Patent Publication Number: US-11648897-B2

Title: Vehicle-mounted crash attenuator

Description:
This application is a continuation under 35 U.S.C. 120 of U.S. application Ser. No. 17/242,573, entitled Vehicle Mounted Crash Attenuator, filed on Apr. 28, 2021 and currently pending, which in turn claims the benefit under 35 U.S.C. 119(e) of the filing date of Provisional U.S. Application Ser. No. 63/018,970, entitled Vehicle Mounted Crash Attenuator, filed on May 1, 2020. Each of the foregoing applications are expressly incorporated herein by reference, in their entirety. 
    
    
     BACKGROUND OF THE INVENTION 
     Field of the Invention 
     This invention relates to attenuators which are particularly adapted for the absorption of energy in the event of an impact between an errant vehicle and a second, typically stationary or slow-moving vehicle, in the hope of minimizing injury to the occupants of both vehicles, and, more specifically, to vehicle-mounted crash attenuators. Such crash attenuators are disclosed in commonly assigned U.S. Pat. No. 6,581,992, entitled Truck Mounted Crash Attenuator, and U.S. Pat. No. 7,438,337, entitled Vehicular Crash Attenuator, which are each herein expressly incorporated by reference, in their entirety. 
     While the Applicant has sold many of the attenuators described and claimed in the aforementioned patents under the registered trademark SCORPION, development has been ongoing on the products to ensure that they meet and exceed always-evolving government crash test standards and are adapted to a wide variety of roadwork applications. The invention described and claimed herein provides improvements designed to make an outstanding product even more useful in metropolitan and urban areas where space and roadway clearance may be at a premium, though, of course, the described systems may be used in any suitable application. 
     SUMMARY OF THE INVENTION 
     The invention, together with additional features and advantages thereof, may best be understood by reference to the following description taken in conjunction with the accompanying illustrative drawing. 
     In one aspect of the invention, a crash impact attenuator is provided which adapted for deployment on a vehicle, and comprises a cartridge portion comprising at least one energy absorbing module, as well as a backup system having a backup frame, which is adapted to attach the cartridge portion to the vehicle. The backup system comprises an actuator configured to pivot the cartridge portion between a deployed orientation and a stored orientation about a pivot axis disposed on a lower half of the backup system. The backup system further comprises an innovative lockout frame member having a contact surface on one end thereof, the lockout frame member being actuatable between a deployed orientation wherein the contact surface engages a portion of the backup frame and a stowed orientation wherein the contact surface is not engaged with the backup frame. 
     In the illustrated embodiments, the cartridge portion is horizontal when in its deployed orientation and vertical when in its stowed orientation. The lockout frame member is horizontal when in its deployed orientation and vertical when in its stowed orientation. The backup frame pivots between a vertical orientation, when the cartridge portion is in its deployed orientation and a horizontal orientation when the cartridge portion is in its stowed orientation. 
     The portion of the backup frame contacted by the lockout frame member contact surface is located above the pivot axis. This arrangement permits the backup frame to be reinforced in the event of a vehicular impact, so that it does not collapse about the pivot axis under the force of the impact. In the illustrated embodiment, the pivot axis is located below the location of a resolved force created by an impacting vehicle, while the contact engagement between the backup frame and the lockout frame member is located above the location of the resolved impact force. 
     The lockout frame member contact surface may be adjustable in order to optimize engagement with the backup frame. For example, the lockout frame member contact surface may comprise an adjustable bolt head which may be threaded to extend or reduce the length of the lockout frame member. 
     A second lockout frame member is present in the illustrated embodiment, having a second contact surface adapted to engage a second portion of the backup frame. This provides a more uniform reinforcement across the width of the backup frame. The number of lockout frame members may be optimized to suit different circumstances and operating conditions. As noted above, the portion of the backup frame contacted by the lockout frame member contact surface is located on an upper half of the backup frame. 
     In another aspect of the invention, there is described a method of deploying a crash impact attenuator disposed on a rear portion of a host vehicle. The method comprises pivoting a backup frame joining a cartridge portion of the crash impact attenuator to the host vehicle from a horizontal orientation to a vertical orientation and simultaneously pivoting the cartridge portion from a stowed orientation to a deployed orientation, wherein the cartridge portion extends horizontally behind the rear portion of the host vehicle. The pivoting of the backup frame and cartridge portion occurs about a pivot axis disposed along a lower half of the backup frame. A further method step comprises moving a lockout frame member from a stowed orientation to a deployed orientation, so that a contact surface on one end of the lockout frame member engages a portion of the backup frame. 
     In the described method, the step of pivoting the backup frame is performed prior to the step of moving the lockout frame member. A further step may comprise adjusting a position of the contact surface to optimize engagement with the portion of the backup frame, which step may be performed by threading a bolt head to extend or reduce a length of the lockout frame member. 
     The step of moving the lockout frame member may further comprise moving a second lockout frame member, so that a second contact surface on one end of the second lockout frame member engages a second portion of the backup frame. 
     The step of moving the lockout frame member may comprise pivoting the lockout frame member from its stowed position, which is vertical, to its deployed position, which is horizontal. As noted above, the portion of the backup frame engaged by the contact surface of the lockout frame member is located above the pivot axis. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a side view of a vehicle, such as a truck, which is equipped with an exemplary embodiment of a vehicle-mounted crash attenuator constructed in accordance with the principles of the present invention; 
         FIG.  2    is a perspective view of an exemplary embodiment of the vehicle-mounted crash attenuator shown in  FIG.  1   ; 
         FIG.  3    is a top view of the crash attenuator shown in  FIG.  2   ; 
         FIG.  4    is a side view of the crash attenuator shown in  FIGS.  2 - 3   ; 
         FIG.  5    is a perspective view, wherein the crash attenuator is illustrated as being disassembled from the backup system for securing the crash attenuator to a vehicle; 
         FIG.  6    is a rear view of the crash attenuator shown in  FIGS.  2 - 6   , in an upright storage or transport orientation; 
         FIG.  7    is a side view of the crash attenuator of  FIG.  6   , again in the upright storage or transport orientation; 
         FIG.  8    is a side view of the crash attenuator of  FIGS.  6  and  7   , in a horizontal deployed orientation; 
         FIG.  9    is an isometric view of an exemplary embodiment of a bottom pivot attenuator mounting system or backup system, such as the backup system shown in  FIG.  5   , for use in the crash attenuator system of the present invention; 
         FIG.  10    is a schematic view of the backup system shown in  FIG.  9    in a deployed position; 
         FIG.  11    is a schematic view of the backup system shown in  FIGS.  9  and  10   , in a stowed position; 
         FIG.  12    is a schematic isometric view of the backup system shown in  FIGS.  9 - 11   , from a reverse orientation respective to that of  FIG.  9   ; and 
         FIG.  13    is a schematic illustration from above of the backup system shown in  FIGS.  9 - 12   , including detail sections of the lockout frame contact surfaces. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Referring now to the figures, wherein like reference numerals refer to like elements throughout the figures, there is shown in  FIG.  1    an exemplary embodiment of a vehicle-mounted crash attenuator  10 , constructed in accordance with the principles of the present invention, attached to the rear  14  of a vehicle or truck  12 . In  FIG.  1   , the crash attenuator  10  is shown in its horizontal deployed orientation, as is also the case in  FIG.  8   . In  FIGS.  6  and  7   , the crash attenuator  10  is shown in its upright storage or transport orientation. 
       FIGS.  2 - 8    illustrate the constructional details of the exemplary illustrated crash attenuator  10 . The crash attenuator  10  is similar in many respects to that disclosed in commonly assigned U.S. Pat. No. 6,581,992 (the &#39;992 patent), already expressly incorporated herein by reference, except that it is more compactly designed, which is particularly advantageous particularly for applications in congested metropolitan or urban areas, where roadway space is at a premium and tighter turning radii are required or at least preferred. More particularly, while the crash attenuator in the &#39;992 patent comprises both a strut portion  116  and a cartridge portion  118 , as shown, for example, in FIG. 10 of the &#39;992 patent, the crash attenuator  10  of the present invention comprises only a cartridge portion  16 , meaning that the length of the attenuator  10  is reduced to about 8 feet, as opposed to about 13 feet in other versions of the crash attenuator disclosed, for example, in the &#39;992 patent. The crash attenuator  10  may be utilized with a host vehicle  12  of as little as 7000-7500 lb. (approximately 3200-3500 kg), giving up to 50 MPH (80 KPH) protection with smaller host vehicles. 
       FIGS.  6 - 8    show the crash attenuator  10  in its horizontal, deployed orientation ( FIG.  8   ) and in its vertical, stored orientation ( FIGS.  6  and  7   ), wherein the cartridge portion is elevated to an approximately 90 degree angle relative to the orientation of the vehicle (a “single 90-degree fold”). Actuators are provided as part of the backup system  26  for pivoting the cartridge portion  16  and associated components between its deployed and stored orientations. 
     The cartridge portion  16  comprises a pair of vertically spaced curved members  18 , which in exemplary embodiments comprise aluminum tubing, such as tubing having a 4½ inch diameter, though other materials, sizes, and configurations having suitable similar properties can be used. Mounted on the cartridge portion  16  are energy-absorbing modules  20 ,  22 , and  24 . These modules, in exemplary embodiments, are constructed to comprise aluminum honeycomb material disposed in environmentally sealed aluminum containers. The aluminum honeycomb material may comprise 1 inch cells in modules  22  and  24 , and ½ 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 in the middle of the assembly, for venting air trapped in the honeycomb, which has been found to improve stability when an onset force is applied to the crash attenuator  10 . 
     The crash attenuator  10  is adapted for attachment to a backup system  26  disposed on the rear end  14  of the vehicle  12 . The backup system  26 , in exemplary embodiments, is constructed of a rigid material such as steel, but can be made of other similar materials as well. 
     In  FIG.  5   , a first type of backup system  26  is illustrated for use with the cartridge portion  16 . This first type of backup system  26  is a “low-pivot” backup system, and will be described further hereinbelow, in conjunction with a description of  FIGS.  10 - 14   . The system may also be used with a “high-pivot” backup system, of a type more like those used, for example, in the systems shown in the &#39;992 patent. 
     A particular advantage of the inventive low-pivot backup system  26 , as shown in  FIGS.  5  and  9 - 13   , is that it advantageously permits stored vertical height of the system  10 , as shown in  FIGS.  7  and  9   , to be under 10 feet, whereas with a high-pivot backup system, the stored vertical height of the system  10  is over 11 feet. Additionally, Applicant has advantageously found that the inventive low-pivot backup system operates to inhibit underride of an impacting vehicle beneath the crash attenuator  10 , which can otherwise be particularly dangerous to occupants of the impacting vehicle. 
     Now with reference particularly to  FIGS.  9 - 13   , the low-pivot backup system  26  is illustrated in greater detail. The backup system  26  comprises a backup frame  28 , for attachment to the crash attenuator  10 , a truck side frame  30 , for attachment to a truck/vehicle  12 , and anti-underride lockout frame members  32 .  FIG.  10    illustrates the backup system  26  in its deployed orientation, while  FIG.  11    illustrates the backup system  26  in its stowed orientation. 
     In operation, when deploying the crash attenuator  10  from the stowed position shown in  FIG.  11    to the deployed position shown in  FIG.  10   , the backup frame  28  of the backup system  26  is moved by actuator system  42  from the horizontal orientation shown in  FIG.  11    to the vertical orientation shown in  FIG.  10   , pivoting about the pivot axis  34 , as shown by the arrow in  FIG.  11   . Once the backup frame  28  is upright, the anti-underride lockout frame members  32  are actuated from their stowed vertical orientation shown in  FIG.  11    to the horizontal orientation shown in  FIG.  10   , about the pivot joints  40 , as shown by the second arrow in  FIG.  11   . When the lockout frame members  32  are in their deployed horizontal orientations, bolt heads  38  on the end of each frame member  32  engage the backup frame  28 , to provide a resisting force against the force of an impacting vehicle, as shown by the arrows in  FIG.  10   . The bolt heads may be adjusted, using the threaded engagement with the bolt, to optimize the engagement. The lockout frame arms  32  provide two points of contact with the backup frame directly above the pivot points  34 . 
     The force with which a vehicle strikes the crash attenuator is generally located some distance “D” ( FIG.  10   ) above the pivot axis of the mounting system. If the lockout frame were not present, an angular acceleration would be developed about the pivot axis, which would cause the backup frame and system to rotate. This rotation would then allow the impact surface of the attenuator to lift, and thus potentially allow the impacting vehicle to underride. The lockout frame  32  provides a resisting force that does not allow this rotation to occur. 
     Accordingly, although an exemplary embodiment of the invention has been shown and described, it is to be understood that all the terms used herein are descriptive rather than limiting, and that many changes, modifications, and substitutions may be made by one having ordinary skill in the art without departing from the spirit and scope of the invention.