Energy Absorption Systems, Inc.

Other

John V Machado

Michael H Oberth

Patrick A Leonhardt

Lincoln C Cobb

David C Gertz

Michael J Buehler

Barry D Stephens

A highway crash cushion includes a single, central, rigid, guide tail that guides the crash cushion in axial collapse. Diaphragm assemblies are each provided with recessed legs, and a central guide that slides along the rail while locking against the rail in a lateral collision. The diaphragm assemblies support fender panels that include four longitudinally extending ridges, a central slot, and a tapered trailing edge that reduces vehicle snagging. Energy absorbing elements are disposed between the diaphragm assemblies, and each includes an indicator that clearly indicates when the element has been compressed and possibly damaged.

Highway crash cushion and components thereof

A device for assisting in the release of a tandem wheel locking pin from a locking rail of a semi-trailer is disclosed. In a basic embodiment, the device consists of a gripping plate which engages the locking pin release rod of the tandem unit, a helical spring, and a hook plate which engages a frame member of the tandem unit such that tension is maintained on the spring. By locking the brakes of the tandem unit and rocking the trailer, friction between the locking rail and the locking pin is released, and the tension of the spring can pull the pin, at least partially, from the locking rail. An alternate embodiment of the device includes a positioning assist pin which may be placed into the locking rail at the point at which the tandem unit is to be moved to aid in aligning the locking pins at a new location.

Tandem wheel unlocking assist device

A highway crash cushion provides a system response profile that reduces the stopping distance of an impact event. This crash cushion includes a frame that forms at least two bays arranged one behind another in an anticipated impact direction. The frame includes at least three transverse frames and side frames extending between adjacent transverse frames. Each of the side frames is outwardly bowed and includes first and second side frame elements coupled to the respective transverse frames, and a hinge coupled between the first and second side frame elements. At least one energy absorbing element is disposed in one of the bays, and at least first and second restraints are coupled to the side frames to resist movement of the hinges at an early stage in an impact event. The crash cushion is partially collapsed automatically as the crash cushion is raised from a horizontal to a vertical position, and then extended automatically to its operational position as the crash cushion is lowered from the vertical to the horizontal position. The energy absorbing elements can include tapered frusto-conical sheet metal elements that are stacked with the smaller ends facing first and second opposed sides of the energy absorbing element.

Highway crash cushion

A truck mounted attenuator includes an adjustable tailgate mount having a frame, and a hanger adjustably mounted to the frame such that the hanger is movable to any of a plurality of vertical positions with respect to the frame to adjust the tailgate mount for a specific truck. The hanger is shaped and configured to support the frame at the rear of the truck. A crash cushion is secured to the frame, and the crash cushion includes at least first and second bays containing respective first and second energy absorbing elements. The first and second energy absorbing elements are shorter than the respective bays by differing amounts.

Adjustable tailgate mount for truck mounted attenuator

A highway crash cushion provides a system response profile that reduces the stopping distance of an impact event. This crash cushion includes a frame that forms at least two bays arranged one behind another in an anticipated impact direction. The frame includes at least three transverse frames and side frames extending between adjacent transverse frames. Each of the side frames includes first and second side frame elements coupled to the respective transverse frames, and a hinge coupled between the first and second side frame elements. At least one energy absorbing element is disposed in one of the bays, and at least first and second restraints are coupled to the side frames to resist movement of the hinges at an early stage in an impact event. The crash cushion is partially collapsed automatically as the crash cushion is raised from a horizontal to a vertical position, and then extended automatically to its operational position as the crash cushion is lowered from the vertical to the horizontal position. The energy absorbing elements can include tapered frusto-conical sheet metal elements that are stacked with the smaller ends facing first and second opposed sides of the energy absorbing element.

Method for decelerating a vehicle, highway crash cushion, and energy

A highway crash cushion includes a single, central, rigid, guide rail that guides the crash cushion in axial collapse. Diaphragm assemblies are each provided with recessed legs, and a central guide that slides along the rail while locking against the rail in a lateral collision. The diaphragm assemblies support fender panels that include four longitudinally extending ridges, a central slot, and a tapered trailing edge that reduces vehicle snagging. Energy absorbing elements are disposed between the diaphragm assemblies, and each includes an indicator that clearly indicates when the element has been compressed and possibly damaged.

A roadside energy absorbing barrier includes energy absorbing elements interposed between diaphragms, with fender panels mounted by hinges to the diaphragms. The fender panels define longitudinally extending slots, and a fastener is mounted between adjacent fender panels. This fastener includes a bolt passing through an enlarged washer, a slot in one fender panel and an adjacent fender panel. A nut is positioned on the bolt inwardly of the fender panels, and a coil spring is mounted on the bolt and reacts against the nut and the fender panels to bias the first fender panel toward the second fender panel while permitting a selected separation therebetween.

Roadside energy absorbing barrier with improved fender panel fastener

A crash attenuator for an exposed end of a concrete highway barrier includes a light weight array of sheet metal energy-absorbing elements interposed between diaphragms. The crash attenuator is cantilevered from one end of the barrier by a mounting arrangement that includes mounting tubes on the barrier and the attenuator that can be quickly secured together by removable pins. The energy-absorbing elements define a single row of tubular columns in forward portions of the crash attenuator and two rows of tubular columns in rearward portions of the crash attenuator. Vehicle deflecting members extend between the barrier and the crash attenuator and can fold against the barrier for storage.

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Antelope, CA, United States of America

John V Machado