding bulges or segments 112 can be varied in accordance with the present invention to control the force or energy required to move the shredder 116 through this place. [0041] Without the holes 110, the force required to move the shredder 116 through the energy absorbing element 100 may vary depending on the type of destruction mechanism used. The destruction mechanism associated with the moving shredder 116 along the length axis through the unitary plate may vary along the length of the unitary plate. The presence of the holes 110 and segments 112 results in increased repeatability and accuracy of the energy absorption along with the movement of the shredder 116 along the length axis by the energy absorbing element 100.

[0042] The configuration and dimensions of the apertures 110 and segments 112 may vary significantly in accordance with the present invention so as to provide the desired energy absorption characteristics for the respective complex energy absorption systems. For example, the holes 110 may be substantially round, oval, slotted, rectangular, star-shaped, or have a different geometric configuration, respectively.

[0043] For some applications, the holes 110 and segments 112 may have substantially uniform dimensions along the length axis of each of the energy absorbing elements 100. For other applications, the dimensions of the apertures 110 and / or the dimensions of the respective segments 112 may be varied to provide a relatively "soft" deceleration during the initial moments of the vehicle impacting the complex energy absorption system, then increasing the deceleration or increasing the energy absorption in the central part of the element energy absorbing 100. The last portion of the energy absorbing element 100 may provide reduced slowdown or reduced energy absorption as the speed of the vehicle hitting it decreases.

[0044] Alternatively, the holes 110 in the energy absorbing elements 100 need not be separate, they can instead be connected by slits (which is not explicitly shown). Along with the movement of the shredder 116 through the holes 116 and respective slots, the energy absorbing element 100, previously already divided by the slots connecting the holes 110, resists the moving shredder 116. The shredder 116 may bend or otherwise deform the holes in the energy absorbing element 100, in which holes the energy is absorbed and dissipated.

[0045] The number of energy absorbing elements 100 and their length and thickness may vary depending on the intended application for the complex energy absorbing system. Increasing the number of energy absorbing elements, increasing their thickness and / or increasing their length will allow a complex energy absorbing system to dissipate more kinetic energy. The advantages of the present invention include ability to vary the geometric configuration and the number of holes 110 and segments 112 and selected appropriate materials for the construction of energy absorbing elements 100 depending on the planned application for a complex energy absorbing system. The energy absorbing elements 100 and other components of the energy absorbing system according to the present invention may be galvanized to ensure that the desired resistance to pressure forces and environmental conditions that would cause rusting or corrosion of the given energy absorption system can be maintained.

[0046] For some embodiments shown in Figures 1-3, 5 and 6, each shredder 116 may be located adjacent to one of the ends of the composite energy absorption system 86. As will be described in more detail later, a pair of shredder 116 may be attached to the sled system 40b in accordance with the present invention. For some applications, the shredding elements 116 may be attached horizontally to the sled system 40b and to the path (which is not explicitly shown). Each energy absorbing element 100 and corresponding slot 102 may be positioned vertically relative to a given shredder 116 and a given path.

[0047] The dimensions associated with each shredder 116 should match the slit 102 at each end of the energy absorbing element 100 adjacent to the respective shredder 116 and the shredding zone 118 between the supporting beams 90. The dimensions are chosen to allow the shredder 116 for sliding along the length axis between flanges 94 and 96 of the nearest supporting beams 90. For one application, the gap 102 at one of the ends 101 may be along the center axis of the energy absorbing element 100, having a width of approximately 3/4 inches and a length of approximately 6 inches.

[0048] The diameter of the shredder 116 may be smaller than the diameter of the holes 110. However, this need not always be the case. The diameter of the shredder 116 may be the same or even larger than the holes 110. For some applications, the shredder 116 may be a screw approximately one half inch in diameter and approximately twelve inches long. The exact dimensions of the shredder 116 and the corresponding energy absorbing element 100 may vary depending on the amount of kinetic energy that will be dissipated by the composite energy absorbing system 86.

[0049] The material used to make each shredder 116 will depend on the materials used to make the individual energy absorbing elements 100. For some applications, the shredder 116 may have a minimum Rockwell C39 hardness. Shredding elements of various configurations, such as cylindrical beams with a generally circular cross-section or beams with a generally square or rectangular cross-section (which is not explicitly shown) can also be successfully used with the complex energy absorbing system according to the present invention.

[0050] For some applications, the composite energy absorbing system 86 may remain relatively stationary or be fixed, while the corresponding shredder 116 moves along the length axis through holes 110 and segments 112 to absorb the energy of the impacting vehicle. For other applications (which is not explicitly shown), the shredder 116 may remain fixed while the corresponding composite energy absorbing system 86, including holes 110 and segments 112, moves along the length axis with respect to the shredder 116 to absorb impact energy the vehicle.

[0051] The energy absorbing element 100 can provide a deceleration characteristic for selected vehicles of a certain weight and speed. For example, during approximately the first few feet of the shredder 116 path through a suitable composite energy absorbing system 86, two stops or deceleration force steps suitable for a vehicle weighing 820 kilograms may be provided. The remaining path of the shredder 116 through the appropriate composite energy absorbing system 86 can provide forces capable of holding larger vehicles, weighing approximately 2,000 kilograms. The differences in the location, size, configuration and number of energy absorbing elements 100 allow the complex energy absorbing system 86 to safely slow down vehicles weighing between 820 and 2000 kilograms.

[0052] Figure 4A shows the energy absorption system 20 in its initial state (first position), extending along the length axis of a roadside obstacle 310. The sled arrangement 40, slidably mounted at one end 21 of the energy absorption system 20, may sometimes be referred to as " shock sled ". The slots 102 can be used to receive appropriate shredding elements 116 during assembly and alignment of the sled arrangement 40 to the energy absorbing elements 100. The first end 21 of the energy absorption system 20 together with the first end 41 of the sled system 40 should preferably be positioned facing incoming vehicles. The other end 22 of the energy absorption system 20 may be securely attached to the end of the roadside obstacle 310 opposite oncoming vehicles. The energy absorption system 20 is usually mounted in its first position with the first end 21 separated from the second end 22 by an axis of length, as in Figure 4A.

[0053] The various panels supporting frames 60a-60e may be longitudinally separated and slidably mounted between the first end 21 and the second end 22. The panels supporting frames 60a-60e may be referred to as "frame arrangements". The number of panels supporting the panels may vary depending on the designed length of the given energy absorption system. A plurality of panels 160 can be attached to the sled system 40 and 60a-60e frames supporting the panels. Panels 160 may sometimes be referred to as "bumpers" or "crash panels". An example of a panel supporting frame suitable for use with the energy absorption systems 20, 20a, 20b and 20c is shown in Figure 16.

[0054] When the vehicle hits the first end 21 of the energy absorption system 20, the sled system 40 will move along the length axis towards a roadside obstacle 310. The composite energy absorption systems 86 (not shown directly in Figures 4A and 4B) will absorb the energy of the impacting vehicle during this movement . The movement of the frames 60a-60e supporting the panels and respective panels 160 relative to each other can also absorb the energy of the vehicle impacting the first end 21.

[0055] Figure 4B is a schematic drawing showing a top view of the sled system 40 and the panels 60a-60e supporting panels together with respective panels 160 folded together. Further movement along the length axis of the slide system 40 toward the road infray 310 is inhibited by the frames supporting the panels 60a-60e. The setting of the energy absorption system 20 shown in Figure 4B can be referred to as the "second" position. During most collisions with the end 21 of the energy absorption system 20, the sled arrangement 40 will generally travel only a fraction of the distance between the first position shown in Figure 4A and the second position shown in Figure 4B.

[0056] The panels 60a-60e supporting the panels, the respective panels 160 and other components of the energy absorption system 20 cooperate to redirect the vehicles hitting either side of the energy absorption system 20 back to the road. The respective panels 160 can be attached to the sled system 40 and should extend over a portion of the respective panels 160 attached to the frame supporting the panels 60a. Similarly, panels 160 attached to frame 60a should extend over the corresponding portion of panels 160 attached to the frame supporting panels 60b. Various elements of the energy absorption system 20 provide significant width support to the 60a-60e panels and 160 panels.

[0057] The first end 161 of each panel 160 may be securely attached to the sled system 40 or respective frames 60a-60e supporting the panel as needed. Each panel 160 may also be slidably connected to one or more frames 60a60e supporting panels mounted along the direction of travel. Panels 160 mounted against the direction of movement overlap panels 160 mounted along the direction of travel to allow the respective panels 160 to be unfolded or nested in a situation where the frames 60a-60e supporting the panels slide slidingly against each other. Subgroups 60a-60e of panel support frames and panels 160 can be grouped together to form groups of single or double shelves.

[0058] For purposes of illustration, the other end 162 of each panel 160 of those mounted in the opposite direction of movement is shown in Figures 4A and 4B as being transversely distant over the panel 160 mounted in the direction of movement. Panels 160 may nest closely next to each other to minimize expansion at the other end 162 that could hook onto the vehicle when impacted in an inverted angle on either side of the energy absorption system 20.

[0059] Figure 4C is a schematic drawing showing a top view of the energy absorption system 20a in its first position extending along the length axis of a roadside obstacle 310. The energy absorption system 20a may include a first end 21 in the direction of movement and a second end 22 securely mounted on roadside obstacle 310. The energy absorption system 20a also includes a sled system 40, frames 60a-60g supporting panels and corresponding panels 160.

[0060] Panels 160 extending along both sides of the energy absorption systems 20 and 20a may in fact have the same configuration. However, the length of panels 160 may depend on whether the panel is a "single shelf panel" or "double shelf panel". For purposes of clarification, "shelf" is defined as the space between the two closest frames supporting panels 60.

[0061] The length of the panels 160 referred to as "double shelf panels" is selected to extend between the three panel panels supporting the panels when the energy absorption systems 20 and 20a are in their first position. For example, the first end 161 of the double shelf panel 160 should be securely attached to the panel supporting frame 60a mounted in the opposite direction of movement. The other end 162 of the double shelf panel 160 should be slidably mounted on the panel supporting frame 60c mounted in the direction of movement. Another panel supporting frame 60b is slidably connected to the double shelf panels 160 in the middle of the first end 161 and the second end 162.

[0062] When the sled arrangement 40 hits the panel supporting frame 60a, which can then come in contact with successive panels 60b and 60c supporting panels etc., then the panels supporting frame 60a-60g and attached panels 160 are accelerated towards a roadside obstacle 310. The inertia of the 60a-60g frames supporting the panels and attached panels 160 helps slow down the striking vehicle.

[0063] If a frame supporting a panel of a single-shelf panel group is hit, the single-shelf group will come in contact with its own panels 160 and, therefore, will have a relatively high inertia. To soften the slowing of the striking vehicle, a double ledge group should be placed in the direction of movement from the side of each single ledge group. When the sled arrangement 40, or one or more frames supporting panels pushed through the sled arrangement 40, comes in contact with the first frame supporting the panel group with a double shelf (e.g. frame 60d supporting the panel), the inertia may be the same or slightly larger than ( due to longer panels 160) inertia of the single shelf group. However, when contact is made with the second frame supporting the double-shelf group panel (e.g. frame 60e supporting the panel), the second frame supporting the panel 60 may have a lower inertia because it is only slidably connected to the respective panels 160. Thus the deceleration is somewhat less.

[0064] The energy absorption system 20a has the following groups of shelves: 2-2-1-2-2, where "2" means a double shelf and "1" means a single shelf. Beginning with the sled layout 40 and moving towards roadside obstacle 310, the energy absorbing system 20a has a double shelf group (counting the sled layout 40 as an independent shelf), another double shelf group, a single shelf group, then a double shelf group and a group with a double shelf.

[0065] The energy absorbing system 20b shown in Figures 5 and 6 may include a sled system 40b and a plurality of complex energy absorbing systems 86 arranged in rows 188 and 189 respectively extending along the length axis from roadside obstacle 310 and generally parallel to each other. The carriage layout 40b may have a modified configuration compared to the carriage layout 40. For some applications, rails 208 and 209 can also be combined with composite energy absorption systems 86. See Figure 2 and 3.

[0066] Complex energy absorbing systems 86 can be securely connected to each other by multiple cross braces 24. Cooperation between the cross braces 24 and the composite energy absorbing systems 86 results in an energy absorbing system 20b with a relatively rigid frame structure. As a result, the energy absorbing system 20b can better absorb the impact force of a motor vehicle hitting the sled system 40b either at a distance from the center 21 or hitting the end 21 at an angle other than approximately parallel to the complex energy absorbing systems 86.

[0067] As shown in Figure 5, a forehead cover 83 can be attached to the nearby first end 21 of the sled system 40b. The forehead cover 83 may be a generally rectangular patch of flexible plastic. The opposite edges of the forehead cover 83 may be attached to the respective opposite sides of the sled system 40b at the end 41. The forehead cover 83 may include a plurality of reflective chevrons 84 visible from vehicles approaching roadside obstacle 310. Different types of forehead covers, reflectors and / or warning signs can also be mounted on the sled system 40, 40b and 40c and along each side of the energy absorption systems 20, 20a, 20b and 20c.

[0068] For some applications, each row 188 and 189 may include two or more complex energy absorption systems 86. Complex energy absorption systems 86 in row 188 may be some distance along the width axis from the composite energy absorption systems 86 in row 189. Complex systems the energy absorbing 86 can be securely attached to the concrete base 308 in front of the roadside obstacle 310. Each row 188 and 189 of composite energy absorption systems 86 may have a proper first end 187 corresponding generally to the first end 21 of the energy absorption system 20b. The first end 41 of the slide system 40b may also be located adjacent to the first end 187 rows 188 and 189 before the vehicle hits.

[0069] A pair of ramps 32 can be placed at the end 21 of the energy absorption system 20b to avoid hitting small or low suspended vehicles directly at the ends 187 of rows 188 and 189. Similar ramps 32 are shown in Figure 10 at the first end 21 of the energy absorption system 20c. If there are no ramps 32, the small ones can be used to securely connect each ramp 32 to the appropriate complex energy absorption system 86. For some applications, the leg 34 may be approximately six and a half inches tall. Other components associated with the energy absorption system 20b, such as composite energy absorption systems 86 and rails 208 and 209 may have a compatible height. Limiting the height of ramps 32 and complex energy absorbing systems 86 will allow these elements to pass under the vehicle hitting the end 41 of the sled system 40.

[0071] The oblique surfaces 36 may be approximately thirteen and a half inches long. The oblique surfaces 36 can be formed by cutting into pieces of a suitable length of a steel angle beam (which is not explicitly shown) measuring 3 inches by 3 inches by half an inch thick. The steel angle beam pieces can be attached to the respective feet 34 by welding and / or by fasteners. Ramps 32 can also be defined as "end shoes".

[0072] The energy absorbing system constructed in accordance with the present invention may be mounted on or attached to both concrete and asphalt bases (not shown explicitly). For the embodiments shown in Figures 5 and 8, the concrete base 308 may extend both along the length axis and along the width axis from a roadside obstacle 310. As shown in Figures 5 and 6, composite energy absorbing systems 86 should be placed on and firmly attached to multiple cross clamps 24. Each cross clamp 24 can be attached to a concrete base 308 with anchor bolts 26. Different types of mechanical connectors and anchors independently from anchor bolts 26 can be successfully used to attach cross frames 24 to concrete base 308. The number of cross frames and the number of anchors used with each frame may vary according to the intended design for each of the energy absorption systems.

[0073] Cross staples 24 may be formed of steel panels with a nominal width of three inches and a nominal thickness of half inch. The length of each cross staple 24 may be approximately 22 inches. Three holes can be made in each of the cross clamps 24 to accommodate anchor bolts 26. When the vehicle collides with either side of the energy absorption system 20, the cross clamps 24 are subjected to tension. The materials used to prepare the cross clamps 24 and their configuration allow the cross clamps 24 to deform under the influence of voltage from such side impacts and absorb the energy of the impacting vehicle.

[0074] For some installations, the anchor bolts 26 may vary in length, from approximately seven inches (7 ") to approximately eighteen inches (18"). For some applications, holes (not shown directly) may be prepared in an asphalt or concrete base to accommodate suitable anchor bolts 26. Different types of adhesive materials may also be placed in these holes to provide solid adhesion of anchor bolts 26. Anchor bolts 26 should not protrude above the top of the nuts 27. Dobeton and asphalt anchors suitable for use in an energy absorption system in accordance with the principles of the present invention are available from Hilti, Inc., based in Tulsa, Oklahoma 74121 (PO Box 21148) ).

[0075] For the purpose of describing the molds shown in Figures 5 and 6, supporting beams 90 nearest to the cross braces 24 are designated 90a. The respective support beams 90 directly above them are designated 90b. Support beams 90a and 90b may have substantially identical dimensions and configurations, including from respective networks 92 with flanges or flanges 94 and 96. Four cross braces 24 can be connected to a network of 92 support beams 90a opposite flanges 94 and 96, respectively. As a result, the C-shaped cross section of each support beam 90a moves further away from the cross braces 24.

[0076] The number of cross braces 24 attached to each support beam 90a may vary, depending on the intended use of the given energy absorption system. For 20b energy absorption system, two supporting beams

90a remain at a distance from each other along the width axis and attached to four cross braces 24. Conventional welding techniques and / or mechanical connectors (not shown directly) can be used to connect supporting beams 90a with cross clamps 24.

[0077] A pair of rails or beams 208 and 209 may be attached to respective support beams 90b. Rails 208 and 209 are shown in Figure 6 but not shown in Figure 5. For some applications, rails 208 and 209 can be formed from steel isosceles angle beams three inches by three inches and about half an inch thick. Many other types of rail can be used for other applications. The present invention is not limited in scope to only the rails 208 and 209. For embodiments such as the energy absorption system 20c, the rails 208 and 209 may have a similar configuration and dimensions as the respective supporting beams 290.

[0078] The rails 208 and 209 may have a first leg 211 and a second leg 212, crossing each other at an angle of approximately ninety degrees. A plurality of holes (which is not explicitly shown) may be placed in the leg 211 so as to allow the rails 208 and 209 to be attached to the respective support beams 90b. The connectors 103a, which may be longer than the connectors 103, can be used to connect the rails 208 and 209 to the supporting beams 90b.

[0079] The length of the rails 208 and 209 may be greater than the lengths of the respective rows 188 and 189 of the composite energy absorption systems 86. When the energy absorption system 20b is in its second position, the supporting frames of the panels 60a-60e are located directly adjacent to each other, which prevents further movement of the sleigh system 40b. Thus, it is not necessary for rows 188 and 189 of composite energy absorption systems 86 to be of the same length as rails 208 and 209.

[0080] As shown in Figures 5 and 6, corner posts 42 and 43 may be made of steel panels about four inches wide and about three quarters inches thick. Each corner post 42 and 43 may be approximately thirty-two inches long.

[0081] The upper clamp 141 should extend along the width axis between the corner columns 42 and 43. The lower clamp 51 should extend along the width axis between the corner column 42 and corner column 43 just above the rails 208 and 209. A pair of clamps 148 and 149 may extend diagonally from the upper buckle

141 to the point directly above rails 208 and 209. Only the clamp 148 is shown in Figure 5.

[0082] A pair of targeting systems 54 may be appropriately attached to the end of each of both diagonal staples 148 and 149. Only one targeting system 54 is included in Figure 5. The dimensions of each targeting system 54 may be selected to permit contact with suitable guide bars or 208 and 209 rails. For some applications, each targeting system 54 may be formed with a narrow angle bar of approximately the same dimensions and configuration. The targeting systems 54 work together to provide sled system 40b along the length axis on rails 208 and 209 towards a given obstacle, such as roadside obstacle 310. Inertia of the sled system 40b and friction associated with sliding on rails 208 and 209 will contribute to slowing down the hitting vehicle.

[0083] Most collisions between the vehicle and the end 41 of the sled system 40b will generally occur at a position well above the complex energy absorbing systems 86. As a result, the impact of the vehicle at the end 41 will cause torque to apply to the sled system 40b, which causes the targeting systems 54 to press against feet 211 of the respective rails 208 and 209.

[0084] During the collision of a motor vehicle with the end 41 of the sled system 40b, the force from the vehicle can be transferred from the corner posts 42 and 43 to the upper clamp 141 through the diagonal clamps 148 and 149 and further to the steering systems 54. As a result, the steering systems 54 will act on rails 208 and 209 to maintain the desired alignment of the sled system 40b with complex energy absorbing systems 86.

[0085] As shown in Figures 1 and 6, fasteners 214 can be attached to the bottom bracket 51. Fasteners 214 can be arranged along the width axis to allow fraying elements 116 to be accommodated. Fasteners 224 and 226 should also be attached to corner posts 42 and 43 and grow out of them. Corresponding shredding elements 116 can be attached to connectors 214, 224 and 226.

[0086] The support plates 234 and 236 should be placed directly adjacent to the respective shredding elements 116 opposite the respective complex energy absorption systems 86. For the embodiment shown in Figures 1 and 6, the support plate 234 may be attached to the supporting pole 43 and the corresponding connector 214 The support plate 236 may be attached to the support post 42 and the corresponding connector 214. A vehicle splitter 244 or a low suspension vehicle can hit either or both ends 187 and slow down rapidly while seriously damaging the vehicle and / or injuring the driver and passengers of the vehicle. Various types of ramps and other structures may be used to ensure that the vehicle hitting the end 21 of the energy absorption system 20b correctly activates the sled system 40b and does not come in direct contact with the first ends of 187 rows 188 and 189.

[0070] Each ramp 32 may have a foot 34 with an oblique surface 36 emerging therefrom. Connectors (not shown directly) may be installed between the lower clamp 51 and the nearest corner post 43 with a horizontal support plate 234 installed. A similar distributor (not shown directly) may be installed between the lower clamp 51 and the nearest corner post 42 with a horizontal support plate 236 installed. The spare plate 238 may be attached to the lower clamp 51 opposite the corresponding shredding elements 116. The spare plate 238 provides additional support for connectors 214 and horizontal support plates 234 and 236.

[0087] The slide system 40b may be slidably mounted on the rails 208 and 209 and positioned relative to the first end 187 of the composite energy absorption systems 86 together with the fraying elements 116 positioned in respective slots 102. The dimensions of the shredder 116 and the shred zone 118 between the individual support beams 90 are selected to allow each shredder 116 to fit between the flanges 94 and 96 of the individual support beams 90.

[0088] During the collision with the end 21 of the energy absorption system 20b, the vehicle will experience a sudden increase in deceleration while momentum is transferred from the vehicle to the sled system 40b, resulting in a consistent and simultaneous movement of the vehicle and the sled system 40b. The amount of deceleration due to the momentum transition is a function of the weight of the 40b sled system, as well as the weight and initial speed of the vehicle. As the slide system 40b travels along the length axis toward the roadside obstacle 310, the targeting systems 54 will come into contact with the rails 208 and 209 to ensure the proper positioning of the slide system 40b, the composite energy absorbing system 86, the shredder 116 and the respective shredding zones 118.

[0089] When the vehicle hits the first end 41 of the sledge arrangement 40b, the sledge arrangement 40b moves towards the roadside obstacle 310. The shredding elements 116 embedded in the respective slots 102 will act on nearby energy absorbing elements 100. The shredding elements 116 will travel through the nearby first bulge or segment 112, shredding bulge material 112. Each of the fraying elements 116 will move through the first bulge 112 and will enter the first opening 110. The shredder 116 will then encounter the next bulge 112, shredding the material from which the bulge is made. This process is repeated as the shredder 116 moves through the subsequent bulges 112 and the holes 110 between them. The holes 110 provide the reliability of the energy absorbing elements 100 by firstly ensuring a stable path of the shredder element 116 through the energy absorbing element 100 and secondly, ensuring the tearing of the energy absorbing element 100 by the shredder element 116 using a predictable force value.

[0090] The central part of each energy absorbing element 100 will be shredded between the supporting beams 90, while the upper and lower parts of each energy absorbing element 100 remain fixedly attached to the supporting beams 90 via screws 103. The central part of each energy absorbing element 100 is further shredded together with further pressure on the slide system 40b causing the shredding elements 116 to pass through these energy absorbing elements 100. The shredding of the pieces of energy absorbing elements 100 will end when all the kinetic energy of the impacting vehicle has been absorbed. After the shredding elements 116 have passed, one or more energy absorbing elements 100 will be separated into upper and lower parts (which is not explicitly shown).

[0091] The length of the respective rows 188 and 189 associated with the energy absorption system 20b can be selected to provide multiple steps for effectively decelerating large, fast moving vehicles, while the sled system 40b has moved through the "relatively soft" front portion absorbing energy. Generally, the energy absorbing elements installed in the middle of rows 188 and 189 and those immediately adjacent to the end of each row will be relatively "hard" compared to the energy absorbing elements installed near the first end 21.

[0092] The frames 60a-60e supporting the panels may have substantially the same dimensions and configuration. Thus, only the panel supporting the frame 60e shown in Figure 17 will be described in detail. The panel supporting frame 60e generally has a rectangular configuration defined in part by the first post 68 adjacent to rail 208 and the second post 69 adjacent to rail 209. The lower clamp 62 extends along the width axis between the first pole 68 and the second pole 69. The length of the columns 68 and 69 and the placement of the lower clamp 62 are selected such that when the frame 60e supporting the panel is placed on the rails 208 and 209, the lower clamp 62 will enter contact with rails 208 and 209 but posts 68 and 69 will not touch the concrete base 308.

[0093] A plurality of cross braces 63, 64, 65, 70 and 71 may be arranged between the posts 68 and 69, the upper clamp 61 and the lower clamp 62 to provide a rigid structure. For some applications, cross clamps 63, 64, 65, 70 and 71 and / or posts 68 and 69 can be made of relatively heavy components of construction steel. In addition, the cross clamps 65 can be mounted in a lower position on columns 68 and 69. The weight of the 60a-60e frames supporting the panels and the location of the appropriate cross braces can be selected to provide adequate strength during side impact with the energy support systems 20, 20a, 20b and 20c.

[0094] Hanger 66 can be attached to the end of the post 69 adjacent to the concrete base 308 and extends along the width axis toward the composite energy absorption system 86. Hanger 67 is attached to the end of the post 68 adjacent to the concrete base 308 and extends along the width axis towards the complex energy absorbing system 86. Hangers 66 and 67 work with the lower buckle 62 to maintain the panel supporting frame 60e on rails 208 and 209 during side impact with the energy absorption system 20b to eliminate or reduce rotation in a direction perpendicular to rails 208 and 209 while simultaneously allowing the panel supporting frame 60e on the slide along the length axis towards a roadside obstacle 310.

[0095] The impact strength of the vehicle colliding with either side of the energy absorption system 20, 20a, 20b and 20c will be transferred from panels 160 to 60a-60g frames supporting the panels. The side impact force will then be transferred from the 60a-60g frames supporting the panels to the respective rails 208 and / or 209, and from them to complex energy absorption systems 86, and through the cross clamps 24 and connectors 26 to the concrete base 308. Cross braces 24, connectors 26, complex energy absorption systems 86, rails 208 and 209 together with 60a-60g support frames for panels provide lateral support during a lateral impact on the energy absorption system.

[0096] When the vehicle initially hits the sled system 40b directed at the oncoming traffic, passengers (or the driver) not fastened with lanes or other safety devices can be fired from the seat. Properly pinned travelers will, as a rule, slow down together with their vehicle. During a short period of time and distance during which the sled system 40b travels on rails 208 and 209, an unfastened passenger (or driver) may cross the road in the air inside the vehicle. The forces slowing down a striking vehicle at the same time can be significant. However, before the passenger (or driver) comes into contact with the interior of the vehicle, such as the windshield (which is not explicitly shown), the deceleration forces acting on the vehicle will generally be reduced to minimize possible injury to unsecured travelers.

[0097] The diagonal parts of the clamps 148 and 149 and / or the upper clamp 141 of the sled system 40b will come into contact with the panel supporting frame 60a, which in turn will come into contact with the panel supporting frame 60b and subsequent panels supporting frames arranged along the direction of movement starting from sleigh system 40b. The movement of the sled system 40b towards roadside obstacle 310 causes the 60a-60e frames 60a-60e to support each other to support the panels together with their panels 160. The inertia of the frames supporting the panel 60 together with their panels 160 will further slow down the striking vehicle while the sled system 40b moves along the length axis from the first end 21 to the second end 22 of the energy absorption system 20b. The telescopic folding or displacement of the panels 160 relative to each other generates additional frictional forces that also help slow down the vehicle. The movement of the frames 60a-60e supporting the panels along the rails 208 and 209 also creates additional frictional forces, which further slows down the striking vehicle.

[0098] As previously discussed in Figures 4A and 4B, the panels 60a-60e supporting the panels and their panels 160 will direct the vehicles striking either side of the energy absorption system 20b back onto the road. Each of the panels 160 may have a substantially elongated rectangular configuration defined in part by the first end or counter-end 161 and the second end or counter-end 162. (See Figure 5 and 7). Each panel 160 should have a first edge 181 and a second edge 182 that extend along the length axis between the first end 161 and the second end 162. For some applications, the panels 160 can be prepared from pieces of standard handrail W beams, 10 (thick), long approximately thirty-four and three-quarters of an inch for "one-shelf panels" and five-foot two-inch for "two-shelf panels." Each panel 160 should have the same width of twelve and a quarter inches.

[0099] As shown in Figures 5 and 7, respective slots 164 should be formed in panels 160 between the ends 161 and 162. The slot 164 should be positioned and extend along the central axis of length (which is not explicitly shown) of each panel 160. Length the gap 164 is smaller than the panel 160. The respective slot plates 170 can be slidably secured in each slot 164. The end opposite the direction of movement in each of the slots 164 should include an enlarged portion or slot of the zipper 164a, as will be described in more detail below.

[0100] The metal strip 166 can be welded to the first end 161 of each panel 160 along the edges 181 and 182 and the center. See Figure 8. For some applications, the metal belt 166 may be approximately twelve and a quarter inches long and approximately two and a half inches wide. The length of each metal strip 166 should be equal to the width of the respective panel 160 between the edges along the length axis 181 and 182. The fasteners 167, 168 and 169 can be used to attach each metal strip 166 to the post 68 of the respective frame supporting the panel 69. The fasteners 167 and 169 are essentially identical. The metal belt 166 provides more contact points between the mounting end 161 of the 160 panels and the corresponding 60a-60f frames supporting the panels.

[0101] The recesses 184 can be placed in each panel 160 at the junction of the other end 162 with the respective edges along the length axis 181 and 182. (See Figure 7). The recesses 184 allow the panels 160 to sit next to each other when the energy absorption system 20b is in its first position. As a result, the cavities 184 minimize the possibility of the vehicle hooking to the sides of the energy absorption system 20 during a collision or impact "in the opposite direction".

[0102] For purposes of explanation, panels 160 shown in Figure 7 have been designated 160a, 160b, 160c, 160d, 160e and 160f. The edges of panels 160a-160d along the length axis are defined as edges 181a-181d and 182a-182d, and the longitudinal edges of panel 160f are described as 181f and 182f. In addition, for panels 160a, 160b and 160d, ends 161 and

162 described as ends 161a and 162a, 161b and 162b, and 161d and 162d, respectively. Similarly, for panel 160c, the end opposite the direction of movement was defined as end 161c; and for panel 160e, the end in the direction of movement is determined as 162e. Corresponding metal strips 166 may be attached to the first end 161a and the first end 161d to the post 68 of the panel supporting frame 60c. Similarly, appropriate metal straps 166 serve to securely secure the first end 161b and 161e to the pole 68 of the frame supporting panel 60d. As can be seen in Figures 8 and 9, the screw 168 passes through the hole 172 in the respective slotted plate 170 and the corresponding hole (not directly shown) in the panel 160b.

[0103] As shown in Figure 9, the slotted plate 170 should include the hole 172 through its entire thickness. The pair of fingers 174 and 176 extends along the width axis on one side of the slotted plate 170. The fingers 174 and 176 can be sized to fit into the slot 164 of the respective panel 160. The fastener 168 should be longer than the fasteners 167 and 169 to accommodate the plate slotted 170. Each slotted plate 170 and bolt 168 mate with each other to securely anchor the end 161 of the inner panel 160 to the respective posts 68 and 69, while allowing the outer panel 160 to slide along a length axis drawn between the posts 68 and 69.

[0104] During some vehicle impacts, the support frames of the panels 60a-60e and the respective panels 160 may move to a second position, as in Figure 4B. As a result, it may be more difficult to repair and reassemble the energy absorption system 20b. However, the enlarged portions 164a of the slots 164 cooperate with respective slit plates so as to allow easier removal of the respective panels 160 from the panels supporting the panels 60.

[0105] For some applications, the length of the enlarged fragment 164a may be approximately equal to or greater in the combined length of the three slotted plates 170. The enlarged fragments 164a and corresponding slotted plates 170 cooperate to significantly reduce or eliminate jamming or overlapping problems that a striking vehicle can cause by moving an energy absorption system from a first extended position to a second, compound position. For example, see Figures 4A and 4B.

[0106] The energy absorbing system 20c shown in Figures 10-16 may include a sled system 40c and a plurality of complex energy absorbing systems 286 arranged in respective rows 288 and 289 substantially parallel along the length axis extending from the obstacle. For some applications, each row 288 and 289 may include two or more complex energy absorption systems 286. Energy absorbing systems 286 in row 288 can be arranged along the width axis at a distance from energy absorbing systems 286 in row 289. See Figure 12, 13 and 16.

[0107] The sled system 40c may have a modified configuration similar to the sled system 40b. Complex energy absorbing systems 286 can be attached to each other by a plurality of cross frames 24. The cooperation between the cross frames 24 and the complex energy absorbing systems 286 results in the form of an energy absorbing system 20c with a relatively rigid frame construction. As a result, the energy absorption system 20c may be able to better absorb the impact of a motor vehicle hitting the sled system 40c off-center end 21 or hitting the end 21 at an angle other than approximately parallel to the composite energy absorption systems 286.

[0108] Complex energy absorbing systems 286 can be firmly attached to the concrete base 308 at the front of the obstacle using cross clamps 24 and screws 26 as described for the energy absorbing system 20b and composite energy absorbing systems 86. Cross attachments 300 that will be further described below, they can be used to securely attach complex energy absorption systems 286 to the appropriate cross braces 24. Each row 288 and 289 of composite energy absorption systems 286 may have a corresponding first end 287 corresponding in principle to the first end 21 of the energy absorption system 20c.

[0109] The slide system 40c may be located adjacent the first end 287 of rows 288 and 289, with the shredding elements 216 aligned to the respective composite energy absorbing systems 286 prior to vehicle impact. For the embodiments shown as the energy absorption system 20c, the shredding elements 216 may be arranged substantially vertically with respect to the sled system 40c, the energy absorbing elements 100 and a given path (which is not explicitly shown). Each shredder 216 may be made of a screw having a diameter of about half an inch and a length of about eleven inches. The same materials can be used to build shredding elements 216 as previously described in the description of shaving elements 116. Each energy absorbing element 100 can be located substantially horizontally relative to respective shredding elements 216 and the roadway. See Figure 12. [0110] A pair of ramps 32 may be located at the end 21 of the energy absorption system 20c so as to prevent impact directly on the first end 287 of rows 288 and 289 of a small or low suspension motor vehicle. Various types of ramps and other constructions may be used to ensure that the vehicle hitting the end 21 of the energy absorption system 20c correctly activates the sled system 40c and does not directly contact the first end 287 of rows 288 and 289.

[0111] Each composite energy absorbing system 286 shown in Figures 1015 may include a pair of supporting beams 290 arranged parallel to each other along the length axis and at a distance from each other along the width axis. The fraying zone 218 may be formed at a gap running along the length axis between the support beams 290. For some applications, support beams 290 may have a substantially C-shaped cross-section as previously described with respect to support beams 90 or any other valid cross-sections.

[0112] For the applications shown in Figures 10-14, support beams 290 may be described as angular beams having substantially L-shaped cross-sections defined by first arm 291 and second arm 292. Arms 291 and 292 may intersect at an angle of approximately ninety degrees. For some applications, supporting beams or angle beams 290 can be made using roller profiling techniques. The use of angle beams 290 can ease the material requirements and the cost of making or repairing a given crash cushion. For some applications, supporting beams 290 and 208 and 209 rails can be manufactured from the same angle beams made of structural steel.

[0113] The L-shaped cross-section of each supporting beam 290 may be positioned relative to another so as to form a C-shaped or U-shaped cross section for each of the coupled energy absorption systems 286. For some applications, arm length 291 may be much larger than the arm length 292. For embodiments such as that shown in Figure 12, the width of each arm 291 may be approximately equal to the total width of the respective arm 292 and the width of the fraying zone 218. As a result, the composite energy absorption system

286 will have a substantially square cross-section. See Figure 12.

[0114] A plurality of holes 98 may be placed in each second arm 292 for use in attaching one or more energy absorbing elements 100 to a corresponding composite energy absorption system 286. For some applications such as shown in Figure 15, the diameter of the holes 98 may vary along of the arm length axis 292. For example, some holes 98b may have an inner diameter selected to accommodate a typical 9/16 "screw, such as a connector 250. Other holes 98a may have a smaller internal diameter selected to accommodate a 3/8 "screw or threaded stud with a 9/16" arm diameter and without a head, such as fittings 260.

[0115] To describe the various features of the present invention, the energy absorbing elements 100 associated with the composite energy absorbing system 286 may be designated 100a, 100b, 100c and 100d. For some applications, complex energy absorption systems 286 may have approximately the same overall length, width and height as previously described for composite energy absorption systems 86. Different types of fasteners can be passed through the holes 98 in the supporting beams 290 and the respective holes 108 located in the energy absorbing elements 100.

[0116] A pair of energy absorbing elements 100d may be located at the nearby ends 21 of each of the complex energy absorbing systems 286 included in the energy absorption system 20c. See Figures 11, 12 and 16. The absorbing elements 100d are indicated in Figure 10 by dashed lines. The total length of the energy absorbing elements 100d can be significantly reduced compared to the energy absorbing elements 100a, 100b and 100c. A slot 202 may be made in each of the energy absorbing elements 100d to receive appropriate fraying elements 216.

[0117] The dimensions associated with each of the shredding elements 216 should be selected to be compatible with the respective gap 202 and the free space and the shredding zone 218 between the respective supporting beams 290. The dimensions may be chosen to allow each of the shredding elements 216 for sliding along the length axis between the second arms 292 of respective support beams 290. For the embodiments shown in Figures 10-16, the energy absorbing elements 100d are relatively short. However, the length of the energy absorbing elements 100d may be increased due to the desired amount of energy absorbed in the first stage of the respective energy absorption system.

[0118] A plurality of holes (not shown explicitly) may be located along the length axis of each first arm 291 to allow attachment of rails 208 or 209 together with their supporting beams 290. Examples can be found in Figures 10-13. Various welding techniques and / or other mechanical joining techniques can also be successfully used to mount rails 208 and 209 on complex energy absorption systems 286. The rails 208 and 209 cooperate to allow the slide system 40c to move along the length axis starting from the first end 21 of the energy absorption system 20c towards the given obstacle. The first leg 211 of the rails 208 and 209 may be attached to the first leg 291 of the respective support beams 270.

[0119] For some applications, the shredding elements 216 may be installed as part of the replaceable modules 220. As shown in Figures 10, 11 and 12, each module 220 may include a respective supporting plate 222 between the shredding element 216 and the lower clamp 51. Supporting plates 222 are marked in figures 10 and 13 with a dashed line. Corresponding pairs of angle brackets or clamps 228 and 229 can be attached to the lower clamp 51, extending toward respective grooves 288 and 289. Each pair of angle brackets can be positioned at a distance from each other to accommodate the appropriate module 220 in this space. For some In applications, the upper part of each of the modules 220 can be enlarged by appropriate arms (see Figure 10). As a result, the modules 220 can be inserted between the respective pairs of angle bars 228 or 229 with the arms resting on top of the respective pairs of angle bars 228 and 229.

[0120] For some applications, the support plates 222 can be modified to have a blunt shredding surface formed at the edge in the direction of movement facing opposite composite energy absorbing systems 286. For such forms, the blunt shredding surface can be made as an integral part (which does not is directly shown) of the support plate 222. Support plate 222 may be made of substantially the same materials as those used to make the fraying elements 216.

[0121] For some applications, the support pins 240 may pass through the holes (which is not explicitly shown) in each module 220 and angles (clamps) 228 and 229. See Figure 12. Transverse wedge 242 or other similar devices can be used for releasable the retaining clip 240 in the appropriate module 220 and clamps 228 and 229. In the event of a malfunction or damage to the shredder 216, the corresponding transverse wedge 242 can be removed, allowing the pin 240 to be removed from the respective module 220 and clamps 228 and 229. The module 220 can then be removed and the damaged shredder replaced.

[0122] For some applications, each shredder 216 may have threads at opposite ends to accommodate respective screws 232. See Figure 12. Support plates 222 may have apertures of the right size to pass shredders 216 through. The screws 232 may be attached to the threaded portion of the shredding elements 216 so as to be able to securely connect the shredding elements 216 to the respective support plates 222. Various other mechanisms and techniques can be successfully used to releasably connect shredding elements 216 to the sled system 40c. The present invention is not limited to modules 220, vertical support plates 222, support pins 240 or screws 232.

[0123] The sled arrangements 40c may include corner posts 42 and 43 together with other features of the previously described sled arrangement 40b. The upper clamp 141 and the lower clamp 51 should extend along the width axis between the corner posts 42 and 43. The lower clamp 51 can be placed directly adjacent the first leg 212 of the rails 208 and 209. See Figure 12. The dimensions and materials used to make the lower buckle 51 can be selected to provide the considerable strength necessary to transfer energy from the impacting vehicle to the shredding elements 216 and the corresponding energy absorbing elements 100. The height of the lower buckle 51 and the length of the legs 42 and 43 can be selected so to provide a significant distance between the bottom of columns 42 and 43 relative to the concrete base 308 and cross braces 24. See Figure 12. The dimensions of the lower clamp 51 and the length of the corner post 42 and 43 cooperate with each other, reducing the possibility of the situation where the entry of the sled system 40c at least partly in contact with the crosspiece frames 24 and / or anchor bolt fragments 26. As a result, the sled system 40c can often be reused after impact.

[0124] For some applications, such as those illustrated in Figures 10, 11 and 12, a pair of hooked plates 268 and 269 may be attached near corners 43 and 42.

Corresponding contact plates 266 may be attached to each pair of hooked plates 268 and 269. Hooked plates 268 and corresponding contact plates 266 may come into contact with nearby portions of rail 208 to resist side impacts together with the sled system 40b, and to maintain the sled system 40b placed on rails 208 and 209. The hooked plates 269 and corresponding contact plates 266 may come into contact with nearby portions of the rail 209 for the same purposes and to perform the same functions.

[0125] Inserts can be placed between the posts 42 and 43 and the bottom clamp 51 to provide additional structural support. One or more reinforcing clamps or angles may be located on the lower clamp 51 adjacent to fragments of individual modules 220.

[0126] A pair of buckles 148 and 149 may extend diagonally from the upper clamp 141 to a point directly above the rails 208 and 209. The clamps 48 and 49 may extend along the width axis from the lower clamp 51 and come into contact with the diagonal clamps 148 and 149 near 208 and 209 rails, respectively. For some applications, horizontal clamps 48 and 49 can be made of angle beams. Cross braces 143 and 144 can be firmly connected to horizontal clamps 48 and 49 according to the pattern defined by the letter X. Horizontal clamps 145 can be placed between the diagonal clamps 148 and 149.

[0127] The targeting systems 58 and 59 may be connected to the respective diagonal ends of the staples 148 and 149. The targeting systems 58 and 59 and the rail 54 may have similar features and characteristics. Targeting systems 58 and 59 may be made of an angle beam with dimensions compatible with rails 208 and 209. Targeting systems 58 and 59 work together to allow the sled system 40c to travel along the length axis along rails 208 and 209 towards a given obstacle.

[0128] Targeting systems 58 and 59 may include respective first legs 57, extending downward relative to respective rails 208 and 209. Legs 57 cooperate with each other so as to ensure alignment of sled arrangement 40c on rails 208 and 209 and shredders 216 correctly positioned relative to fray zones 218 during vehicle impact, while allowing the sled system 40c to slide along the length axis along rails 208 and 209 toward the obstacle. The legs 57 cooperate with each other to limit unwanted sideways movement of the sled system 40c in response to side impacts. The inertia of the sled system 40c and the friction caused by the shifting of the targeting systems 58 and 59 and the lower clamp above the legs 212 of the 208 and 209 rails will increase the slowing of the striking vehicle. [0129] A plurality of fasteners can be used to securely attach energy absorbing elements 100 to respective support beams 290 to obtain complex energy absorption systems 286. By installing complex energy absorption systems 286 with appropriate energy absorption elements 100 substantially horizontally in relation to the other components of the energy absorption system 20c and the path, it is possible to provide easier access to the connectors in case of replacement of damaged parts and installation of new parts. See Figure 13.

[0130] For example, screws 250 and corresponding nuts 252 may be used to securely fasten one or more energy absorbing elements 100 to respective supporting beams 290. Many headless screws 260 may also be used to releasably connect energy absorbing elements 100 with suitable supporting beams 290. The dimensions associated with threaded rods 260 and corresponding holes 108 in given energy absorbing elements 100 can be selected so that the energy absorbing elements 100 can be mounted or removed after disconnecting the fasteners 250 and without removing the threaded rods 260. For embodiments such as those shown in Figures 14 and 15, screws 250 and seals 254 can be removed to allow disconnection of the doublers 114 and respective energy absorption systems 100a and 100c. The nut 252 should remain firmly held by the nut retainer 280.

[0131] For some embodiments of the present invention, such as the energy absorption system 20c, each energy absorption system 100 may have a substantially elongated rectangular configuration defined in part by the first edge along the length axis 121 and the second edge along the length axis 122. See Figures 15 and 16. A first row of holes 108 may be made in each energy absorbing element 100 adjacent to the first length edge 121. A second row of holes 108 may be made in each energy absorbing element 100 adjacent to the second length edge 122. A third row of holes 110 with bulges 112 between them it can be placed in each of the energy absorbing elements 100 between the first row of holes 108 and the second row of holes 108. See Figures 15 and 16.

[0132] For some applications, the energy absorption system 20c may have a relatively soft first stage, a second stage with increased energy absorption capacity, and a third stage designed to absorb the energy of a fast moving and / or heavy vehicle. The length of the first stage energy absorbing elements 100d may be increased and / or reduced to vary the amount of energy absorbed during the initial collision of the vehicle with the sled system 40c.

[0133] The second stage of the energy absorption system 20c may include energy absorption elements 100a spaced at varying intervals between respective openings 110 and bulges 112. For embodiments such as shown in Figure 16, the first portion of each energy absorbing element 100a may include apertures 100 approximately one inch in diameter arranged such that the geometric center of each of these apertures is approximately two inches from the geometric center of the next aperture. The central portion of each of the energy absorbing elements 100a may include apertures 110 approximately one inch in diameter arranged such that the geometric center of each of these apertures is approximately two inches from the geometric center of the next aperture. As a result, the length of the segments 112a in the first portion of each energy absorbing element 100a may be about one inch. The segments 112b in the middle of each of the energy absorbing elements 100a may have a length of about two inches.

[0134] When the vehicle first hits the sled system 40c, some of the vehicle's energy will be absorbed in the first stage. When the shredding elements 216 come into contact with the energy absorbing elements 100a, the amount of energy absorbed by the segments 112a may increase compared to the first stage (energy absorbing elements 100d), but may remain smaller compared with the amount of energy absorbed by the segments 112b. The increased length of segments or bulges 112b results in increased slowdown compared to segments 112a. Thus, significant amounts of energy can be absorbed as the shredding elements 216 travel through the central parts of the respective energy absorbing elements 100a.

[0135] As the impacting vehicle begins to slow down, less energy absorption may be desirable to avoid unsecured travelers from hitting the interior of the vehicle. Accordingly, the distances between the holes 110 in the third or last part of each of the energy absorbing elements 100a can be reduced. For example, segments 112c may have about the same length as segments 112a, or the length of segments 112c may be reduced compared to the length of segments 112a.

[0136] In many instances of a striking vehicle, most of the energy absorption may occur in the first and second stages. However, in the case of very fast moving and / or heavy vehicles, the shredding elements 216 may come into contact with the energy absorption elements 100b in the third stage. For some applications, the thickness of the absorbing elements 100b in the third stage can be significantly increased. Alternatively, the distance between the holes 110 in the third stage can be significantly increased. The solutions of the present invention allow modification of the energy absorbing elements 100 to provide the desired slowdown for a wide range of vehicles traveling at different speeds without causing injury to unstuck belts.

[0137] For some purposes, two or more energy absorbing elements 100 may be placed on the second arm 292 of each supporting beam 290. For embodiments such as shown in Figure 14, the thickness of the energy absorbing elements 100a and 100c may be different. Also, the distances between the respective holes 110 and / or the size of the holes 110 located in each of the energy absorbing elements 100a and 100c may vary.

[0138] As previously described, the present invention allows reducing the number of fasteners that need to be assembled or removed when replacing cracked or frayed energy absorbing elements 100. As shown in Figures 14 and 15, one or more fasteners without a head or threaded rods 260 can be placed between fasteners 250. For some applications, double rings or frames 114 increase the holding force of the respective connectors 250 while allowing the use of threaded rods 260. For some applications, as shown in Figure 13, pairs of double rings, designated 114a-114h, can be used to securely connect the appropriate energy absorbing elements to suitable composite energy absorbing systems 286. Each divider 114 should include holes 124 corresponding to the diameters of the respective holes 108 made along the edges of the length axis 121 and 122 of each of the energy absorbing elements 100.

Holes 124 made in the tie bars 114 should be sized to accommodate both screws 250 and threaded rods 260.

[0139] Various techniques and procedures can be successfully used to manufacture and assemble together energy-absorbing systems in accordance with the present invention. For example, energy absorbing systems 286 such as those shown in Figures 13, 14, 15 and 16 may be manufactured and assembled by forming support beams 290 to include a plurality of holes 98a and 98b passing through each second arm 292. For embodiments such as those shown in Figures 13, 14, 15 and 16, three small holes 98a may be located between nearby larger diameter holes 98b. Energy absorbing elements 100 and doublers 114 that can be detachably connected to each of the second arms 292. [0140] Threaded rods 260 can be inserted into respective holes with a small diameter of 98a. Arm 264 of each threaded rod 260 should contact adjacent portions of the second arm 292. Corresponding nuts 262 may be attached to threaded rods 260 passing through arm 292. One or more energy absorbing elements 100 may be placed or stacked on the respective second arms 292 by inserting threaded rods 260 through the corresponding holes 108. The ramblers 114 will also be placed on the respective energy absorbing elements 100 by passing the threaded rods 260 through the respective holes 124. The respective fasteners 250 may then be passed through the given holes 124 in the ramblers 114, the holes 108 in the energy absorbing elements 100 and the larger diameter holes 98b in a given second arm 292. A seal 254 may be placed between the head of the bolt 250 and the doublers 114. Then the nut 252 can be placed on each bolt 250 to securely attach the energy absorbing elements 100a and 100c to the respective support beams 290. Bevelers 114 effectively increase the "holding force" of the given bolts 250 and nuts 252.

[0141] For some applications, such as shown in Figures 14 and 15, respective nut holders 280 may be placed on each second arm 292 opposite energy absorbing elements 100. Each nut handle 280 should have at least one hole in which the nut 252 is placed. The nut holder 280 allows the corresponding connectors 250 to connect or disconnect components without having to hold the nut 252. Thus, when the energy absorbing system 286 is positioned with the energy absorbing elements 100 substantially horizontally, only contact with the head of the connector 250 is required to screw or unscrew the nut 252 from the corresponding connector 250.

[0142] Nut holders 280 may be prepared for various configurations and orientations. For some applications, the nut holder 280 may have one or more additional elements welded on (which is not explicitly shown) to maintain each nut 252 positioned according to a given hole 98b. For other applications, each nut holder 280 may include a substantially rectangular plate with holes 284 and 286. The first hole 284 may be selected to receive a corresponding nut 252. The second hole 286 should be smaller than the first hole 284. The second hole 286 should be sized to receive the threaded portion of the threaded rod 260. The holding plate 296 may be attached to the nut holder 280 opposite the second arm 292 supporting the beam 290. The holding plate 296 may also include a first hole 298 of a size suitable for receiving the threaded portion of the respective fastener 250 and a second hole 299 of a size compatible with the threaded portion of the threaded rod 260. For some applications, the pressure plate 282 and the holding plate 296 may be installed on a suitable threaded rod 260 before tightening the nut 262 on the appropriate threaded part. The hole 298 of each holding plate 296 with the nut 252 there should be properly aligned with the larger diameter hole 98b in the second arm 192 of the given supporting beam 290. The hole 299 in each holding plate 296 should be properly aligned with the smaller diameter hole 98a in the second arm 192 of the respective supporting beam 290.

[0143] For some applications, the energy absorbing elements 100d may be attached to the respective supporting beams 290 with four connectors 250 and without dividers. The energy absorbing element 100a may be attached to the respective support beams 290 with eight dividers and twenty-four link 250. The energy absorbing elements 100b may be attached to the respective supporting beams 290 with eight dividers and twenty four link 250. For some applications, the length of the energy absorption system 20c can be increased by adding more energy absorption systems 286.

[0144] Various types of mechanisms can be successfully used to connect energy absorption systems 286 with cross braces 24. For embodiments such as shown in Figure 14, each element 300 attached to the cross brace may have a substantially angle configuration defined in part by the arms 301 and 302. A plurality of connectors 304 may be placed between the arm holes 301 and firmly fixed in the respective holes (which is not explicitly shown) made in the first arm 291 of the respective supporting beam 290. The second arm 302 of each element 300 attached to the cross clamp may be welded or otherwise firmly attached with an appropriate cross clamp 24.

[0145] The technical advantages of the present invention include providing modular base units that can be pre-assembled before being delivered to the roadside assembly location. For some applications, each modular base unit may include rows 188 and 189 or rows 288 and 289, a slide system 40b or 40c and frames 60a-60g supporting panels with panels 160 installed in their first position. Using a modular base unit can minimize roadside repair time and allow for more efficient, cost-effective repair of the modular base unit after transporting it to a workshop.

[0146] Energy absorption systems 86 and 286 and shredder 116 and 216 can also be used in other applications such as truck mounted impact reduction devices. The present invention is not limited to stationary applications such as energy absorption systems 20, 20a, 20b and 20c. For impact-reducing devices mounted on trucks, such as those described in US Patent. 5,947,452, energy absorbing systems 86 or 286 can be attached to or extend from the back of a truck or other vehicle (which is not explicitly shown). The impact head (not shown directly) can be fitted at the end of the energy absorption systems 86 or 286 opposite a truck or other vehicle. Suitable jerking elements 116 or 216 can be mounted on the truck or other vehicle opposite the impact head. Each tug element 116 or 216 may be positioned relative to the respective energy absorption system 86 or 286 as previously shown. When the second vehicle makes contact with the impact head, the jerking elements will remain motionless relative to the energy absorption systems along with the movement of the energy absorption systems along the respective shredding elements. The shredding elements operate as described above and the energy is dissipated, which causes a slowdown and finally stops the impacting vehicle.

[0147] Although the present invention has been described in detail, it should be noted that various changes, substitutions, etc. may be made thereto without affecting the spirit and scope of the present invention as described in the following claims.

Exodyne Technologies, Inc.

Proxy:

77P26096PL00

EP 1 706544 B1