University of Nebraska

Nutech Ventures

Traffix Devices, Inc.

Cyro Industries

Evonik Cyro, LLC

Ronald Keith Faller

John Douglass Reid

Robert Bielenberg

Dean L Sicking

John E Rohde

James C Holloway

Karla Ann Lechtenberg

Scott Kenneth Rosenbaugh

Karla Polivka

Jennifer Dawn Rasmussen

Geoffrey B Maus

Felipe Almanza

Brian George Pfeifer

Cody Stolle

Wyatt Gregory Fallet

Brock David Schroder

Barry Thomas Rosson

John R Rohde

Eric Christian Humphries

Stephen D Barratt

Kenneth L Krenk

Jim Holloway

Eugene W Paulsen

Keith J Kurz

Jennifer D Schmidt

Eric A Keller

Kenneth H Addink

A barrier system includes first and second barrier segments connected to one another. The connection between the segments includes a pair of wedge-shaped connectors disposed between angled faces formed at the opposing ends of the segments. Elastic pads are sandwiched between the respective segment faces and connectors.

Barrier system

A crash impact attenuator system for deployment in front of a structure includes a rail and a plurality of diaphragms initially disposed in spaced relation along the length of the rail. Each of the plurality of diaphragms moves along the rail, so that when a front end of the crash attenuator system receives an impact force from a vehicle, a first one of the diaphragms moves rearwardly along the rail and impacts a second one of the diaphragms so that both the first and second diaphragms move further rearwardly along the rail, this process continuing with additional ones of the diaphragms until the impact forces have been fully attenuated. A tearing member on the crash attenuator system engages material forming a side or fender panel of the crash attenuator system, the tearing member tearing material forming the side panel to attenuate the impact force.

Crash impact attenuator systems and methods

A structural assembly may include a first prefabricated structural element having a first angled face at an end of the first prefabricated structural element; a second prefabricated structural element having a second angled face at an end of the second prefabricated structural element, the end of the second precast barrier segment connected to the end of the first prefabricated structural element; and a coupling assembly connecting the first angled face of the first prefabricated structural element to the second angled face of the second prefabricated structural element. The coupling assembly provides shear and moment continuity across the first and second prefabricated structural elements. This allows for a variable gap due to manufacturing tolerances, construction tolerances, and/or expansion or contraction.

System including adjustable continuity joints and/or rotation mitigation sliding posts for rail elements

A system and method for a device for releasing a cable of a safety system is disclosed. The system and method disclose various features of the cable system as it applies to a roadway barrier system and other applications in the event that the cables are impacted generally longitudinally proximate the region they are secured to a surface.

Cable release lever

A high-impact, energy-absorbing vehicle barrier system generally includes a substantially rigid outer containment wall coupled via strap assemblies with an energy-absorbing inner impact wall, and energy-absorbing cartridges strategically positioned between the impact wall and containment wall. The impact wall is constructed of a number of tubes coupled with one another to present a substantially smooth, uniform surface to passing vehicles. The energy-absorbing cartridges generally consist of a foam member or a number of foam sheets which compress and crush between the containment wall and impact wall to absorb energy from an errant vehicle striking the face of the impact wall, while the deflection and deformation of the impact wall tubes dissipates additional energy to reduce peak decelerations and mitigate the severity of high-energy vehicular impacts. Internal splice units and the strap assemblies provide for relatively easy and quick replacement of damaged impact wall sections and energy-absorbing cartridges.

High-impact, energy-absorbing vehicle barrier system

A crashworthy traffic noise barrier system for use alongside a path of traffic, the crashworthy traffic noise barrier system comprises a crashworthy longitudinal barrier extending substantially parallel to the path of traffic and a crashworthy traffic noise barrier wall supported by the longitudinal barrier. The crashworthy traffic noise barrier wall includes a plurality of upstanding posts attached to the traffic noise barrier wall, at least one panel supported between each adjacent pair of posts in the plurality of upstanding posts, and at least one longitudinal beam spaced above a top surface of the longitudinal barrier and extending across the plurality of upstanding posts for redirecting a portion of an errant vehicle away from the at least one panel. The longitudinal beams redirect energy of the errant vehicle away from the panels such that the panels and any fragments of the panels, remain attached to the traffic noise barrier wall. The panels may be transparent and may be reinforced with plastic bands, plastic threads, or a plastic net.

Traffic noise barrier system

A high-impact, energy-absorbing vehicle barrier system generally includes a substantially rigid outer containment wall coupled via cable restraint assemblies with an energy-absorbing inner impact wall, and energy-absorbing cartridges strategically positioned between the impact wall and containment wall. The impact wall is constructed of a number of rectangular tubes coupled with one another to presents a substantially smooth, uniform surface to passing vehicles. The energy-absorbing cartridges generally consist of a number of foam sheets which compress and crush between the containment wall and impact wall to absorb energy from an errant vehicle striking the face of the impact wall, while the deflection and deformation of the impact wall tubes dissipates additional energy to reduce peak decelerations and mitigate the severity of high-energy vehicular impacts. The splice units and quick-disconnect cable restraint system provide for relatively easy and quick replacement of damaged impact wall sections and energy-absorbing cartridges.

To reduce the tendency for high center of mass vehicles to roll, or vault over a guardrail barrier or dive under it, the guardrail barrier has outer curved portions selected to adjust the moment of inertia of the guardrail barrier by providing a sufficiently high moment of inertia to slow the vehicle but sufficiently low to avoid excessive force against the occupant compartment. A central portion connecting the outer curves sized to provide an effective depth of 12.25 inches to capture high bumper vehicles and small vehicles and an area of 1.99 inches to provide rigidity enough to the curved portions to avoid flattening and penetration. The outer curves are asymmetrical.

Guardrail system

To reduce the tendency for high center of mass vehicles to roll or vault over a guardrail barrier or dive under it, the guardrail barrier has outer curved portions selected to adjust the moment of inertia of the guardrail barrier by providing a sufficiently high moment of inertia to slow the vehicle but sufficiently low to avoid excessive force against the occupant compartment. A central portion connecting the outer curves sized to provide an effective depth of 12.25 inches to capture high bumper vehicles and small vehicles and an area of 1.99 inches to provide rigidity enough to the curved portions to avoid flattening and penetration. The outer curves are asymmetrical.

A breakaway mounting system for mounting a structure to a fixed support surface has a plurality of elongated mounting members extending generally perpendicular to the support surface. An attachment plate is coupled with the structure to be mounted. The attachment plate has a plurality of apertures formed therein, and each of the mounting members extends through one of the apertures. A plurality of shearing plates are provided. Each shearing plate generally surrounds one of the mounting members and is positioned between the support surface and the attachment plate. Each shearing plate has an upper surface and a lower surface. The area of the shearing plate upper surface is substantially smaller than the area of a lower surface of the attachment plate, and the area of the shearing plate lower surface is substantially smaller than the area of the support surface. A fastener is attached to the mounting member for securing the attachment plate to the support surface. One of the upper surface and the lower surface of each shearing plate forms a shear plane for shearing the associated mounting member when the structure is impacted by a vehicle with sufficient force.

Breakaway connection system for roadside use

Growing community of inventors

Lincoln, NE, United States of America

Ronald Keith Faller