Impact attenuator

Abstract

A crash cushion includes a first barrier frame and a second barrier frame, each having laterally spaced first and second sides defining first and second planes that slope inwardly from a top to a bottom of each side of the first and second barrier frames. The first barrier frame is movable relative to the second barrier frame in response to a head-on impact. First and second side panels are attached to the first and second sides of the first and second barrier frames, respectively, wherein the first and second side panels are movable relative to the second barrier frame in response to the head-on impact. In one embodiment, the side panels can have a variable cross-sectional shape along their length. Further, each frame can include a plurality of longitudinally spaced guides for engaging a rail.

Description

Technical Field

[0001] The present invention generally relates to an impact damper, such as a bumper pad configured to have side panels that are movable relative to each other. Background Technology

[0002] For many years, crash pads have been used to protect vehicles that have veered off course from the impact of rigid structures along the road. Bridge piers, abutments, lampposts, and other road appurtenances commonly use crash pads to shield vehicles from veering off course. Crash pads can perform this task primarily in at least two ways. First, a vehicle veerging off course that impacts a crash pad head-on can be safely slowed by compressing the pad. Second, a vehicle impacting the side of a crash pad can be safely redirected away from danger in a stabilizing manner that minimizes the chance of subsequent rollover.

[0003] While many redirecting side impacts occur upstream of the protected hazard (i.e., "right-hand" impacts), crash barriers can be installed between two-way or two-way traffic. In these cases, there is a possibility of a reverse redirecting side impact, whereby the impacting vehicle collides with the crash barrier after passing the hazard. Typically, the side panels of the crash barrier overlap longitudinally in a manner that prevents a vehicle from hooking onto the side panels during a right-hand impact. However, in cases where the crash barrier has two-way traffic, one side panel of the crash barrier is not longitudinally overlapped in the most advantageous manner to prevent the vehicle from hooking onto it.

[0004] This likelihood of hooking can be further influenced by the conventional shape of the side panels of the crash pad. Typically, the side panels are shaped to have a constant profile along their length, meaning the shape and height of the corrugations do not change from the upstream to the downstream end of the side panel. There are several reasons for this. First, the constant cross-sectional shape allows the side panel to easily stroke backward during a head-on collision with the front of the crash pad. Because the cross-sectional shape is constant and does not change, the cover panel can easily stroke backward without interfering with the downstream panel below. Second, many crash side panels are formed by rolling, resulting in a constant cross-sectional shape from front to back.

[0005] Side impact pads typically also include another side panel positioned in a vertical plane. This arrangement may not optimize vehicle roll control during a side impact.

[0006] Therefore, there is still a need for an impact damper that improves reorientation while reducing the likelihood of vehicle roll and decreasing the likelihood of the vehicle hooking in a head-on collision. Summary of the Invention

[0007] This invention is defined by the appended claims, and nothing in this part should be considered as a limitation on those claims.

[0008] In one aspect, one embodiment of the crash pad includes a first partition frame and a second partition frame, each having a laterally spaced first side and a second side, the first and second sides defining a first plane and a second plane inclined inward from the top to the bottom of each side of the first and second partition frames. The first partition frame is movable relative to the second partition frame in response to an oncoming impact. A first side panel and a second side panel are respectively attached to the first and second sides of the first and second partition frames, wherein the first and second side panels are movable relative to the second partition frame in response to an oncoming impact.

[0009] In another embodiment, an impact attenuator includes a longitudinally spaced first frame, a second frame, and a third frame. A first side panel is attached to the first and second frames, and a second side panel is attached to both the second and third frames. The first and second side panels are movable relative to the second and third frames, respectively, in response to an oncoming impact. Each of the first and second side panels includes a first cross-sectional shape at an upstream end, a second cross-sectional shape at a midpoint, and a third cross-sectional shape at a downstream end. The first, second, and third cross-sectional shapes are different. In one embodiment, the first, second, and third cross-sectional shapes have a first height, a second height, and a third height, respectively, wherein the third cross-sectional height is greater than the second cross-sectional height. In one embodiment, the second cross-sectional height is greater than the first cross-sectional height.

[0010] In another aspect, one embodiment of the crash pad includes laterally spaced first and second guide rails, and a first and second partition frame, each having a laterally spaced first side and second side. At least the first partition frame includes a first set of multiple longitudinally spaced guides and a second set of multiple longitudinally spaced guides that are slidably engaged with the first and second guide rails, respectively. The first partition frame is movable relative to the second partition frame in response to an oncoming impact. A first side panel and a second side panel are respectively attached to the first and second side portions of the first and second partition frames, wherein the first and second side panels are movable relative to the second partition frame in response to an oncoming impact.

[0011] It also provides different methods for using and assembling impact dampers or crash pads.

[0012] The impact damper, including the disclosed crash pad, offers significant advantages over existing crash pad designs. Due to the tight nesting of the panels, the side panels improve performance in reverse redirecting impacts, reducing the chance of vehicle components hooking onto the crash pad. The tilting of the side panels also reduces the likelihood of the vehicle substantially rolling during a redirecting side impact, which subsequently reduces the likelihood of the vehicle rolling as it exits the crash pad. Furthermore, when the side panels press against each other, the combination of slots, broken tabs, and interference fits between the side panels during end impacts increases the energy absorbed by the side panels. This innovative combination of energy absorption mechanisms works to safely bring the vehicle to a stop during an end impact.

[0013] The foregoing paragraphs have been provided by way of general description and are not intended to limit the scope of the appended claims. Various preferred embodiments and other advantages will be better understood by referring to the following detailed description in conjunction with the accompanying drawings. Attached Figure Description

[0014] Figure 1 This is a perspective view of one embodiment of the anti-collision pad.

[0015] Figure 2 yes Figure 1 The side view of the anti-collision pad shown.

[0016] Figure 3 It is along Figure 2 An enlarged side view of the anti-collision pad, taken from line 3 in the image.

[0017] Figure 4 yes Figure 2 The upstream view of the anti-collision pad shown.

[0018] Figure 5 It is along Figure 2 The cross-sectional view of the crash pad is taken from line 5-5.

[0019] Figure 6 It is along Figure 2 The cross-sectional view of the crash pad is taken from line 6-6 in the figure.

[0020] Figure 7 This is a side view of one embodiment of the side panel.

[0021] Figure 8 yes Figure 7 The upstream view of the side panel shown.

[0022] Figure 9 yes Figure 7 The downstream end view of the side panel shown.

[0023] Figure 10This is a side view of another embodiment of the side panel.

[0024] Figure 11 This is a side view of another embodiment of the side panel.

[0025] Figure 12 It is a downstream perspective view of a pair of overlapping side panels.

[0026] Figures 13A-13C It is along Figure 12 The cross-sectional view taken by line 13-13 shows the overlapping panels in the progressive phase of the impact event.

[0027] Figure 14 This is an end view of a vehicle in one embodiment of a side impact attenuator. Detailed Implementation

[0028] It should be understood that the term "multiple" as used herein refers to two or more. The term "longitudinal" as used herein refers to or relates to the length or length direction of the bumper pad or its components, and includes axial, end-impact directions. During an end-impact collision, the system dissipates the energy of the impacting vehicle. The term "lateral" as used herein refers to the direction between or toward (or perpendicular to) the sides of the bumper pad, for example, lateral direction 5 or side-impact direction. The term "connection" means directly or indirectly (e.g., through an intermediate member) connected to or joined, and does not require that the connection be fixed or permanent, although it may be fixed or permanent and may include integral connections, wherein the connected feature is part of a single integral component. The term "lateral" means extending across an axis and / or substantially perpendicular to an axis. It should be understood that the use of numerical terms such as "first," "second," "third," etc., as used herein does not refer to any particular order or sequence of components; for example, "first" and "second" side panels can refer to any order of such side panels and are not limited to a particular configuration of first and second side panels, unless otherwise stated. The terms “upstream” 400 and “downstream” 402 refer to directions relative to the direction of impact of the vehicle; for example, the rear stop 30 and / or rear anchor 416 are located downstream of the front anchor 404, or in front of the crash pad. The terms “inner” and “outer” are defined in the lateral direction relative to the central longitudinal axis 482; “inner” refers to a component or feature closer to the central axis 482, and “outer” refers to a component or feature further away from the central axis. The phrase “impact attenuator” refers to a structure, component, and / or system that absorbs or attenuates the energy of an impact on a vehicle, whether it is a frontal, correct-direction, or wrong-direction side-reorientation impact event. Impact attenuators include side crash pads and single-side guardrail systems.

[0029] See Figures 1-4The impact damper is configured as a bumper pad 100 having a base rail 8 for mounting the bumper pad to a road 408, including its shoulder and / or center or other suitable base. The rear portion of the base rail 8 is attached to a rear stop 30 at the downstream end of the bumper pad. The base rail 8 may include (e.g., using fasteners 414 and / or adhesive) a plurality of plates (including a front anchor plate 404 and a plurality of longitudinally spaced anchor plates 412) secured to the road, and a pair of laterally spaced guide rails 420 secured to the anchor plates 404, 412, 416. In one embodiment, as... Figure 5 and Figure 6 As shown, each guide rail 420 has an outwardly facing C-shape defined by an upper flange 424 and a lower flange 422, wherein the upper flange 424 defines a support surface or track. The bumper includes a plurality of partition frames 7 configured with guides 12 that slide on the base track 8 (and specifically the guide rails 420). The frames 7 are longitudinally spaced at predetermined distances. The foremost / upstream partition frame 11 is positioned near the upstream / front end of the base track 8. Directional markers 17 can be mounted on the front of the first partition frame 11 to provide a flat surface in which multiple reflective marks can be applied and positioned. The markers 17 can be secured to the partition with fasteners 31. The first partition frame 11 and the remaining plurality of partition frames 7 are each positioned by a plurality of longitudinally spaced guides 12 and engage with the laterally spaced guide rails 420.

[0030] Multiple side panels 13, 14, 15, and 16 are connected to adjacent pairs of bulkhead frames 11, 7 and extend longitudinally between adjacent pairs of bulkhead frames 11, 7, thereby defining and forming a compartment 101. Side panels 13, 14, 15, 16 may be connected to both sides 430, 432 of frames 11, 7, or only to one side, for example, as a post of a guardrail system. Furthermore, multiple side panels 13, 14, 15, 16 may be connected to each side of each pair of adjacent frames 11, 7. For example, as... Figures 1-4 As shown, a pair of vertically spaced side panels 13, 14, 15, 16 are connected to each side of each pair of frames 11, 7. (As...) Figure 3 As shown, the lower edge of the upper panel can be vertically spaced from the upper edge of the lower panel. Figure 1 The bumper pad 100 shown has eight compartments 101, although different embodiments of the bumper pad 100 may have more or fewer compartments 101, resulting in a correspondingly greater or lesser number of bulkhead frames 7 and side panels 13, 14, 15, and 16. The side panels 13, 14, 15, and 16 are designed to absorb different amounts of impact energy, and their respective numbers may vary in the specific design of the bumper pad 100 depending on the specific application. The rearmost downstream side panel 14, forming the rearmost downstream compartment 101, is connected to the end panel 21, which in turn is connected to the rear stop 30.

[0031] Reference Figure 3 , Figure 5 and Figure 6 Side panels 15, 13 are held in place and secured at their downstream ends to opposite sides 430, 432 of the partition frame 7 by flat washers 1 and fasteners 6, in one embodiment the fasteners being configured as bolts. At the upstream end, side panels 15, 13 are held in place by flat washers 20 and fasteners 6. Each partition 11, 7 includes a plurality of longitudinally spaced guides 12 secured to the partition by fasteners 4 (shown as bolts) and longitudinally spaced by and utilizing spacers 32, which may be configured as washers, such as steel washers. Fasteners 4 extend through a pair of longitudinally spaced mounting plates 434, spacers 32 and guides 12, the mounting plates being connected to opposite faces of each partition frame 11, 7. In one embodiment, each partition frame 11, 7 includes a plurality (shown as three) of guides 12 on each side 430, 432, with two spacers 32 disposed between the guides 12. It should be understood that there may be more or fewer guides 12, and more or fewer spacers 32, or no spacers 32 at all. Fasteners 4 also secure the partition guide 9 to the partition frames 11, 7. The partition guide 9 engages the top surface of the guide rail 420 and specifically engages the upper flange 424, and helps align the partitions 7, 11 in an upright orientation during end-impact events, wherein the partition frames 11, 7 move in the downstream direction. The guide 9 supports the frames 11, 7 on the rail 420 and slides along the rail during impact. The guide 12 has an inwardly facing C-shape, thereby defining a recess 444 shaped to receive the upper flange 424 of the guide rail 420. The guide 12 includes a lower arm 442 supported against the lower surface of the upper flange 424 to prevent the frames 11, 7 from being lifted off the guide rail 420 during head-on and side-impact events. The plurality of guides 12, separated by spacers 32, help to keep the longitudinal sliding movement of the frame 7 unrestrained. This is achieved through lateral geometric angular margins between the frame 7 and the base track 8. The plurality of relatively thin guides 12 and the free “C” shaped claws of the guides 12 facilitate the longitudinal system travel of each frame. In one embodiment, the guides 12 may have a thickness between ¼ inch and 1 inch, and in one embodiment may have a thickness of ½ inch, but it should be understood that other thicknesses may be suitable.

[0032] Reference Figures 4-6 and Figure 14The partition frames 11 and 7, and their first and second laterally spaced sides 430 and 432, define first and second planes P1 and P2, which slope inward from the top 450 to the bottom 452 of each side 430 and 432 of the first and second partition frames. Correspondingly, the outer surfaces of the side panels connected to the sides 430 and 432 also form third planes P3 and fourth planes P4 that slope inward from the top to the bottom of each side. A plurality of side panels 13 are connected to each of the sides 430 and 432 of the frame 7. In one embodiment, planes P1, P2, P3, and P4, and the side panels 13 parallel to them, are oriented at an angle β relative to a vertical axis. The angle β can be between zero and 15 degrees, and preferably between 0 and 10 degrees, and in one embodiment preferably 5 degrees.

[0033] Reference Figures 7 to 9 One embodiment of the side panels 13, 15 has an upstream end 105 and a downstream end 106. The side panels may be configured to have a W shape, the W shape having a pair of crests 124 spaced apart by recesses 127 and an upper flange 470 and a lower flange 472 defining an upper surface and a lower surface of the side panel, the upper surface and the lower surface being linear between the upstream end and the downstream end of the side panel.

[0034] The upstream end 105 of side panels 13, 15 has a mounting hole 107 for attaching side panels 13, 15 to the upstream partition frame 7. The downstream end 106 of side panels 13, 15 has a partial mounting hole 110 for mounting the downstream end 106 of side panels 13, 15 downstream to the adjacent partition frame 7. A slot 108 is positioned at the center of side panels 13, 15 and serves as a guide for fastener 6 when side panels 13, 15 are punched during end impact. The partial mounting hole 110 engages with slot 108 through a limiting opening 109 or the narrower neck of the slot. The limiting 109 is used to hold side panels 13, 15 in a fixed position until a predetermined force is achieved during axial head-on impact. In this embodiment, the limiting 109 narrows the partial mounting hole 110 to 1 / 2 inch; however, this distance may be larger or smaller depending on the desired level of predetermined load. Figure 7 As shown, a portion of the mounting hole 110 has the same diameter as the width of the slot 108; however, in other embodiments, the dimensions may differ. The downstream end 106 of the side panels 13, 15 includes a tab 111. During an impact event in which the side panels 13, 15 are pressed downstream, the tab 111 prevents the downstream end 106 of the side panels 13, 15 from getting stuck under the flat washer 20 of the next adjacent downstream panel.

[0035] Side panels 13 and 15 have a first cross-sectional shape A1 at an upstream end 105, a second cross-sectional shape A2 at a midpoint, and a third cross-sectional shape A3 at a downstream end 106, wherein the first cross-sectional shape A1, the second cross-sectional shape A2, and the third cross-sectional shape A3 are different. In one embodiment, the first cross-sectional shape A1, the second cross-sectional shape A2, and the third cross-sectional shape A3 have a first height, a second height, and a third height, wherein the third height H3 is greater than the second height H2, and the second height H2 is greater than the first height H1. In one embodiment, side panels 13 and 15 have a constant thickness (e.g., 3 / 16 inch) and a constant width W (e.g., 2 1 1 / 16 inches), but the upstream end 105 has a first height H1, the midpoint has a second height H2, and the downstream end 106 has a third height H3, wherein the third height H3 is greater than the second height H2, and the second height H2 is greater than the first height H1. In one embodiment, the outer dimension of the upstream end of the crest 124 of the side panels 13, 15 is 3 1 1 / 16 inches, while the panels have a total length of 32 inches. It should be understood that the side panels may have other suitable shapes and sizes. Other side panels 14, 16 may be configured to have similar cross-sectional shapes A1, A2, A3 and heights H1, H2, H3. It should be understood that the phrase "cross-sectional shape" refers to the shape of a cross section, including, but not limited to, height, width, web thickness, valley / peak depth, etc., at the cross section, and is not equivalent to area, although the area may be different or the same.

[0036] refer to Figure 9 The downstream ends of side panels 13, 15 are shown. In one embodiment, the internal dimension of the downstream end of the valley 125 defined by the crest 124 of side panels 13, 15 may be 4 inches. Side panels 13, 15 have a non-constant cross-sectional shape from one end to the other, as just explained, and this is the reason why the valley 125 at the downstream end of side panels 13, 15 is larger than the crest 124 at the upstream end. The thickness of the material forming side panels 13, 15 (3 / 16 inch in one embodiment) can be made of thicker or thinner materials. In one embodiment, the components of the system (including panels, frames, and guides) are made of galvanized steel, but other materials may be suitable.

[0037] like Figure 10As shown, the side panel 16 has an upstream end 135 and a downstream end 136. The upstream end 135 includes a mounting hole 137, and the downstream end includes a mounting hole 140. A plurality of elongated slots 138 and shorter slots 142 are located between the mounting holes 137 and 140. The slots 138 and 142 are separated by a tab 143. The mounting hole 140 is separated from the shorter slot 142 by an starter tab 139. The starter tab 139 holds the side panel 16 in a fixed position until a predetermined force is achieved during an axial, head-on impact.

[0038] Reference Figure 11 The side panel 14 includes an upstream end 155 and a downstream end 156. The upstream end 155 includes a mounting hole 157, and the downstream end includes a mounting hole 160. A slot 162 is located between the mounting holes 157 and 160. The slot 162 is separated by a tab 163. The mounting hole 160 is separated from the slot 162 by an starter tab 159. The starter tab 159 is used to hold the side panel 14 in a fixed position until a predetermined force is achieved during an axial, head-on impact.

[0039] Reference Figure 12 Side panels 15, 13, 16, and 14 overlap, with the downstream ends 106, 136, and 156 of side panels 15, 13, 16, and 14 overlapping the upstream ends 105, 135, and 155 of the adjacent downstream side panels 13, 16, and 14. Side panels 15, 13, 16, and 14 are joined together by fasteners 6 and flat washers 1 and attached to frame 7. Similarly, fasteners 6 and flat washers 1 secure the upstream ends of side panels 15, 13, 16, and 14 to another partition frame 11, 7.

[0040] Reference Figures 13A to 13C The cross-sectional shapes of the overlapping side panels 15, 13, 16, and 14 at different time points during the end impact event are shown. Figure 13A The initial orientation of side panels 15, 13, 16, and 14 is shown. In this orientation, the inner surface 185 of the crest portion 125 of side panels 15, 13, 16, and 14 abuts against the outer surface of the crest portion 124 of side panels 13, 16, and 14. Due to the non-constant cross-sectional shape of side panels 15, 13, 16, and 14, there is no gap between these two surfaces, where the downstream end of the first panel is nested into the upstream end of the second panel. However, a gap exists between the outer surface of the inclined edge / web 176 of side panels 13, 16, and 14 and the inner surface of the inclined edge / web 186 of side panels 15, 13, 16, and 14.

[0041] refer to Figure 13BThe diagram shows the overlapping joint at a later point in time during the end-impact event, where side panels 15, 13, 16, and 14 have already moved downstream relative to each other. At this point in the impact event, the gap between the surfaces of the inclined edges / webs 176 and 186 has closed and the two surfaces have begun to abut against each other. This causes panels 15, 13, 16, and 14 to deform, thereby absorbing some of the energy from the impacting vehicle. This deformation of the panels further causes the inner surface of valley 185 to move away from the outer surface of crest 124.

[0042] In this manner, the impact attenuator includes a longitudinally spaced first frame 11 and longitudinally spaced second and third frames 7, a first side panel 15 attached to the first and second frames, and a second side panel 13 attached to the second and third frames, wherein the first side panel 15 is movable from a pre-impact position relative to the second side panel 13 in response to an oncoming impact. The downstream end 106 of the first panel 15 overlaps with the upstream end 105 of the second panel 13 in a non-interference configuration in the pre-impact position, for example, as shown in the image. Figure 13A As shown. For example, as Figure 13C As shown, in the impact position, the downstream end 106 of the first panel 15 overlaps with the downstream end 106 of the second panel 13 in an interference configuration. The phrase "interference configuration" refers to a joint between two components that causes one or both components (e.g., the first side panel 15 and the second side panel 13) to deform (elastic or plastic), while the phrase "non-interference configuration" refers to any deformation of any component due to the joint or positional relationship between the two components. As discussed herein, the shapes of the side panels may differ to cause an interference configuration when the side panels move relative to each other from the pre-impact position to the impact position.

[0043] Reference Figure 13C Side panels 15, 13, 16, and 14 have completed their movement relative to side panels 13, 16, and 14. At this point, the fasteners 6 and flat washers 1 attached to frames 11 and 7 have moved downstream, thus becoming adjacent to the fasteners 6 and flat washers 1 of the next downstream frame 7. At this point in the impact event, edge / web plates 176 and 186 abut against each other under high load, causing significant deformation of panels 15, 13, 16, and 14, thereby absorbing additional energy from the impacting vehicle 201. This deformation of the plates further causes the inner surface of valley 185 to move further away from the outer surface of crest 124.

[0044] like Figure 14 As shown, vehicle 201 impacts the side of crash barrier 200. The side of crash barrier 200 is tilted at an angle β from the vertical axis. The impact between vehicle 201 and crash barrier 200 results in a roll angle δ relative to the horizontal direction. operate:

[0045] A method for reorienting a vehicle impacting the side of a crash barrier includes impacting side panels 15, 13, 16, and 14 with a vehicle 201, wherein the side panels are attached to the sides of adjacent first and second partition frames 11 and 7, respectively defining planes P1 and P2 inclined inward from the top to the bottom of the sides of the first and second partition frames. The first and second partition frames 11 and 7 are movable relative to the second partition frame 7 in response to an oncoming impact, and the side panels 15, 13, 16, and 14 are also movable relative to the second partition frame 7 in response to an oncoming impact. The method further includes reorienting the vehicle 201 with the side panels 15, 13, 16, and 14.

[0046] Another method for attenuating the energy of a vehicle impacting a crash barrier includes impacting the crash barrier head-on and moving the first frame 11, 7 relative to the second frame 7 and the third frame 7, wherein the first frame, second frame, and third frame are longitudinally spaced. The method also includes sliding first side panels 15, 13, 16, 14 attached to the first and second frames relative to second side panels 13, 16, 14 attached to the second and third frames, wherein each of the first and second side panels includes a first cross-sectional shape A1 located at an upstream end of the side panel, a second cross-sectional shape A2 located at the midpoint of the side panel, and a third cross-sectional shape A3 located at a downstream end of the side panel, wherein the third cross-sectional shape A3 is different from the second cross-sectional shape A2. In one embodiment, the height H3 of the third cross-sectional shape A3 is greater than the height H2 of the second cross-sectional shape A2.

[0047] A method for attenuating the energy of a vehicle impacting a frontal crash barrier, the method comprising moving a first frame 11, 7 relative to a second frame 7, wherein the first and second frames are longitudinally spaced apart, and wherein the first frame includes a plurality of longitudinally spaced guides 12. The method further comprises sliding the guides 12 and the first frames 11, 7 relative to a guide rail 420 supporting the first frames 11, 7, wherein the guides 12 engage with the guide rail 420. The method further comprises sliding side panels 15, 13, 14, 16 attached to the first frame relative to the second frame.

[0048] While the invention has been described with reference to preferred embodiments, those skilled in the art will recognize that changes in form and detail may be made without departing from the spirit and scope of the invention. Therefore, the foregoing detailed description is intended to be illustrative rather than restrictive, and the appended claims, including all their equivalents, are intended to define the scope of the invention.

Claims

1. A crash pad, comprising: A first partition frame and a second partition frame, each including a laterally spaced first side and a second side, the laterally spaced first side and the second side defining a first plane and a second plane inclined inward from the top to the bottom of each side of the first partition frame and the second partition frame, wherein the first partition frame is capable of moving relative to the second partition frame in response to an oncoming impact. as well as A first side panel and a second side panel are respectively attached to the first side and the second side of the first partition frame and the second partition frame, wherein the first side panel and the second side panel are movable relative to the second partition frame in response to the oncoming impact.

2. The anti-collision pad according to claim 1 further includes a first track and a second track spaced laterally apart, wherein, At least the first partition includes a first set of multiple spaced-apart guides and a second set of multiple spaced-apart guides that are slidably engaged with the first track and the second track, respectively.

3. The anti-collision pad according to claim 2 further includes spacers disposed between adjacent pairs of the spaced-out guides in each of the first group and the second group.

4. The anti-collision pad according to claim 3, wherein, Each group includes three guides, and the anti-collision pad also includes two spacers disposed between the adjacent pairs of guides in each group.

5. The anti-collision pad according to claim 1, wherein, Each of the first side panel and the second side panel includes a first cross-sectional shape at the upstream end of the side panel, a second cross-sectional shape at the midpoint of the side panel, and a third cross-sectional shape at the downstream end of the side panel, wherein the first cross-sectional shape, the second cross-sectional shape, and the third cross-sectional shape are different.

6. The anti-collision pad according to claim 5, wherein, The first cross-sectional shape, the second cross-sectional shape, and the third cross-sectional shape each have a first height, a second height, and a third height, respectively, wherein the third height is greater than the second height.

7. The anti-collision pad according to claim 6, wherein, The second height is greater than the first height.

8. The anti-collision pad according to claim 7, wherein, The width of each of the first side panel and the second side panel is the same at the upstream end, the midpoint, and the downstream end.

9. The anti-collision pad according to claim 6, wherein, The upper and lower surfaces of each of the first and second side panels are linear.

10. The anti-collision pad according to claim 6, wherein, Each of the first side panel and the second side panel includes a W-shaped beam.

11. The anti-collision pad according to claim 1, comprising a third partition frame positioned downstream of the second partition frame, wherein, The third partition frame includes a laterally spaced first side and a second side, the first side and the second side defining a first plane and a second plane inclined inwardly from the top to the bottom of each side of the third partition frame, wherein the second partition frame is movable relative to the third partition frame in response to an oncoming impact; and A third side panel and a fourth second side panel are respectively attached to the first side and the second side of the second partition frame and the third partition frame, wherein the third side panel and the fourth side panel are movable relative to the third partition frame in response to the oncoming impact.

12. An impact attenuator, comprising: The first frame, the second frame, and the third frame are separated vertically; as well as A first side panel, the first side panel being attached to the first frame and the second frame; and a second side panel attached to the second frame and the third frame, wherein the first side panel and the second side panel are movable relative to the second frame and the third frame, respectively, in response to an oncoming impact, wherein each of the first side panel and the second side panel includes a first cross-sectional shape at an upstream end of the side panel, a second cross-sectional shape at a midpoint of the side panel, and a third cross-sectional shape at a downstream end of the side panel, wherein the first cross-sectional shape, the second cross-sectional shape, and the third cross-sectional shape are different.

13. The impact attenuator according to claim 12, further comprising a guide rail, wherein, At least the first frame includes a plurality of spaced-apart guides that can slidably engage the guide rail.

14. The impact attenuator of claim 13, further comprising a spacer disposed between adjacent pairs of the spaced-out guides.

15. The impact attenuator according to claim 14, wherein, The plurality of spaced-apart guides include three guides, and the impact attenuator further includes spacers disposed between adjacent pairs of the guides.

16. The impact attenuator according to claim 12, wherein, The upstream end has a first height, the midpoint has a second height, and the downstream end has a third height, wherein the third height is greater than the second height.

17. The impact attenuator according to claim 16, wherein, The second height is greater than the first height.

18. The impact attenuator according to claim 17, wherein, The width of each of the first side panel and the second side panel is the same at the upstream end, the midpoint, and the downstream end.

19. The impact attenuator according to claim 16, wherein, The upper and lower surfaces of each of the first and second side panels are linear.

20. The impact attenuator according to claim 12, wherein, The side panel includes a W-shaped beam.

21. A crash pad, comprising: The first and second guide rails are laterally separated; A first partition frame and a second partition frame, both comprising laterally spaced first and second side portions, wherein at least the first partition frame includes a first set of multiple longitudinally spaced guides and a second set of multiple longitudinally spaced guides, the first set of multiple longitudinally spaced guides and the second set of multiple longitudinally spaced guides being slidably engaged with a first guide rail and a second guide rail, respectively, wherein the first partition frame is capable of moving relative to the second partition frame in response to an oncoming impact; and A first side panel and a second side panel are respectively attached to the first side and the second side of the first partition frame and the second partition frame, wherein the first side panel and the second side panel are movable relative to the second partition frame in response to the oncoming impact.

22. The anti-collision pad of claim 21 further includes spacers disposed between adjacent pairs of the spaced-out guides in each of the first group and the second group.

23. The anti-collision pad according to claim 22, wherein, Each group includes three guides, and the anti-collision pad also includes two spacers disposed between the adjacent pairs of guides in each group.

24. A method for attenuating the energy of a vehicle impacting a crash barrier, the method comprising: A vehicle impacts a side panel, wherein the side panel is attached to the side of a first partition frame and a second partition frame, the first partition frame and the second partition frame each defining a plane that slopes inward from the top to the bottom of the side of the first partition frame and the second partition frame, wherein the first partition frame is movable relative to the second partition frame in response to the oncoming impact, and wherein the side panel is movable relative to the second partition frame in response to the oncoming impact. as well as The vehicle is reoriented using the side panel.

25. A method for attenuating the energy of a vehicle impacting a crash barrier, the method comprising: The impact causes the first frame to move relative to the second and third frames, wherein the first, second, and third frames are longitudinally spaced apart; and A first side panel attached to the first frame and the second frame is slidable relative to a second side panel attached to the second frame and the third frame, wherein each of the first side panel and the second side panel includes a first cross-sectional shape at an upstream end of the side panel, a second cross-sectional shape at a midpoint of the side panel, and a third cross-sectional shape at a downstream end of the side panel.

26. The method according to claim 25, wherein, The first cross-sectional shape, the second cross-sectional shape, and the third cross-sectional shape each have a first height, a second height, and a third height, respectively, wherein the third height is greater than the second height, and the second height is greater than the first height.

27. A method for attenuating the energy of a vehicle impacting a crash barrier, the method comprising: The impact is head-on with the anti-collision pad, causing the first frame to move relative to the second frame, wherein the first frame and the second frame are longitudinally spaced apart, and wherein the first frame includes a plurality of longitudinally spaced guides; The guide and the first frame are slidable relative to a guide rail supporting the first frame, wherein the guide engages with the guide rail; and The side panel attached to the first frame is slid relative to the second frame.

28. An impact attenuator, comprising: The first frame, the second frame, and the third frame are separated vertically; as well as A first side panel, the first side panel being attached to the first frame and the second frame; and a second side panel attached to the second frame and the third frame, wherein the first side panel is capable of moving relative to the second side panel from a pre-impact position to an impact position in response to an oncoming impact, wherein the first panel includes a downstream end that overlaps with an upstream end of the second panel in a non-interference configuration in the pre-impact position, and wherein the first panel includes a downstream end that overlaps with a downstream end of the second panel in an interference configuration in the impact position.

Images