Guardrail end terminal

Abstract

A guardrail end terminal system includes an impact head joined to a guardrail that extends in the longitudinal direction. The impact head is configured to receive the guardrail due to relative motion during impact with an oncoming vehicle. The impact head can include a nozzle section that vertically deforms the guardrail to dissipate impact energy and an extruder section redirect the compressed guardrail vertically away from the vehicle. The extruder section may further include a reflector segment that further deforms the compressed guardrail into a curled guardrail as it exits the impact head.

Description

774187 (2024-036-02)1GUARDRAIL END TERMINALCROSS-REFERENCE TO RELATED APPLICATION

[0001] This patent application claims the benefit of U.S. Provisional Patent Application No. 63 / 690,539, filed September 4, 2024, which is incorporated herein by reference in its entirety.BACKGROUND OF THE INVENTION

[0002] Roadside guardrails are positioned alongside roadways to prevent errant vehicles from veering off course and striking off-road objects or traveling over embankments. The guardrail may function as a traffic barrier intended to redirect the vehicle back onto the roadway and path of intended travel. A common design for roadside guardrails is the W- beam configuration having an extended length of metal rail that is corrugated to have a W- shaped cross section. The W-beam guardrail extends parallel to and alongside the roadway and can be elevated above the terrain surface by longitudinally spaced vertical rail posts. A vehicle traveling errantly and exiting the roadway may strike a guardrail and may be redirected away from the system by the rigidity and stiffness inherent in the guardrail design, or may remain ensnared and captured with the guardrail. In the latter case, the rigidity and stiffness of the guardrail design cushions and dissipates the impact energy.

[0003] Located at and associated with the longitudinal ends of the guardrail are structural arrangements that are designed to assist the rail posts in anchoring the guardrail to the terrain surface and adapted for a possible head-on impact with the vehicle. For example, a guardrail end terminal or guardrail end treatment can be configured to attenuate or dissipate the energy from a head-on impact while gradually reducing the momentum of the vehicle. During an impact event, though, the guardrail itself must be displaced, preferably in a manner that avoids further damage or risk of injury.BRIEF SUMMARY OF THE DISCLOSURE

[0004] The present disclosure is directed to a guardrail end terminal, referred to as a GET system, that is designed to attenuate the head-on impact with a vehicle by vertically directing the guardrail away from the vehicle. The GET system can be located at the upstream end or the downstream end of a guardrail extending alongside a roadway in a longitudinal direction.774187 (2024-036-02)2The GET system can include an impact head joined to the guardrail and configured to physically interact with an oncoming vehicle during an impact. For example, the impact head may include an upstream directed impact faceplate adapted to be struck by the vehicle and a downstream sleeve chute adapted to slidably receive the elongated guardrail. To structurally deform and redirect the guardrail during impact, the impact head includes an extruder assembly located between the impact faceplate and the sleeve chute.

[0005] The impact head can include an extruder assembly and a nozzle assembly that are aligned longitudinally upstream and downstream with respect to each other. During impact, the impact head may be placed longitudinal downstream such that the guardrail moves into the extruder assembly from the sleeve chute. The nozzle assembly can include a bent nozzle plate that is structurally arranged in the extruder assembly to contact and forcibly compress the guardrail in the vertical direction. The kinetic energy from the vehicle impact is dissipated through plastic deformation of the guardrail passing through the nozzle section.

[0006] To redirect and discharge the compressed guardrail from the impact head, the extruder section includes a curved extruder plate. The curved extruder plate is situated to contact and guide the compressed guardrail from the longitudinal direction to the vertical direction though the discharge outlet. The extruder plate may include a reflector segment that is tilted with respect to the longitudinal direction to further direct the exiting guardrail downstream. The reflector plate can further deform the compressed guardrail into a curled guardrail that is situated downstream of the impact faceplate and thus aw ay from the vehicle.

[0007] Among the possible advantages of the disclosed impact head is that by directing the guardrail vertically downstream and away from the vehicle, the guardrail is prevented from penetrating the vehicle during impact. Another possible advantage is that by directing the guardrail vertically upwards from the terminal head, any counterforces imparted into the extruder section are directed vertically downwards, reducing or eliminating any counterforces in the side-to-side or lateral directions. Such laterally directed counterforces may cause the vehicle to twist or yaw with respect to the longitudinal direction that could result in further damage and lessen the energy attenuation ability of the GET system. These and other possibly advantages and features will become apparent from the following detailed description and the accompanying drawings.774187 (2024-036-02)3BRIEF DESCRIPTION OF THE DRAWINGS

[0008] FIG. 1 is perspective view of a roadside guardrail barrier having a guardrail end terminal system at the end of a guardrail with an impact terminal configured to vertically extrude the guardrail upon impact.

[0009] FIG. 2 is perspective view from upstream of the impact terminal having an upstream oriented impact faceplate with an extrusion assembly and an aligned sleeve chute extending longitudinally downstream therefrom.

[0010] Figure 3 is a perspective view from downstream of the impact terminal from the dow nstream end of the sleeve chute defining a sleeve passagew ay to receive the guardrail.

[0011] Figure 4 is a side elevational view of the impact terminal including the arrangement of the structural extruder components accommodated in the extruder assembly for progressively deforming the guardrail upon impact.

[0012] Figure 5 is an exploded assembly view- of the extrusion assembly including a curved extrusion plate and a bent nozzle plate for deforming the guardrail.

[0013] Figure 6 is a side elevational view of the roadside guardrail barrier anchored to the terrain by vertical rail posts and an anchor cable showing the extrusion and curled deformation of the guardrail upon impact.DETAILED DESCRIPTION OF THE DISCLOSURE

[0014] Referring to FIG. 1, wherein like reference numbers refer to like elements whenever possible, there is shown a roadside guardrail barrier 100 configured to prevent an errant vehicle from unintentionally veering off of a roadway. The roadside guardrail barrier 100 includes an elongated guardrail 102 that is vertically elevated by a plurality of rail posts 104 to extend above and parallel to the terrain surface 106. While the illustrated roadside guardrail barrier 100 extends in a straight linear line, if the roadw ay w ere to bend or curve, it should be appreciated that the elongated guardrail 102 can correspondingly bend and curve. To terminate the distal ends of the elongated guardrail 102, a guardrail end terminal (GET) system 108 can be included with the roadside guardrail barrier 100. The GET system 108 can be advantageously configured to direct and dissipate the kinematic forces imparted to the roadside guardrail barrier 100 during impact with a traveling vehicle to reduce damage and possible harm to the occupants of the vehicle.774187 (2024-036-02)4

[0015] For reference purposes, the roadside guardrail barrier 100 can be associated with a coordinate or reference system. For example, the elongated guardrail 102 can extend in the longitudinal direction 110 that may be typically parallel to the roadway. The longitudinal direction 110 can be further defined by the upstream direction 112 corresponding to the location of the GET system 108 that terminates the linear extension of the elongated guardrail 102 and an oppositely oriented downstream direction 114 in which the guardrail 102 extends. The vertical rail posts 104 that elevate the guardrail 102 and the GET system 108 above the terrain surface 106 establish the vertical direction 116 that is oriented normal and at a right angle to the longitudinal direction 110. In addition, the lateral direction 118 can be orientated perpendicularly transverse to both the longitudinal direction 110 and the vertical direction 116 and can establish the lateral sides of the roadside guardrail barrier 100.

[0016] The elongated guardrail 102 can be formed as a W-shaped rail of metal that can be folded or extruded into shape, although the guardrail may have other suitable shapes. The W- shaped guardrail, for example, may include undulating corrugations aligned in the longitudinal direction 110 that increase the rigidity and strength. The guardrail 102 can be constructed from a plurality of similarly shaped sections or segments that are aligned and connected in the longitudinal direction 110 by splicing together overlapping regions with fasteners. The metal guardrail 102 can be further treated, for example galvanized, for weather resistance.

[0017] The vertically arranged and longitudinally spaced rail posts 104 that support the guardrail 102 can be made from metal structural beams, although materials such as wood may be used. The plurality of rail posts 104 include at least a lead post 120 and a second post 122 that are operatively associated with the GET system 108. The lead post 120 is located upstream and structurally mounted to the GET system 108 and the second post 122 is located longitudinally downstream and directly connected to the elevated guardrail 102. The lead post 120 supporting the GET system 108 may be vertically shorter than the second post 122 and the other rail posts 104.

[0018] To secure the rail posts 104 below the terrain surface 106, the rail posts may be each operatively attached to a respective foundation member 124 that is located below ground. The foundation member 124 can be formed as a sleeve or post aligned in the vertically direction 116 and secured against displacement in the longitudinal and lateral directions 11 . 118 by the surrounding subterranean earth. The first and second rail posts774187 (2024-036-02)5120, 122 can be connected to the respective foundation members 124 by butt joints 126 located generally proximate to the vertical elevation of the terrain surface 106. The butt joints 126 can be constructed from planar abutting plates attached by threaded fasteners. In a possible arrangement, a ground yoke 128 that is formed as a structural metal beam or strut may extend between the lead and second posts 120, 122 in the longitudinal direction 110 adjacent to the terrain surface 106. The ground yoke 128 can provide additional support in the longitudinal direction 110 between the spaced apart lead post 120 and second posts and can assist in securing the GET system 108 with respect to the terrain surface 106.

[0019] The GET system 108 can also be associated with an anchor system 130 that assists in secunng the roadside barrier system 100 to the terrain surface 106. The anchor system 130 can include an anchor cable 132 constructed as a steel or iron wire rope that extends between and is attached to the guardrail 102 and the lead post 120. The anchor cable 132 can pass through the vertically lower end of the lead posts 120 proximate to the butt joint 126 and can be secured by an anchor plate 134 adjacent to and abutting the upstream face of the lead post 120 and the foundation member 124. The anchor plate 134 distributes the bearing load from the anchor cable 132 between the lead post 120 and the foundation member 124. The anchor plate 134 can also be associated with a protrusion fitting 136 aligned in the longitudinal direction 110 and projecting in the downstream direction 114 from the lead post 120. The longitudinal orientation of the protrusion fitting 136 may reduce the likelihood of the anchor plate 134 from rotating or tilting while in abutting contact with the lead posts 120 and the foundation member 124 due to the applied bearing loads.

[0020] To attach the anchor cable 132 to the guardrail 102 downstream of the GET system 108, the anchor system 130 includes a bracket connector 138 that may be a formed metal plate or structure. For example, the bracket connector 138 can be attached to the guardrail 102 between the lead post 120 and the second post 122 so that the anchor cable 132 extends diagonally upwards from the protrusion fitting 136 that is located just above the terrain surface 106. The anchor cable 132 thus applies tension to the guardrail through the bracket connector 138 stabilizing the guardrail during an angular impact. The bracket connector 138 can be attached to the guardrail 102 by a plurality of threaded fasteners 139 which, as describe below, can be arranged to release the bracket connector 138 during impact with an oncoming vehicle.774187 (2024-036-02)6

[0021] To interact with an oncoming vehicle during impact and to distribute and dissipate the impact forces, the GET system 108 can include an impact head 140 that coincides with the upstream and / or downstream terminal ends of the roadside guardrail barrier 100. The impact head 140 in particular is oriented in the upstream direction 112 to encounter the oncoming vehicle travel in the longitudinal direction 110. The impact head 140 is also parallel to and supported vertically above the terrain surface 106 by the lead post 120 to coincide in vertical elevation with the vehicle when struck. To accommodate and dissipate the impact forces, the impact head 140 can be a structural assembly of multiple cooperating components including an impact faceplate 142 oriented in the upstream direction 112, a downstream chute sleeve 144 that receives and joins to the guardrail 102. and an extrusion assembly 148 that is located in betw een and disposed in longitudinal alignment with the impact faceplate and the chute sleeve with respect to the longitudinal direction 110.

[0022] Shown in FIGS. 2 and 3, to initially contact and engage the vehicle, the impact faceplate 142 may have a generally planar rectangular shape that is oriented orthogonally with respect to the longitudinal direction 110 of the roadside guardrail barrier 100. The impact faceplate 142 can be stamped or formed from a metal plate with the downstream face 150 welded or otherwise structurally attached to the extrusion assembly 148. The impact faceplate 142 can be dimensionally sized with sufficient surface area in the vertical and lateral directions 116, 118 to receive and blunt the impact across its upstream face 152 without penetrating into the oncoming vehicle. The impact faceplate 142 can include a plurality of short protruding flanges 154 joined continuously about the rectangular periphery' and extending forw ardly of the planar upstream face 152. The protruding flanges 154 can mechanically bind with the grill or front end of a striking vehicle to hold the vehicle and the GET system 108 in alignment with the longitudinal direction 110 during the impact. The upstream face 152 can include indicia or symbols to alert the driver of the oncoming vehicle as to the presence and location of the roadside guardrail barrier 100.

[0023] To engage with the guardrail, the sleeve chute 144 can be constructed as an opened framew ork or truss comprised of upper and lower struts 160, 162 arranged as a parallel pair extending in the longitudinal direction 110. The longitudinal ends of the upper and low er struts 160, 162 are joined by respective rectangular upstream and downstream frame cuffs 164, 166 that are longitudinally spaced apart from each other and oriented orthogonally to the longitudinal direction 110. The upper and low er struts 160. 162 and the774187 (2024-036-02)7 upstream and downstream frame cuffs 164, 166 can be made of structural steel or similar material and joined together by welding. For example, the frame cuffs 164, 166 can be metal straps that extend between the upper and lower struts 160, 162 to brace and secure them in a vertically spaced arrangement.

[0024] The framework of the sleeve chute 144 defines as sleeve duct 168 that is configured to receive the guardrail that can be inserted through the rectangular opening defined by the downstream frame cuff 166. The sleeve chute 144 holds the impact head 140 in longitudinal alignment to the guardrail, the end of which is accommodated in the sleeve duct 168 located between and parallel with longitudinally adjacent upper and lower struts 160, 162.

[0025] The extruder assembly 148 is designed and positioned to receive the upstream end of the guardrail due to longitudinal movement during impact arising from the relative motion of the impact head 140 and guardrail during impact. The extruder assembly 148 can be structurally formed as a rectangular steel box and can include a first longitudinal side plate 170 and an opposite second longitudinal side plate 172 that are laterally spaced apart with respect to the lateral direction 118. The first and second longitudinal side plates 170, 172 can be made from rectangular metal plates and can be aligned parallel to the longitudinal direction 110 to extend between an upstream longitudinal end 174 and a downstream longitudinal end 176 which are spaced apart along the longitudinal direction 110.

[0026] The spaced apart first and second longitudinal side plates 170, 172 can define an extruder passageway 178 aligned to receive the guardrail during impact. The extruder passageway 178 can have a rectangular cross-section orthogonal to the longitudinal direction 110 that generally corresponds in size and dimension to the guardrail. For example, the vertical height of the first and second longitudinal side plates 170, 172 can correspond to the vertical dimension of the guardrail. In a possible embodiment, the extrusion assembly 148 can include upper and lower covers that partially enclose the extrusion passageway 174 which also may be made from structural steel plates.

[0027] To install the extruder assembly 148 in longitudinal aliment with the GET system 108, the extruder assembly can be structurally connected at the downstream and upstream longitudinal ends 174, 176 respectively to the impact faceplate 142 and the sleeve chute 144. In particular, the downstream longitudinal end 176 can be joined to the upstream frame cuffs 164, by welding for example, so that the extruder passageway 178 communicates with the774187 (2024-036-02)8 sleeve duct 168. The upstream longitudinal end 174 can abut against and be joined to the downstream face 150 of the impact faceplate 142. One or more brackets 179 oriented horizontally in the lateral direction 118 can be included to facilitate and strengthen the abutting connection between the upstream longitudinal end 174 and the impact faceplate 142.

[0028] The extruder assembly 148 is configured to dissipate impact energy during a head on collision while simultaneously deflecting the guardrail away from the vehicle to prevent further damage due to penetration. For example, the extruder assembly can be configured to deform the corrugated guardrail by vertical compression to dissipate the impact energy while further directing the guardrail vertically upwards from the impact head 140 in the vertical direction 116 and longitudinally rearward in the downstream direction 114. Due to the simultaneous vertical deflection and compressive deformation of the guardrail, the impact head 140 may be referred to as a vertically extruding terminal head.

[0029] In particular, the extruder assembly 148 can be structurally designed to progressively deform and redirect the guardrail as it travels through the extruder passageway 178. For example, the extruder assembly 148 can include a structure referred to as nozzle plate 180 that is located toward the dow nstream longitudinal end 176 that is joined to the sleeve chute 144. The nozzle plate 180 is disposed in the extruder passageway 178 and orienteered toward to the sleeve duct 168 of the sleeve chute 144 so that the guardrail physically encounters the nozzle plate 180 upon entering the extruder assembly due to longitudinal movement of the impact head 140 in the dow nstream direction 114.

[0030] The nozzle plate 180 is structurally configured and spatially situated to vertically compress and deform the guardrail, for example, by reducing the height of the extruder passageway 178 in the vertical direction 118. For example, the nozzle plate 180 may be a bent metal plate attached proximate the upper edges of the first and second longitudinal plates 170, 172 and that is situated to protrude vertically downwards into the extruder passageway 178. The portion of the extruder assembly 148 that is adjacent to the downstream longitudinal end 176 may be designed as a nozzle section 182 due to the presence and action of the bent nozzle plate 180 in compressively deforming the entering guardrail.

[0031] The extruder assembly 148 can also include an extrusion plate 184 that extends upstream through the extruder passageway 178 in the longitudinal direction 110 from nozzle section 182 toward the upstream longitudinal end 174 of the extruder assembly 148. The extruder plate 184 can be a curved piece of metal plate or sheet material that extends from a774187 (2024-036-02)9 position proximately adjacent to the lower edges of the first and second longitudinal side plates 170, 172 and that curves vertically upwards toward the upper edges of the longitudinal side plates. The curved extruder plate 184 therefore extends from a downstream longitudinal position vertically below nozzle plate 180 to an upstream longitudinal position approximately rearward of the downstream face 150 of the impact faceplate 142.

[0032] The curved extruder plate 184 functions to redirect the vertically compressed guardrail from traveling through the extruder passageway 178 in the longitudinal direction 110 to the vertical direction 118. The portion of the extruder assembly 148 corresponding with the curved extension of the curved extruder plate 184 can therefore be designated as the extrusion section 186 responsible for vertically extruding the guardrail from the impact head 140. To enable the guardrail to exit the impact head 140, the extruder assembly 148 can include a discharge outlet 188 located adjacent to and between the top edges of the first and second longitudinal side plates 170, 172. The discharge outlet 188 spatially communicates with the extruder passageway 178 to guide the redirected guardrail in the vertical direction 118 from the impact head 140.

[0033] Referring to FIGS. 4 and 5, the structural assembly of the extruder assembly 148 are shown. The bent nozzle plate 180 can be formed from a plurality of intersecting planar metal plate segments including a slanted segment 190 and a perpendicular segment 192 that is joined to the slanted segment at a perpendicular or right angle. The intersection of the slanted and perpendicular segments 190, 192 forms the protruding angle that can be oriented to vertically depend into the extruder passageway 178.

[0034] The slanted segment 190 can be situated so that the plane of the slanted surface is projected vertically downward toward the downstream direction 114. The slanted segment 190 also projects or faces toward the sleeve duct 168 defined by the sleeve chute 144. When the guardrail projects into the nozzle section 182 of the extruder passagew ay 178, it encounters and strikes the slanted segment of the bent nozzle plate 180. To reinforce the bent nozzle plate 180 against impact with the guardrail, a reinforcement lattice 194 can be attached to the planar upstream face of the slanted segment 190. The reinforcement lattice 194 can be formed as a grid or cross of intersecting metal plates that project perpendicularly from the slanted segment 190 and are joined thereto by, for example, welding.

[0035] The bent nozzle plate 180 can also include an oblique segment 196 that is joined at an oblique angle to the slanted segment 190. When the bent nozzle plate 180 is installed in774187 (2024-036-02)10 the extruder assembly 148. the oblique segment 196 can be situated adjacent to the top edge of the first and second longitudinal side plates 170, 172 and can project rearward in the downstream direction 114. The oblique segment 196 can therefore extend parallel to the longitudinal direction 110 and joined to the upstream frame cuff 166 to rigidly join the extruder assembly 148 and the sleeve chute 144.

[0036] The curved extruder plate 184 can also be formed of a plurality of linear extruder segments 200 that are angularly joined together to follow an arcuate outline. For example, the curved extruder plate 180 can include a downstream segment 202 that is oriented in the downstream direction 114 when the curved extruder plate 184 is installed within the extruder assembly 148 and that can be generally parallel to the longitudinal direction 110. The linear extruder segments 200 extending forw ardly of the downstream segment 202 in the upstream direction 112 can be joined at angled vertices so that each linear segment is gradually oriented more in alignment with the vertical direction 116. The curved extruder plate 184 can include an upstream segment 204 that is longitudinally situated proximately with the upstream longitudinal end 174 of the extruder assembly 148 and that is generally aligned with the vertical direction 116 and oriented toward the discharge outlet 188.

[0037] The curved extruder plate 184 can include an additional reflector segment 206 that is joined at an intersecting angle to the upstream segment 204 and situated to project vertically outward from the discharge outlet 188. The reflector segment 206 can be offset in the downstream direction 114 from the dow nstream face 150 of the impact faceplate 142. The reflector segment 206 may also be tilted angularly rearw ard from the intersection with the upstream segment 204 with respect to the longitudinal direction 110 so as to tilt slightly in the downstream direction 114 and assist in redirecting travel of the guardrail rearward in the downstream direction.

[0038] The extruder segments 200 can intersect at oblique angles so that the curved extruder plate 184 assumes a gradual curve or arcuate shape. For example, the angle of intersection between each of the joined linear segments 220 is 150° or more. Further, the totality of the angles of intersection between joined linear segments 200 should be sufficient such that the total angle of curvature of the curved extruder plates 184 is greater than 90°. Thus, the totality of angular intersection is such that the dow nstream segment 202 is aligned horizontally with the longitudinal direction 110 and the reflector segment 206 is tilted back in the downward direction 11 14.774187 (2024-036-02)11

[0039] To space apart the reflector plate 206 and the impact faceplate 142 with respect to the longitudinal direction 110, an offset frame 208 can be located adjacent to the rearward face 150 of the impact face plate 142 above the upper edges of the first and second longitudinal side plates 170, 172. The offset frame 208 can be formed from metal plates or flanges joined at intersecting angles to form a structural box that juts from the downstream face 150 of the impact faceplate 142 in the downstream direction 114. The offset frame 208 can structurally stiffen the upstream segment 204 and the reflector segment 206 of the curved extruder plate 184 with respect to applied forces from the guardrail during impact. The offset frame 208 locates the reflector plate and the discharge outlet 188 in the downstream direction 114 from the impact faceplate 142 and the location of the impact with the vehicle.

[0040] The extruder assembly 148 can be rigidly fabricated with the metal plates of the components fixedly joined to withstand the forces and loads applied when a vehicle impacts the terminal head 140. For example, the linear extruder segments 200 of the curved extruder plate 184 can each include laterally protruding welding tabs 210 that project along the lateral edges. The bent nozzle plate 180 can also include laterally extending welding tabs 212 along the lateral edges of the slanted segment 190 and the perpendicular segment 192. The welding tabs 210, 212 can be sized and dimensioned to be receive in corresponding linear welding slots 214 that are disposed into the first and second longitudinal side plates 170, 172. The linear welding slots 214 can be arranged to correspond to the bent shape of the bent nozzle plate 180 and the arcuate shape of the curved extruder plate 184. The welding tabs 210, 212 and the linear welding slots 214 form tongue and groove connections that secure the nozzle bent plate 180 and the curved extruder plate 184 to the first and second longitudinal side plates 170. 172 which can be further reinforced by welding.

[0041] To further reinforce the impact head 148, as shown in FIGS. 2 and 3, longitudinal gussets 218 can be attached to the exterior surface of the first and second longitudinal side plates 170, 172. The longitudinal gussets 218 can be made of metal plate material and joined to the longitudinal side plates 170. 172 by welding. The longitudinal gussets 218 can abut the downstream face 150 of the impact faceplate 142 and extend there from in the downstream direction 114 aligned parallel to the longitudinal direction 110.

[0042] Referring to FIG. 6, the progressive deformation and vertical extrusion of the guardrail 102 through the vertically extruding impact head 140 when the GET 108 is struck by an oncoming vehicle 220 functions to dissipate the induced impact loads while directing774187 (2024-036-02)12 the guardrail away from the vehicle. During impact, the vehicle traveling downstream in the longitudinal direction 1 10 strikes and contacts the impact faceplate 142 located and oriented in the upstream direction 112 of the roadside barrier system 100. The forwardly protruding flanges 154 can mechanical bind with the front end of the vehicle 220 to stabilize the relative alignment of the impact head 140 with the vehicle moving in the longitudinal direction 110. For example, the broad surface area of the upstream face 152 in abutting contact with the front end of the vehicle 220 resists twisting of the impact faceplate 142 in the lateral direction 118.

[0043] The impact also forcibly displaces the terminal head 140 rearward in the downstream direction 114. Downstream movement of the terminal head 140 causes the lead post 120 mounted thereto to detach and breakaway from the respective foundation member 124. For example, the butt joint 126 attaching the lead post 120 and foundation member 124 may break apart such that the terminal head 140 is no longer directly secured to the terrain surface 106. Detachment of the lead post 120 from the foundation member 124 at the butt joint 126 can also release the anchor cable 132 holding the guardrail 102 in tension to the terrain surface 106 through the structure of the GET system 108.

[0044] Also during the impact, the sleeve chute 144 can maintain the longitudinal alignment of the terminal head 140 with the guardrail 102 that is partially received in the sleeve duct 168. During the downstream displacement of the terminal head, the sleeve chute 144 can guide and direct the guardrail 102, held stationary for example, by the second post 122 and other rail posts 104, into the nozzle section 182 of the extruder passageway 178.

[0045] The guardrail 102 entering the nozzle section forcibly encounters the bent nozzle plate 180 that vertically descends from the upper edges of the extruder assembly 148 downward in the extruder passageway 178. The bent nozzle plate 180 causes a reduction in vertical height of the extruder passageway 178 that creates a throat or restriction in the nozzle section 182 which the guardrail is forced through by the continued longitudinal displacement in the downstream direction 114 of the terminal head 114. The nozzle section 182 thus vertically compresses the passing guardrail 102. For example, forcible contact of the guardrail with the slanted segment 190 of the bent nozzle plate 180 vertically deforms the guardrail reducing its height in the vertical direction 116.

[0046] Plastic deformation of the guardrail 102 dissipates the kinetic energy of the displaced terminal head 140 and reduces the inertia of the vehicle 220 in the downstream774187 (2024-036-02)13 direction 110. In the examples where the guardrail 102 is corrugated, the corrugations enable the guardrail to vertically fold and collapse onto itself during passage through the nozzle section 182 of the extruder assembly 148 producing the vertically compressed guardrail 222.

[0047] Continued longitudinal displacement of the terminal head 120 in the downstream direction 114 causes the vertically compressed guardrail 222 to enter the extruder section 186 of the extruder assembly 140. The compressed guardrail 222 will encounter and contact the curved extruder plate 184 that forcibly redirects the guardrail in the vertical direction 116. For example, as the compressed guardrail 222 sequentially contacts each of the linear extruder segments 200, the guardrail is progressively redirected vertically upward as it approaches the upstream longitudinal end 174 of the extruder assembly 148. Vertically deflecting the compressed guardrail 102 through forcible contact with the curved extruder plate 184 further reduces the kinetic impact energy from the vehicle 220.

[0048] The redirected compressed guardrail 222 can be discharged through the discharge outlet 188 at the top of the extruder assembly 148 to exit the impact head 140. The tilted reflector segment 206 located at the discharge outlet 188 can further redirect the compressed guardrail 222 in the dow nstream direction 114. The arcuate shape of the curved extruder plate 184 and the slanted orientation of the reflector segment 206 in the downstream direction 114 imparts a curvilinear shape that curls the compressed guardrail 222 exiting the discharge outlet 188. The continuous downstream displacement of the impact head 140 relative to the stationary guardrail 102 forms a continuous length of curled guardrail 224 that spirals rearward away from the vehicle 220 in the downstream direction 114. The curled guardrail 224 is unable to penetrate into the vehicle 220 to cause further damage or injury.

[0049] The location of the discharge outlet 188 downstream of the impact faceplate 150 ensure the curled guardrail 224 exits the impact head 140 downstream of the vehicle 220 and is thus cleared from striking the vehicle. The offset frame 208 functionally assists in spatially locating the reflector segment 206 downstream 114 away from the vehicle 220, while bracing the reflector segment 206 as it make continues sliding contact and forcibly redirects the guardrail downstream into the curled shape.

[0050] As the impact continues, the un-deformed guardrail 102 will be continuously received by the GET 108 entering into the sleeve duct 168 of the sleeve chute 144. The sleeve chute 144 functions to align and guide the guardrail 102 toward the downstream longitudinal end 166 of the extruder assembly 148 and into the nozzle section 182 to strike against the774187 (2024-036-02)14 bent nozzle plate 180. The sleeve chute 144 ensures that the guardrail smoothly and continuously enters the nozzle section 182 without prematurely kinking or deforming.

[0051] Continued dow nstream movement of the impact head 140 in the longitudinal direction 110 will cause the downstream frame cuff 166 of the sleeve chute 144 to forcibly strike the bracket connector 138 mounted to the guardrail 102. The forcible contact between the downstream frame cuff 166 may detach the bracket connector 138 from the guardrail 102, for example, by shearing the bracket connector from the plurality of threaded fasteners 139. The guardrail 102 is therefore disconnected and released from the anchor cable 132. Further longitudinal displacement of the impact head 140 in the downstream direction 114 causes the downstream frame cuff 164 to forcibly strike any downstream rail posts 104 continuing to detach the guardrail 104 for entry into the sleeve chute 144.

[0052] Continuous feeding of the guardrail 102 to the extruder assembly 148 wherein the guardrail is progressively deformed into the compressed guardrail 122 through the nozzle section 182 and into the curled guardrail 224 through the extruder section 186, results in progressively dissipating the kinetic energy and impact momentum of the vehicle 220 until longitudinal travel stops. In particular, plastic deformation of the guardrail 102 through forcible contact with the bent nozzle plate 184 and spatial redirection through contact with the curved extruder plate 184 expends the impact energy.

[0053] Moreover, by directing the compressed guardrail 222 vertically through the discharge outlet 188 and downstream 114 by contact with the reflector segment 206, the curled guardrail 224 avoids contact or penetration of the vehicle 220. Discharging the guardrail vertically upwards through discharge outlet 188 causes any counterforces from the deforming guardrail to be applied vertically downwards, for example, against the curved extrusion plate 184. Correspondingly, counterforces in the lateral direction 118 are reduced or eliminated. Advantageously, the vehicle 220 is maintain in alignment with the longitudinal direction 110 and any twisting or yawing of the vehicle toward the lateral direction 116 is reduced or avoided. The vehicle 220 will not spin with respect to the terrain surface 106 that could result in greater damage to the vehicle 220. Twisting or yawing would also disrupt or break contact between the GET system 108 and the vehicle 220, which had been advantageously configured to reduce the kinetic momentum and safely slow the vehicle.

[0054] All references, including publications, patent applications, and patents, cited herein are hereby incorporated by reference to the same extent as if each reference were774187 (2024-036-02)15 individually and specifically indicated to be incorporated by reference and were set forth in its entirety herein.

[0055] The use of the terms “a” and “an” and “the” and “at least one” and similar referents in the context of describing the invention (especially in the context of the following claims) are to be construed to cover both the singular and the plural, unless otherwise indicated herein or clearly contradicted by context. The use of the term “at least one” followed by a list of one or more items (for example, “at least one of A and B”) is to be construed to mean one item selected from the listed items (A or B) or any combination of two or more of the listed items (A and B), unless otherwise indicated herein or clearly contradicted by context. The terms “comprising,” “having,” “including,” and “containing” are to be construed as open-ended terms (i.e., meaning “including, but not limited to,”) unless otherwise noted. Recitation of ranges of values herein are merely intended to serve as a shorthand method of referring individually to each separate value falling within the range, unless otherwise indicated herein, and each separate value is incorporated into the specification as if it were individually recited herein. All methods described herein can be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context. The use of any and all examples, or exemplary language (e.g., “such as”) provided herein, is intended merely to better illuminate the invention and does not pose a limitation on the scope of the invention unless otherwise claimed. No language in the specification should be construed as indicating any non-claimed element as essential to the practice of the invention.

[0056] Preferred embodiments of this invention are described herein, including the best mode known to the inventors for carrying out the invention. Variations of those preferred embodiments may become apparent to those of ordinary skill in the art upon reading the foregoing description. The inventors expect skilled artisans to employ such variations as appropriate, and the inventors intend for the invention to be practiced otherwise than as specifically described herein. Accordingly, this invention includes all modifications and equivalents of the subject matter recited in the claims appended hereto as permitted by applicable law. Moreover, any combination of the above-described elements in all possible variations thereof is encompassed by the invention unless otherwise indicated herein or otherwise clearly contradicted by context.

Claims

774187 (2024-036-02)16CLAIMS1. An impact terminal for a guardrail end terminal (GET) system comprising: a sleeve chute configured to receive a guardrail extending downstream in a longitudinal direction; an impact faceplate located upstream of the sleeve chute and orthogonal to the longitudinal direction to impact an oncoming vehicle; and an extruder assembly located longitudinally between the sleeve chute and the impact faceplate, the extruder assembly including a nozzle section adapted to receive and vertically compress a guardrail from the sleeve chute and an extruder section adapted to direct and extrude the compressed guardrail in a vertical direction through a discharge outlet.

2. The impact terminal of claim 1, wherein the extruder assembly further includes a reflector segment oriented angularly with respect to the longitudinal direction to direct the compressed guardrail exiting the discharge outlet downstream.

3. The impact terminal of claim 2, wherein the extruder section includes a curved extruder plate for redirecting the guardrail from the longitudinal direction to the vertical direction.

4. The impact terminal of claim 3, wherein the curved extruder plate includes a downstream linear section that is generally parallel with the longitudinal direction and an upstream linear section that is oriented toward the vertical direction.

5. The impact terminal of claim 4, wherein the reflector segment is joined to the upstream segment and the reflector segment passes through the discharge outlet.

6. The impact terminal of claim 5, wherein the curved extruder plates includes a plurality linear segments including the downstream segment and the upstream segment that angularly interest each other at angles of 150° or more.

7. The impact terminal of claim 6, wherein the curved extruder deflector curve angular curves greater than 90° between the downstream segment and reflector segment.774187 (2024-036-02)178. The impact terminal of claim 1, where the nozzle assembly include a bent nozzle plate having a slanted segment oriented downwards in the vertical direction to forcibly compress the guardrail.

9. The impact terminal of claim 8, wherein the bent nozzle plate is proximate an upper edge of the extruder assembly.

10. The impact terminal of claim 8, wherein the bent nozzle plate includes a perpendicular segment joined at a perpendicular angle to the slanted segment to form a protruding angle oriented downward in the vertical direction.

11. The impact terminal of claim 10, wherein the bent nozzle plate includes a reinforcing lattice joined to and projecting from the slanted segment.

12. The impact terminal of claim 1, wherein the extruder assembly includes a first longitudinal side plate and a second longitudinal side plate that are parallel and spaced apart from each other to define an extruder passageway.

13. The impact terminal of claim 12, wherein first and second longitudinal slide plates include a plurality of welding slots configured to receive a plurality' of corresponding welding tabs formed on each of an extruder plate of the extruder section and a nozzle plate of the nozzle section.

14. The impact terminal of claim 1, wherein the extruder section is longitudinally upstream of the nozzle section.

15. A roadside guardrail barrier comprising: an guardrail elongated in a longitudinal direction; a plurality’ of rail posts elevating the guardrail above a terrain surface in a vertical direction; and an impact terminal at the upstream end of the guardrail, the impact terminal including: an impact faceplate oriented in the upstream direction and orthogonal to the longitudinal direction, the impact faceplate adapted to be struck by an oncoming vehicle;774187 (2024-036-02)18 a sleeve chute configured to receive and guide the guardrail through a sleeve duct upon displacement of the impact terminal downstream in the longitudinal direction during impact, and an extruder assembly located longitudinally between the impact faceplate and the sleeve chute, the extruder assembly having a nozzle section configured to vertically compress the guardrail in the vertical direction due to continued displacement of the terminal head in the longitudinal direction and an extruder section configured to redirect the guardrail in the vertical direction through a discharge outlet.

16. The roadside guardrail barrier of claim 15, wherein the plurality of rail post include a lead post attached to the impact head and adapted to break and detach from a foundation member upon longitudinal displacement of the terminal head it the longitudinal direction to physically separate the impact head from the terrain surface.

17. The roadside guardrail barrier of claim 16, further comprising an anchor cable anchored to the lead post and connected to the guardrail.

18. A impact head for a guardrail end terminal (GET) system comprising: a sleeve chute configured to receive a guardrail extending downstream in a longitudinal direction; an impact faceplate located upstream of the sleeve chute and orthogonal to the longitudinal direction to impact an oncoming vehicle; and an extruder assembly located longitudinally between the sleeve chute and the impact faceplate, the extruder assembly including a curved extruder plate adapted to direct and extrude the compressed guardrail in a vertical direction through a discharge outlet and downwardly in the longitudinal direction.

19. The impact head of claim 18, wherein the curved extruder plate has a reflector segment passing through the discharge outlet and tilted downstream in the longitudinal direction.

20. The impact head of claim 19, further comprising an offset frame that offsets the reflector segment downstream in the longitudinal direction from the impact faceplate.

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