Vehicle-mounted impact attenuator

Abstract

A crash impact attenuator is suitable for deployment on a vehicle and includes a barrel portion having at least one energy absorbing module, and a support system having a support frame, the support frame being suitable for attaching the barrel portion to the vehicle. The support system includes an actuator configured to pivot the barrel portion so that it pivots between a deployed orientation and a stowed orientation about a pivot axis disposed at a lower portion of the support system. The support system also includes a locking frame member having a contact surface at one end thereof, the locking frame member being actuatable between a deployed orientation and a stowed orientation, wherein the contact surface engages a portion of the support frame in the deployed orientation to support the support frame against vehicle impact forces, and the contact surface does not engage the support frame in the stowed orientation.

Description

Background Art

[0001] Field of the Invention

[0002] The present invention relates to an attenuator particularly suitable for absorbing energy during a collision between a disabled vehicle and a second (usually stationary or slow-moving) vehicle in order to minimize injury to occupants of both vehicles, and, more particularly, to a vehicle-mounted crash attenuator. Such crash attenuators are disclosed in commonly assigned U.S. Patent Nos. 6,581,992, entitled Truck Mounted Crash Attenuator, and 7,438,337, entitled Vehicular Crash Attenuator, each of which is expressly incorporated herein by reference in its entirety.

[0003] While applicant has marketed many of the attenuators described and claimed in the above patents under the registered trademark SCORPION, products are continually being developed to ensure that they meet and exceed evolving government crash test standards and are suitable for use in a variety of road engineering applications. The invention described and claimed herein provides improvements intended to make superior products more useful in metropolitan and urban areas where space and roadway clearance may be at a premium, although the described system may be used in any suitable application. Summary of the invention

[0004] The present invention and additional features and advantages thereof may be best understood by referring to the following description taken in conjunction with the accompanying drawings.

[0005] In one aspect of the invention, a crash impact attenuator is provided, which is suitable for deployment on a vehicle and includes a barrel portion including at least one energy absorbing module, and a support system having a support frame, the support frame being suitable for attaching the barrel portion to the vehicle. The support system includes an actuator configured to pivot the barrel portion between a deployed orientation and a stowed orientation about a pivot disposed at a lower half of the support system. The support system also includes an innovative locking frame member having a contact surface at one end thereof, the locking frame member being actuatable between a deployed orientation in which the contact surface engages a portion of the support frame and a stowed orientation in which the contact surface does not engage the support frame.

[0006] In the illustrated embodiment, the barrel portion is horizontal in its deployed orientation and vertical in its stowed orientation. The locking frame member is horizontal in its deployed orientation and vertical in its stowed orientation. The support frame pivots between a vertical orientation when the barrel portion is in its deployed orientation and a horizontal orientation when the barrel portion is in its stowed orientation.

[0007] The portion of the support frame that contacts the locking frame member contact surface is located above the pivot. This arrangement allows the support frame to be reinforced in the event of a vehicle collision so that it does not collapse about the pivot under the impact force. In the illustrated embodiment, the pivot is located below the location of the resolved force generated by the impacting vehicle, while the contact engagement between the support frame and the locking frame member is located above the location of the resolved impact force.

[0008] The locking frame member contact surface may be adjustable to optimize engagement with the support frame. For example, the locking frame member contact surface may include an adjustable bolt head that may be threaded to extend or reduce the length of the locking frame member.

[0009] In the illustrated embodiment there is a second locking frame member having a second contact surface adapted to engage the second portion of the support frame. This provides a more uniform reinforcement across the width of the support frame. The number of locking frame members can be optimized to accommodate different environments and operating conditions. As described above, the portion of the support frame that contacts the locking frame member contact surface is located in the upper half of the support frame.

[0010] In another aspect of the invention, a method of deploying a crash impact attenuator disposed at the rear of a host vehicle is described. The method includes pivoting a barrel portion of the crash impact attenuator that connects the crash impact attenuator to a support frame of the host vehicle from a horizontal orientation to a vertical orientation while simultaneously pivoting the barrel portion from a stowed orientation to a deployed orientation, wherein the barrel portion extends horizontally behind a rear portion of the host vehicle. The pivoting of the support frame and barrel portion occurs about a pivot axis disposed along a lower portion of the support frame. Another method step includes moving a locking frame member from the stowed orientation to the deployed orientation such that a contact surface at one end of the locking frame member engages a portion of the support frame.

[0011] In the described method, the step of pivoting the support frame is performed before the step of moving the locking frame member. A further step may include adjusting the position of the contact surface to optimize engagement with the portion of the support frame, which step may be performed by a threaded bolt head to extend or reduce the length of the locking frame member.

[0012] The step of moving the locking frame member may further include moving the second locking frame member such that a second contact surface at an end of the second locking frame member engages the second portion of the support frame.

[0013] The step of moving the locking frame member may include pivoting the locking frame member from its vertical stowed position to its horizontal deployed position.As described above, the portion of the support frame that engages the contact surface of the locking frame member is located above the pivot axis. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 is a side view of a vehicle, such as a truck, equipped with an exemplary embodiment of a vehicle-mounted impact attenuator constructed in accordance with the principles of the present invention;

[0015] Figure 2 yes Figure 1 A perspective view of an exemplary embodiment of a vehicle-mounted crash attenuator is shown;

[0016] Figure 3 yes Figure 2 a top view of the crash attenuator shown;

[0017] Figure 4 yes Figure 1 and Figure 2 a side view of the crash attenuator shown;

[0018] Figure 5 is a perspective view showing the crash attenuator removed from the support system to secure the crash attenuator to the vehicle;

[0019] Figure 6 yes Figure 2-Figure 6 A rear view of the crash attenuator shown in an upright storage or shipping orientation;

[0020] Figure 7 yes Figure 6 A side view of a crash attenuator, also in an upright storage or transport orientation;

[0021] Figure 8 yes Figure 6 and Figure 7 A side view of a crash attenuator in a horizontal deployment orientation;

[0022] Fig. 9 is a bottom pivot attenuator mounting system or support system for the crash attenuator system of the present invention (e.g. Figure 5 A perspective view of an exemplary embodiment of a support system shown in FIG.

[0023] Fig.10 yes Fig. 9 A schematic diagram of the support system shown in the deployed position;

[0024] Fig.11 yes Fig. 9 and Fig.10 A schematic diagram of the support system shown in a stowed position;

[0025] Fig.12 yes Figure 9-11 A schematic perspective view of the support system shown, from relative to Fig. 9 in the opposite direction of the direction; and

[0026] Fig.13 yes Figure 9-12 A schematic top view of the support system is shown, including details of the locking frame contact surfaces. DETAILED DESCRIPTION

[0027] Referring now to the drawings, in which like reference numerals refer to like elements throughout, Figure 1 An exemplary embodiment of a vehicle-mounted crash attenuator 10 constructed in accordance with the principles of the present invention is shown attached to the rear portion 14 of a vehicle or truck 12. Figure 1 , the crash attenuator 10 is shown in its horizontal deployed orientation, as shown in FIG. Figure 8 In the situation. Figure 6 and Figure 7 , the crash attenuator 10 is shown in its vertical storage or shipping orientation.

[0028] Figure 2-Figure 8 Detailed description of the construction of an exemplary crash attenuator 10 is shown. Crash attenuator 10 is similar in many respects to that disclosed in commonly assigned U.S. Patent No. 6,581,992 (the '992 patent), which has been expressly incorporated herein by reference, except that it is more compact in design, which is particularly advantageous for use in congested metropolitan or urban areas where road space is at a premium and a smaller turning radius is required or at least preferred. More specifically, while the crash attenuator of the '992 patent includes a strut portion 116 and a barrel portion 118, for example, as in the '992 patent, Fig.10 As shown, the crash attenuator 10 of the present invention includes only the barrel portion 16, which means that the length of the attenuator 10 is reduced to approximately 8 feet, as opposed to approximately 13 feet in other forms of crash attenuators such as disclosed in the '992 patent. The crash attenuator 10 can be used with a host vehicle 12 as small as 7000-7500 pounds (approximately 3200-3500 kilograms), thereby providing protection up to 50 MPH (80 KPH) for smaller host vehicles.

[0029] Figure 6-Figure 8 The crash attenuator 10 is shown in its horizontal deployed orientation ( Figure 8 ) and its vertical stowage direction ( Figure 6 and 7 ), wherein the drum portion is raised to an angle of approximately 90 degrees relative to the orientation of the vehicle ("single 90 degree fold"). Actuators are provided as part of the support system 26 for pivoting the drum portion 16 and associated components between its deployed orientation and its stored orientation.

[0030] The barrel portion 16 includes a pair of vertically spaced flexures 18, which in the exemplary embodiment include aluminum tubes, such as tubes having a 41 / 2 inch diameter, but other materials, sizes and configurations having suitable similar properties may be used. Energy absorbing modules 20, 22 and 24 are mounted on the barrel portion 16. In the exemplary embodiment, these modules are configured to include an aluminum honeycomb material arranged in an environmentally sealed aluminum container. The aluminum honeycomb material may include 1 inch cells in modules 22 and 24 and 1 / 2 inch cells in module 20. Of course, alternative materials and cell sizes may be selected if desired. The honeycomb material may include spaced holes stamped into the middle of the assembly for venting air from the honeycombs, which has been found to improve stability when an initial force is applied to the crash attenuator 10.

[0031] The crash attenuator 10 is adapted to be attached to a support system 26 disposed on the rear end 14 of the vehicle 12. The support system 26 is constructed of a rigid material such as steel in the exemplary embodiment, but may also be made of other similar materials.

[0032] exist Figure 5 , a first type of support system 26 is shown for use with barrel portion 16. This first type of support system 26 is a "low-pivot" support system and is combined with Figure 10-Figure 1 4 will be described in more detail below. This system can also be used with a "high-pivot" support system, of a type more similar to those used, for example, as shown in the '992 patent.

[0033] like Figure 5 and Figure 9-13 As shown, a particular advantage of the low pivot support system 26 of the present invention is that it advantageously allows the vertical height of the storage system 10 to be increased, such as Figure 7 and Fig. 9 As shown, it is less than 10 feet, while for the high pivot support system, the storage vertical height of the system 10 exceeds 11 feet. In addition, applicants have advantageously discovered that the low pivot support system of the present invention operates to inhibit underride of the impacting vehicle under the impact attenuator 10, which could otherwise be particularly dangerous to the occupants of the impacting vehicle.

[0034] Now special reference Figure 9-13 , which shows the low pivot support system 26 in more detail. The support system 26 includes a support frame 28 for connection to the impact attenuator 10, a truck side frame 30 for connection to the truck / vehicle 12, and an anti-underrun locking frame member 32. Fig.10 The support system 26 is shown in its deployed orientation, and Fig.11 The support system 26 is shown in its stowed orientation.

[0035] In operation, when the crash attenuator 10 is removed from Fig.11 Stowed position shown expands to Fig.10 In the deployed position shown, the actuator system 42 moves the support frame 28 of the support system 26 from Fig.11 The horizontal direction shown, pivoting around the pivot 34, moves to Fig.10 The vertical direction shown, such as Fig.11 As shown by the arrow in FIG. Once the support frame 28 is erected, the anti-drilling locking frame member 32 is actuated about the pivot joint 40, from Fig.11 The collapsed vertical direction shown in Fig.10 The horizontal direction shown in Fig.11 When the locking frame member 32 is in its expanded horizontal orientation, as shown in FIG. Fig.10 As shown by the arrows in FIG. 3 , bolt heads 38 at the ends of each frame member 32 engage with the support frame 28 to provide resistance against vehicle impact forces. The bolt heads can be adjusted by threaded engagement with the bolts to optimize engagement. The locking frame arms 32 provide two points of contact with the support frame just above the pivot point 34.

[0036] The force of a vehicle striking a crash attenuator is typically located a certain distance "D" above the pivot of the mounting system ( Fig.10 ). If the locking frame was not present, an angular acceleration would be generated about the pivot axis which would cause the support frame and system to rotate. This rotation would then allow the impact surface of the attenuator to rise and thus potentially allow the impact vehicle to penetrate. The locking frame 32 provides resistance that does not allow this rotation to occur.

[0037] Therefore, although exemplary embodiments of the present invention have been shown and described, it should be understood that all terms used herein are descriptive rather than limiting and that many changes, modifications and substitutions may be made by one of ordinary skill in the art without departing from the spirit and scope of the present invention.

Claims

1. A collision impact attenuator suitable for a vehicle, comprising: a barrel portion including at least one energy absorbing module; as well as A support system having a support frame and adapted to attach a cartridge portion to a vehicle, comprising an actuator configured to pivot the cartridge portion between a deployed orientation and a stowed orientation about a pivot disposed at a lower half of the support system, the support system further comprising a locking frame member having a contact surface at one end thereof extending across the end, the locking frame member being actuatable between a deployed orientation in which the contact surface directly engages a portion of the support frame but is not engaged or connected to the support frame by any fasteners, and a stowed orientation in which the contact surface is not engaged with the support frame and the contact surface is not connected to the support frame; The barrel portion is horizontal when in its extended direction, and is vertical when in its retracted direction, the support frame pivots between the vertical direction when the barrel portion is in its extended direction and the horizontal direction when the barrel portion is in its retracted direction, and the locking frame member pivots between the vertical direction when the barrel portion is in its retracted direction and the horizontal direction when the barrel portion is in its extended direction.

2. The collision impact attenuator suitable for use on a vehicle according to claim 1, wherein the portion of the support frame in contact with the locking frame member contact surface is located above the pivot.

3. The vehicle impact attenuator of claim 1, wherein the locking frame member contact surface is adjustable to optimize engagement with the support frame. 4 . The collision impact attenuator suitable for use on a vehicle according to claim 3 , wherein the locking frame member contact surface comprises an adjustable bolt head.

5. The collision impact attenuator suitable for use on a vehicle according to claim 1, wherein the support system further comprises a second locking frame member having a second contact surface adapted to engage a second portion of the support frame to provide more uniform reinforcement in a width direction of the support frame. 6 . The collision impact attenuator suitable for use on a vehicle according to claim 1 , wherein the portion of the support frame in contact with the contact surface of the locking frame member is located at an upper half of the support frame.

7. A method for deploying a collision impact attenuator disposed at the rear of a host vehicle, the method being applied to the collision impact attenuator applicable to a vehicle according to any one of claims 1 to 6, and comprising: pivoting a support frame of a crash impact attenuator connected to a barrel portion of a host vehicle from a horizontal orientation to a vertical orientation while pivoting the barrel portion from a stowed orientation to a deployed orientation, wherein the barrel portion extends horizontally beyond a rear portion of the host vehicle, the pivoting of the support frame and barrel portion occurring about a pivot axis disposed along a lower half of the support frame; as well as The locking frame member is moved from a stowed orientation to an extended orientation such that a contact surface disposed across one end of the locking frame member directly engages a portion of the support frame, wherein the contact surface or any other portion of the locking frame member is not engaged or connected to the support frame by any fasteners.

8. The method of deploying a rear-mounted crash impact attenuator of claim 7, the step of pivoting the support frame being performed prior to the step of moving the locking frame member.

9. The method of deploying a crash impact attenuator disposed at the rear of a host vehicle as recited in claim 7, further comprising the step of adjusting the position of said contact surface to optimize engagement with said portion of said support frame.

10. The method of deploying a crash impact attenuator disposed at the rear of a host vehicle of claim 9, wherein the contact surface includes a threaded bolt head, and the adjusting step is performed by the threaded bolt head to extend or reduce the length of the locking frame member.

11. The method of deploying a crash impact attenuator disposed at the rear of a host vehicle according to claim 7, wherein: The support system further includes a second locking frame member having a second contact surface adapted to engage a second portion of the support frame to provide more uniform reinforcement across the width of the support frame; The step of moving the locking frame member further includes moving the second locking frame member so that a second contact surface disposed across an end of the second locking frame member directly engages a second portion of the support frame to provide more uniform reinforcement across the width of the support frame.

12. The method of deploying a rear-mounted crash impact attenuator of claim 7, wherein the step of moving the locking frame member includes pivoting the locking frame member from its vertical stowed position to its horizontal deployed position.

13. The method of deploying a crash impact attenuator disposed at the rear of a host vehicle as recited in claim 7, the portion of the support frame engaging the contact surface of the locking frame member being located above the pivot axis.

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