阅读说明：本技术 带有释放板铰链组件的碰撞衰减器、释放板铰链组件及其使用方法 (Crash attenuator with release plate hinge assembly, release plate hinge assembly and method of use thereof ) 是由 迈克尔·J·比勒 于 2020-05-01 设计创作，主要内容包括：一种碰撞衰减器包括框架。该框架包括第一框架构件和第二框架构件。在预撞击配置中,该第一框架构件和第二框架构件利用铰链组件刚性连接。在撞击配置中,第一框架和第二框架利用铰链组件铰链连接。铰链组件包括释放板和固定件。释放板固定连接到第一框架构件。其中,释放板包括固定件开口和在固定件开口与释放板的边缘之间延伸的槽。固定件延伸穿过固定件开口,且当第一框架和第二框架处于预撞击配置中时,固定件将释放板连接到第二框架构件。还提供一种铰链组件以及使用碰撞衰减器的方法。(A crash attenuator includes a frame. The frame includes a first frame member and a second frame member. In the pre-strike configuration, the first frame member and the second frame member are rigidly connected with a hinge assembly. In the strike configuration, the first frame and the second frame are hingedly connected with a hinge assembly. The hinge assembly includes a release plate and a retainer. The release plate is fixedly connected to the first frame member. Wherein the release plate includes a fastener opening and a slot extending between the fastener opening and an edge of the release plate. The fastener extends through the fastener opening and connects the release plate to the second frame member when the first and second frames are in the pre-strike configuration. A hinge assembly and method of using the crash attenuator are also provided.)

1. A crash attenuator, comprising:

a frame comprising a first frame member and a second frame member movable relative to each other between a pre-strike configuration and a strike configuration, wherein in the pre-strike configuration the first frame member and the second frame member are rigidly connected with a hinge assembly, and wherein in the strike configuration the first frame and the second frame are hinged with the hinge assembly, wherein the hinge assembly comprises:

a release plate fixedly connected to the first frame member, wherein the release plate includes a fastener opening and a slot extending between the fastener opening and an edge of the release plate; and

a fastener extending through the fastener opening and connecting the release plate to the second frame member when the first and second frames are in the pre-strike configuration, wherein the fastener is releasable through the slot when the first and second frame members are movable from the pre-strike configuration to the strike configuration.

2. The crash attenuator recited in claim 1, wherein the hinge assembly comprises a hinge plate spaced from the release plate, wherein the hinge plate is fixedly connected to the first frame member and the second frame member.

3. The crash attenuator recited in claim 3, wherein the hinge plate comprises a first flange connected to the first frame member and a second flange connected to the second frame member, and wherein the release plate comprises a first flange connected to the first frame member and a second flange connected to the second frame member, wherein the first and second flanges of the hinge plate are non-parallel and the first and second flanges of the release plate are non-parallel.

4. The crash attenuator recited in claim 3, wherein the first flange of the hinge plate is parallel to the first flange of the release plate.

5. The crash attenuator recited in claim 4, wherein the second flange of the hinge plate extends away from the release plate and the second flange of the release plate extends away from the hinge plate.

6. The crash attenuator recited in claim 1, wherein the fastener comprises a bolt having a head, and the fastener further comprises a washer disposed between the head of the bolt and the surface of the release plate.

7. The crash attenuator recited in claim 1, wherein the fastener opening has a diameter and the slot has a width, wherein the width is less than the diameter.

8. The crash attenuator recited in claim 7, wherein the fastener opening has a central axis, and wherein the slot communicates with the fastener opening offset from the central axis.

9. The crash attenuator recited in claim 8, wherein the slot has side edges that define a tangent to an outer edge of the fastener opening.

10. The crash attenuator recited in claim 9, wherein the combination of the fastener openings and slots are P-shaped.

11. The crash attenuator recited in claim 1, wherein the fastener opening comprises a first fastener opening, the slot comprises a first slot, and the fastener comprises a first fastener, and wherein the release plate comprises a second fastener opening spaced from the first fastener opening and a second slot extending between the second fastener opening and an edge of the release plate; and wherein, when the first and second frames are in the pre-strike configuration, the second fastener extends through the second fastener opening and connects the release plate to the second frame member, and wherein, when the first and second frame members are movable from the pre-strike configuration to the strike configuration, the second fastener is releasable through the second slot.

12. The crash attenuator recited in claim 1, wherein the release plate comprises a first flange fixedly connected to the first frame member and a second flange extending from the first flange in a non-parallel relationship.

13. The crash attenuator recited in claim 12, wherein the first flange and the second flange are angled.

14. The crash attenuator recited in claim 12, wherein the release plate further comprises a gusset flange connected to the first flange.

15. The crash attenuator recited in claim 14, wherein the gusset flange comprises a free edge disposed along a surface of the second flange.

16. A hinge assembly, comprising:

a hinge plate; and

a release plate spaced from the hinge plate, wherein the release plate includes a fastener opening and a slot extending between the fastener opening and an edge of the release plate, wherein the fastener opening has a diameter and the slot has a width, wherein the width is less than the diameter.

17. The hinge assembly of claim 16, further comprising a fixture having a stem extending through the fixture opening, wherein an outer diameter of the stem is greater than a width of the slot.

18. The hinge assembly of claim 17, wherein the hinge plate includes first and second non-parallel flanges, and the release plate includes first and second non-parallel flanges.

19. The hinge assembly of claim 18, wherein the first flange of the hinge plate is parallel to the first flange of the release plate.

20. The hinge assembly of claim 19, wherein the second flange of the hinge plate extends away from the release plate and the second flange of the release plate extends away from the hinge plate.

21. The hinge assembly of claim 17, wherein the mount comprises a bolt having a head, and further comprising a washer disposed around the rod between the head of the bolt and a surface of the release plate.

22. The hinge assembly of claim 16, wherein the fastener opening has a central axis, and wherein the slot communicates with the fastener opening offset from the central axis.

23. The hinge assembly of claim 22, wherein the slot has side edges defining a tangent to an outer edge of the fastener opening.

24. The hinge assembly of claim 23, wherein the combination of the fastener opening and slot is P-shaped.

25. The hinge assembly of claim 16, wherein the fastener opening comprises a first fastener opening and the slot comprises a first slot, and wherein the release plate comprises a second fastener opening spaced apart from the first fastener opening and a second slot extending between the second fastener opening and an edge of the release plate, wherein the second fastener opening has a diameter and the second slot has a width, wherein the width of the second slot is less than the diameter of the second fastener opening.

26. The hinge assembly of claim 18, wherein the first and second flanges of the release plate are angled.

27. The hinge assembly of claim 18, wherein the release plate further comprises a gusset flange connected to the first flange.

28. The hinge assembly of claim 27, wherein the gusset flange comprises a free edge disposed along a surface of the second flange.

29. A method of attenuating energy from an impacting vehicle with a crash attenuator, the method comprising:

providing a frame comprising a first frame member and a second frame member rigidly connected with a hinge assembly in a pre-strike configuration, wherein the hinge assembly comprises a release plate fixedly connected to the first frame member, wherein the release plate comprises a retainer opening and a slot extending between the retainer opening and an edge of the release plate, wherein the hinge assembly further comprises a retainer extending through the retainer opening and connecting the release plate to the second frame member in the pre-strike configuration;

impact the crash attenuator;

moving the first frame member relative to the second frame member about the hinge assembly from the pre-strike configuration to the strike configuration;

moving the fastener through the slot; and

releasing the release plate from the second frame member.

30. The method of claim 29, wherein the hinge assembly includes a hinge plate spaced apart from the release plate, wherein the hinge plate is fixedly connected to the first frame member and the second frame member, and wherein moving the first frame member relative to the second frame member includes bending the hinge plate.

31. The method of claim 30, wherein the hinge plate includes a first flange connected to the first frame member and a second flange connected to the second frame member, and the release plate includes a first flange connected to the first frame member and a second flange; in the pre-strike configuration, the second flange is connected to the second frame member with the fastener; wherein the first and second flanges of the hinge plate are non-parallel and the first and second flanges of the release plate are non-parallel.

32. The method of claim 31, wherein the first flange of the hinge plate is parallel to the first flange of the release plate.

33. The method of claim 32, wherein the second flange of the hinge plate extends away from the release plate and the second flange of the release plate extends away from the hinge plate.

34. The method of claim 29, wherein the securing member comprises a bolt having a head, and the securing member further comprises a washer disposed between the head of the bolt and a surface of the release plate, and wherein moving the securing member through the slot comprises sliding the washer along the surface of the release plate.

35. The method of claim 29, wherein the fastener opening has a diameter and the slot has a width, wherein the width is less than the diameter.

36. The method of claim 35, wherein the fastener opening has a central axis, and wherein the slot communicates with the fastener opening offset from the central axis.

37. The method of claim 36, wherein the slot has side edges that define a tangent to an outer edge of the fastener opening.

38. The method of claim 37, wherein the fastener opening and slot combination is P-shaped.

Technical Field

The present application relates generally to crash attenuators and, more particularly, to crash attenuators for mounting to or being towed by a vehicle. The crash attenuator includes a release plate hinge assembly. The release plate hinge assembly provides collapse (collapse) of the crash attenuator during an impact.

Background

Truck mounted (and towable) attenuators (TMAs) have been used on roads in our country for many years to protect road workers in work areas and other areas adjacent to high speed traffic. These crash attenuators, otherwise known as crash pads, are typically mounted to, or towed by, the rear of a work truck or other following vehicle and then placed at a distance behind the work site being worked on. In this way, the crash pad protects the road workers from off-road vehicles that may have left the open driving lane, which would otherwise endanger the road workers. Similarly, there may be road maintenance operations that require a slow moving following vehicle driven by a road worker. In this case, the truck-mounted attenuator also protects the driver of the following vehicle if the vehicle hits the following vehicle.

The road workers are not the only persons who benefit from TMA. Drivers of off-road vehicles also benefit because collisions with crash pads may mitigate the potential harm of such collisions.

Disclosure of Invention

The present application is defined by the claims, and nothing in this section should be taken as a limitation on those claims.

In one aspect, one embodiment of a crash attenuator includes a frame having a first frame member and a second frame member. The first and second frame members are movable relative to each other between a pre-impact configuration and an impact configuration. In the pre-strike configuration, the first frame member and the second frame member are rigidly connected with a hinge assembly, and in the strike configuration, the first frame and the second frame are hingedly connected with a hinge assembly. The hinge assembly includes a release plate fixedly connected to the first frame member. The release plate has a fastener opening and a slot extending between the fastener opening and an edge of the release plate. When the first and second frames are in the pre-impact configuration, the fastener extends through the fastener opening and connects the release plate to the second frame member. The fastener is releasable through the slot when the first frame member and the second frame member are movable from the pre-impact configuration to the impact configuration.

In another aspect, a hinge assembly includes a hinge plate and a release plate spaced apart from the hinge plate. The release plate has a fastener opening and a slot extending between the fastener opening and an edge of the release plate. The fastener opening has a diameter and the slot has a width. Wherein the width is smaller than the diameter.

A method of attenuating energy from an impacting vehicle with a crash attenuator. The method comprises the following steps: providing a frame having a first frame member and a second frame member, the first frame member and the second frame member being rigidly connected with a hinge assembly in a pre-strike configuration; an impact crash attenuator; moving the first frame member about the hinge assembly to an impact configuration relative to the second frame member; the fastener is moved through the slot and thereby releases the release plate from the second frame member.

Various embodiments of crash attenuators and methods of making and using them provide significant advantages over other crash attenuator systems. For example, but not limited to, the frame may be easily and quickly assembled with minimal parts. The hinge assembly provides a rigid connection of the frame members during general operation and also provides a hinge during an impact event, allowing for collapse of the attenuator. The frame can be easily and quickly replaced. At the same time, the configuration of the fastener openings and slots provides a controlled and consistent release force during an impact event.

The above paragraphs have been provided by way of general introduction and are not intended to limit the scope of the appended claims. Various preferred embodiments, together with further advantages, will be best understood by reference to the following detailed description taken in conjunction with the accompanying drawings.

Drawings

FIG. 1 is a rear perspective view of a crash attenuator attached to a vehicle in a deployed position.

FIG. 2 is a front perspective view of an alternative embodiment of the crash attenuator.

Fig. 3 is an enlarged partial view showing the connection between the different frame elements, viewed along line 3 in fig. 2.

FIG. 4 is an enlarged partial view illustrating one embodiment of a hinge assembly.

Fig. 5 is an enlarged partial view illustrating another embodiment of a hinge assembly.

Fig. 6A and 6B are enlarged partial views showing the release plate in pre-strike and strike configurations, respectively.

Fig. 7A-7F illustrate movement of one embodiment of a hinge assembly from a pre-strike configuration to a strike configuration.

FIG. 8 is a perspective view of one embodiment of a hinge assembly connected to a first frame member.

Detailed Description

With reference to fig. 1 and 2, it should be understood that the term "longitudinal" as used herein refers to or refers to the length or length direction 100 between the impact end 110 and attachment (attachment) end 120, 420 of the crash attenuator 1, 301, and is aligned with and defines an "axial impact direction" that is generally parallel to the direction of traffic flow. As used herein, the term "lateral" refers to being oriented between or toward (or perpendicular to) the sides of the crash attenuator in the transverse direction 160. The terms "forward," "forwardly" and variations thereof refer to a position or orientation relative to the attachment end 120, 420, while the terms "rearward," "rearwardly" and variations thereof refer to a position or orientation relative to the impact end 110 of the crash attenuator 1. The attachment end 120, 420 connects the crash attenuator 1, 301 to the following vehicle 2, etc. The impact end 110 of the crash attenuator 1 receives an impacting vehicle 760. The term "downstream" refers to a position or orientation that is moved away from the impact end 110 of the crash attenuator 1 and toward the attachment end 120, 420, while the term "upstream" refers to a position or orientation that is moved toward the impact end 110 of the crash attenuator 1 and away from the attachment end 120, 420. Thus, for example, another component positioned downstream from one component is closer to the attachment end 120, 420, while, conversely, another component positioned upstream from one component is closer to the strike end 110. The term "outer side" refers to a direction or orientation towards the outermost edge of the crash attenuator 1, 301, while the term "inner side" refers to a direction or orientation away from the outermost edge and towards the center of the crash attenuator 1, 301. The term "upper" refers to a vertical direction or orientation towards the topmost edge of the crash attenuator 1, 301, while the term "lower" refers to a vertical direction or orientation towards the ground. The term "coupled" means directly or indirectly connected or joined with, for example, an intermediate member, and the joint need not be fixed or permanent, but the joint can be fixed or permanent and include both mechanical and electrical connections. It should be understood that the use of the numerical terms "first," "second," and "third" as used herein are not intended to indicate any particular sequence or order of parts. For example, "first" and "second" frame members may refer to any sequence of these frame members, whether end, side, or intermediate frame members. As used herein, the term "frangible" refers to a separation into two or more pieces. The term "yielding" refers to bending or deformation without breaking.

Fig. 1 shows a crash attenuator 1 attached to a following vehicle 2. The weight of the crash attenuator 1 is supported and carried by the following vehicle 2. As shown in fig. 2, the crash attenuator 301 is supported by a pair of wheels 303 rotatable on an axis. The attachment end 420 includes a towing eye (lunette eye)422 or pivot ring that is engageable by a pivot hook (pintel hook) mounted on the following vehicle 2 (shown in fig. 1). In both embodiments of fig. 1 and 2, the crash attenuator 1, 301 comprises a frame defining a rear frame (bay)3 and a front frame 4. The rear frame 3 includes a striker frame member 6 and a rear intermediate frame member 7 connected by side frame members 5. The side frame member 5 is also referred to as an arm assembly. Cassettes (cartridges) 10 and 11 are provided inside the rear chassis 3. The front frame 4 is made up of a front middle frame member 8 and a support frame member 9 connected by side frame members 50, the side frame members 50 also being referred to as arm assemblies. The cartridge 12 is disposed inside the front chassis 4. It should be understood that the cassettes 10, 11 and 12 are also provided in the housings 3, 4 of the crash attenuator 301 shown in fig. 2, but the cassettes 10, 11 and 12 are omitted in fig. 2 in order to clearly show the frame structure of the embodiment. It should also be understood that only one cassette or more than two cassettes may be provided in the rear chassis 3, while the front chassis 4 may be configured with two or more cassettes.

Of course, it should be understood that a wide range of changes may be made to the embodiments described above. For example, the crash attenuator may be formed in more than two racks, and each rack may be provided with one, a plurality of cassettes therein, or no cassettes therein. Similarly, crash attenuators may also be designed as described in U.S. patent No.6,092,959. In this document, the attenuator is not hinged between the frames, but rather the attenuator is hinged at the rear of the supporting vehicle. Other embodiments would take the form of a trailer attenuator 301 as shown in fig. 2, and/or take the form as described in U.S. patent No.7,874,572, or a single chassis with one attachment box as described in U.S. patent No.5,642,792. U.S. patent nos. 6,092,959, 7,874,792, and 5,642,792 are incorporated herein by reference in their entirety.

In the preferred embodiment, the frame members 5,6, 7,8, 9 and 50 are constructed of welded steel, including structural steel tubing, steel plate, angle steel, and other suitably shaped steel. Other embodiments may use other structural materials for these elements, such as aluminum, plastic, fiberglass, and the like. In a preferred embodiment, the cassettes 10, 11 and 12 are made of aluminum units, as described, for example, in U.S. patent No.4,711,481 and U.S. patent No.6,092,959. Other embodiments may use other suitable crushable materials such as steel, tin-plated steel, plastic, or cardboard covered with a suitable outer shell.

As shown in fig. 1, the crash attenuator 1 includes a hinge assembly 72. Hinge assembly 72 connects rear middle frame member 7 to front middle frame member 8. The hinge assembly 72 has a rotation shaft 130. When the rear frame 3 rotates about the rotational shaft 130 by about 180 degrees, the rear frame 3 rests on the bumper 71. The fasteners 60 connect the side frame members 5 to the impact frame member 6 and the rear intermediate frame member 7. Fasteners 60 also connect side frame members 50 to front middle frame member 8 and support frame member 9.

Fig. 3 is a detailed view of the connection of the side frame members 5 and 50 to the intermediate frame members 7 and 8 shown in the embodiment of fig. 2. The intermediate frame members 7,8 of the crash attenuator 301 are coupled to the cross members (cross members)302, for example by welding, so as to define an intermediate frame member 451. The ends of the intermediate frame members 7,8 are connected to upper and lower box end brackets 452. Each of the upper and lower box end brackets 452 has an upper wall 454 and a lower wall 456 connected by side walls 458, 460. The side walls 458, 460 are angled to form an angle a between the side walls 458, 460, which ensures that the frame members 85, 86 defining the side frame members 5, 50 attached to the side walls are angled relative to each other. This facilitates articulation of the various hinge assemblies and subsequent collapse of the crash attenuator frame, as will be explained further below. In one embodiment, the angle α defined between the sidewalls 458, 460 is 30 degrees. However, it should be understood that other embodiments may use angles greater or less than 30 degrees.

In the embodiment of fig. 1 and 4, the intermediate frame members 7,8 are connected with a hinge assembly 72. With separate upper and lower end brackets 552, 552 connected to the ends of the intermediate frame members 7, 8. The end bracket 552 has an upper wall 554 and a lower wall 556 that engage the exterior side walls 558, 560, respectively. The inner edge of the upper wall is configured with an upturned flange 562 and the inner edge of the lower wall is configured with a downturned flange 564. When the crash attenuator is in the deployed configuration, the flanges 562, 564 abut (abut). The side walls 558, 560 are angled to form an angle a therebetween, which ensures that the frame members 85, 86 defining the side frame members 5, 50 are angled with respect to each other. This facilitates articulation of the various hinge assemblies and subsequent collapse of the crash attenuator frame, as will be explained further below. In one embodiment, the angle α is 30 degrees. However, it should be understood that other embodiments may use angles greater or less than 30 degrees.

The side frame members 5 and 50 include a frame member 85. The frame member 85 is connected to the frame member 86 with a hinge assembly 380. The frame member 85 is configured and referred to as a front tube. The frame member 86 is configured and referred to as a rear tube. The hinge assembly 380 includes an outer hinge member 80 and an inner hinge member 81 configured as a bent steel plate overlapping the first and second frame members. It should be understood that the frame members 85, 86 may have the same or different lengths. For example, the front frame member 85 may be shorter or longer than the rear frame member 86. In one embodiment, the outer hinge member 80 may be made of a thinner (or different) material than the inner hinge member 81 and is configured as a plate in one embodiment. Although two hinge members 80 and 81 are shown in fig. 1 and 2, it should be understood that some designs may incorporate only one hinge member, e.g., omitting the outer hinge member 80 or the inner hinge member 81. As shown in the embodiment in fig. 2, the inner plate 81 is longer than the outer plate 80. Wherein each plate is wider at the junction between the first frame member 85 and the second frame member 86, e.g. at the virtual hinge axis.

The vertical members 87 connect the corresponding pairs of frame members 85 and 86, thereby imparting additional rigidity to the side frame members 5, 50, as well as constraining or spacing the top tube member relative to the bottom tube member. The various elements of the side frame members 5, 50 are held together by welding, however, other methods of assembly including bolting, riveting, brazing, etc. may be used. While many designs benefit from the vertical member 87, there are other designs that may use additional vertical members, or no vertical member at all, resulting in two separate arm member pairs. There may also be designs that utilize curved members, as disclosed in U.S. patent No.6,092,959. It should also be understood that other types of structural elements may be substituted for tubes 85, 86, and 87, such as, for example, bends, circular sections, C-channels, T-sections, I-sections, sigma-sections, and the like. It should also be understood that other shapes or materials may be used for the hinge members 80 and 81.

Referring to fig. 2-5, the ends of the frame members 85, 86 are connected to the frame members 6, 9 and 451 by hinge assemblies 462, 464. Each hinge assembly 462, 464 is configured with an inner release plate 600, 700 laterally spaced a distance from the outer hinge plate 602, 702. For example, the certain distance is equal to the thickness of the frame members 85, 86. It should also be understood that in some embodiments, the release plate and hinge plate may be integrally formed with the first and second frame members 85, 86, for example, by extending the sidewalls of the first and second frame members 85, 86.

Referring to fig. 3 and 4, there is shown a hinge assembly connecting intermediate frame member 7,8 or intermediate frame member 451 to frame member 85, 86. Each of the release and hinge panels is configured with a first flange 604, 608 and a second flange 606, 610. Wherein the first flanges 604, 608 are fixedly connected to opposite sides of the frame members 85, 86, for example by welding or with fasteners such as bolts. As described above, the first flange may be integrally formed as a side wall of the frame member. As shown in fig. 3 and 4, the first flanges 604, 608 are parallel. The second flanges 606, 610 are secured to the side walls 458, 460, 558, 560 of the end brackets 452, 552. End brackets 452, 552 are secured to intermediate frame members 7,8 and/or intermediate frame member 451 and define a portion of intermediate frame members 7,8 and/or intermediate frame member 451. The second flanges 606, 610 are substantially flush with respect to each other and are orthogonal to the first flanges 604, 608. In other embodiments, the second flanges are inclined relative to the first flanges, which means that they are neither orthogonal nor parallel to the first flanges. Instead, the second flange of the hinge plate extends outwardly from the first flange (and away from the release plate) and forms an angle of, for example, 75 degrees with respect to the first flange. And the second flange of the release plate extends inwardly from the first flange (and away from the hinge plate) and forms an angle of, for example, 105 degrees with respect to the first flange. It should be understood that other angles may be suitable and defined by the relative angles of frame members 85, 86 to end bracket side walls 458, 460, 558, 560, end bracket side walls 458, 460, 558, 560 partially defining frame members 7,8, 451. For example, in one embodiment, the first and second flanges are orthogonal in the pre-impact configuration with the sidewalls angled relative to each other.

Referring to fig. 5 and 8, there is shown a hinge assembly 464 connecting one side of the support frame member 9 to the frame members 85, 86. The release plate 700 is also configured with a first flange 704 and a second flange 706. Wherein the first flange 704 is fixedly connected to the inner side of the frame members 85, 86, e.g. by welding or with fasteners such as bolts. As described above, the first flange may be integrally formed as a side wall of the frame member. It should be understood that the hinge assembly 464 with the release plate 700 may also connect the end impact frame 6 to the frame members 85, 86, or the release plate 700 may be omitted, with only the living hinge connecting the end impact frame 6 to the frame members 85, 86. The hinge plate 702 is configured as a flat plate, but can be considered as having parallel and flush first and second flanges 708, 710, where the first flange 708 is the portion that covers the frame members 85, 86 and the second flange 710 is the portion that covers the end of the frame member 9. Alternatively, the hinge plate 702 may be curved, having a first flange and a second flange. The first flange 704 of the release plate and the first flange 708 of the hinge plate are parallel as shown in fig. 5. The second flange 706 of the release plate and the second flange 710 of the hinge plate are fixed to the frame member 9. The second flanges are substantially orthogonal with respect to each other. But the second flange 706 of the release plate extends inwardly from the first flange (and away from the hinge plate) and forms an angle of 90 degrees with respect to the first flange so as to engage the end of the frame member 9. In other embodiments, the flanges of the release plate may form an angle of 75 degrees with respect to each other. It will be appreciated that other angles may be suitable and are defined by the relative angles of the frame members 85, 86 with respect to the end frame member 9. The release plate 700 also includes gussets 712 or strengthening ribs. Gusset 712 or a strengthening rib is fixedly coupled to the first flange, such as by weld 713 and preferably extends inwardly therefrom in an orthogonal relationship. The gusset flange has a triangular shape with angled side edges 714 and an end free edge 716, with the end free edge 716 disposed along a glide surface 718 of the second flange 706.

As shown in fig. 5 and 8, weld 713 extends along the length of the interface between gusset 712 and the face of first flange 704, and along a portion of the interface between gusset 712 and second flange 706 between the intersection of the first and second flanges (the corner between the first and second flanges) and indicator notch 715. In this way, the assembler knows to extend the weld line all the way to notch 715 and provide certainty as to the amount of weld provided between gusset 712 and second flange 706. This results in the gusset 712 being defined to abut the length (L) of the free edge 716 of the second flange 706. The length is not welded or otherwise fixed and is measured between the notch and the end of the gusset 712. In operation, the unsecured portion or free edge 716 of the gusset may abut and compress against the second flange 706 to prevent and limit any inward bending of the frame member 85 relative to the end frame 9. The gussets help make the connection more robust over the life of the system, for example, to resist relative movement during vehicle cornering and/or when the system folds during transport. Conversely, during an impact event, the portion of the weld between gusset 712 and second flange 706 may be torn to allow first flange 704 and second flange 706 to bend relative to one another. It should be understood that gussets may also be provided at the connection between the flanges 604, 606, including the welded portions thereof as described herein.

The second flange 610, 710 of each hinge plate 602, 702 is securely (non-releasably) secured to the end bracket/middle frame member or end frame member 6, 9 with a fastener extending through the mounting hole 90 to allow the fastener 60 to attach the side frame 5, 50 to the middle frame. In one embodiment, the fixture 60 is configured as a bolt secured with a nut. Other embodiments may use other assembly methods instead of bolts, such as rivet welding, brazing, and the like.

Referring to fig. 1-5, the second flanges 606, 706 of the release plates 600, 700 are releasably secured to the end brackets 452, 552. The end brackets 452, 552 partially define the intermediate frame members 7,8, the intermediate frame member 451, or the end frame 9. With the fastener 60 extending through a mounting hole 390 (shown in fig. 8) to allow the fastener 60 to attach the side frames 5, 50 to an intermediate frame member or end frame member. The mounting hole 390 includes a mount opening 620 and a slot 622 extending between the mount opening and an inside edge 624 of the release plate. The fixture 60 is configured as a bolt having a head 626 and a shank 628, wherein the shank is inserted through the fixture opening and engaged with a nut 650. A backup washer 630 is disposed between the head 626 and the "glide" surfaces 618, 718 of the second flanges 606, 706. Preferably, the washer 630 is rounded or annular such that the washer 630 is offset from the surface of the release plate away from the tip of the head 626. The head 626 may have a hexagonal shape. In this way, the washer 630 ensures that no indexing (index) of the head orientation will be required in order to keep the glide function constant. The washer 630 may be configured as an open lock washer.

The rod 628 has an outer diameter that allows it to pass through a fastener opening 620 having an inner diameter D. In one embodiment, the slot 622 has a width W defined between its opposite side edges 652, 654. Wherein the width W is less than the inner diameter D and the outer diameter of the rod. In other embodiments, the width W and the inner diameter D may be the same. In one embodiment, W is 1/4 inches and D is 13/16 or 7/8 inches. The fastener opening 620 has a central axis 656. The slot 622 is offset from the central axis 656 and communicates with the mount opening 620. In one embodiment, one side edge 654 of the slot defines a tangent to the outer edge of the fastener opening 620. In this embodiment, the fastener opening 620 and the slot 622 combine to be P-shaped, or define a P-shaped release opening. As shown in fig. 4-6, each release plate 600, 700 has a pair of fastener openings 620 and a slot 622. It should be understood that a single fastener opening and slot or more than two fastener openings and slots may be suitable. As shown in fig. 8, the upper mounting holes 390 have slots 622 oriented along the bottom of the opening 620, and the lower mounting holes 390 have slots 622 oriented along the top of the opening 620, and thus the distance between the slots 622 can be minimized. By offsetting the slot from the opening centerline and orienting it on opposite sides thereof, the fastener will not tend to exit the slot, such as in the event that the fastener inadvertently comes loose. It should be understood that the orientation may be switched, wherein the distance between the slots 622 is maximized, or the slots may be arranged along some other portion of the opening, such as along a midpoint thereof.

The fastener may be twisted and have a predetermined coefficient or range of coefficients of friction between the washer and the release plate to help provide a controlled and consistent release force during an impact event. For example, and without limitation, in one embodiment, the coefficient of friction (e.g., μ ═ 4 to.7) is that which provides a desired static coefficient of friction between powder coated steels (coated or stuccoed steels). The controlled clamping pressure between the components, which is in the form of a torque applied to the retention fixture 60, provides a stable system over the life of the product by maintaining the arm in its pre-impact state, in combination with the coefficient of friction. The torque and coefficient of friction also help to ensure release of the arm during impact. In one embodiment, the securing member 60 securing the hinge plates is twisted to 120-130 foot pounds, while the securing member 60 securing the release plate is twisted to 55-60 foot pounds. It should be understood that the number and size of the fasteners 60, the relative sizes of the slots 622 and fasteners 60, the type and thickness of the release sheet material, the torque applied to the fasteners, and many other variables may all work and may be varied to allow the system to collapse at various predetermined impact forces and angles.

While the rear and front frame members 85, 86 are shown as being similar in length in the embodiment of fig. 1 and 2, it should be understood that these frame members may differ in length according to the needs of a particular design. For example, in some designs of the side frame members 5, the front frame member 85 or tube may be longer or shorter than the rear frame member 86 or tube. Other designs may vary the length of the frame members of the front frame member 50, while still other designs may vary the length of both sets of frame members.

As shown in fig. 1 and 2, the rear frame member 85 is at an angle β to the longitudinal direction 100. Likewise, the front frame member 86 is at an angle Φ to the longitudinal direction 100. In this manner, an obtuse angle is formed between the front frame member and the rear frame member. Angling the frame members or arms facilitates articulation of the hinge assembly and subsequent collapse of the crash attenuator frame, as shown in fig. 1 and 2. Angling the frame members also promotes articulation of the inner hinge plate 81 and failure of the outer hinge member 80. In the embodiment of fig. 1 and 2, the angle β is 15 degrees. It should be understood that other embodiments may use angles greater or less than 15 degrees. It should also be understood that some embodiments may use unequal angles, e.g., angle β may be greater than angle Φ, and vice versa.

Although the release plates 600, 700 include release slots 622, other methods may be used to provide weakened areas to facilitate release of the fastener 60, as may be desired in certain designs. For example, the material and/or thickness of the release plate may be different than the material and/or thickness of the hinge plates 602, 702. Fig. 6A and 6B and 7A-7F are sequential views of one embodiment of the hinge assembly 380 moving between a pre-impact configuration and a crash configuration during a vehicle crash.

Referring to fig. 1-3, the impact causes relative rotation of arms 85 and 86, which creates tension in outer hinge member 80 and compression in inner hinge member 81. Because the outer hinge member 80 is made of a thinner material, the tension causes higher stresses in the outer hinge member 80 than the stresses present in the inner hinge member 81. This causes the outer hinge member 80 to fail and break into two pieces. At the same time, the inner hinge member 81 has formed a living hinge, allowing the rear tube 85 to rotate relative to the front tube 86. The phrase "living hinge" refers to a unitary piece of material having a curved middle region, including, for example and without limitation, a thin flexible plate having opposite ends and a middle portion. The hinge members may be thinned or cut to allow the rigid members to bend along the hinge line.

Fig. 6A and 7A illustrate the hinge assembly 380 in an initial, pre-strike state or configuration. In fig. 7B, the intermediate frame member 7,8 or intermediate frame member 451 moves or begins to rotate relative to the frame member 85, 86 as a result of the vehicle impacting into the crash attenuator 1, 301 (as shown in fig. 2). This impact causes the front and rear frame members 85, 86 to rotate relative to the frame members 7,8, 9, 451. As shown in fig. 7B-7F, rotation of the frame members 85, 86 causes the release plate 600 to bend/deform and open, with the first flange 604 moving relative to the second flange 606. The tension applied to the release plate 600 causes the washer 626 to slide along the slide surface 618 of the release plate and causes the fastener lever 628 to be pulled through the slot 622 and ultimately release the release plate 600 from the frame members 7,8, 451 (see fig. 7D-7F), thereby allowing the hinge plate 602 to bend/deform and act as a living hinge. Fig. 7F illustrates the frame members at the end of a crash event, where hinge plates 602 defining living hinges in the hinge assemblies allow for continuous rotation of the rear and front frame members 85, 86.

During the same impact event, as shown in fig. 6B, rotation of the frame members 85, 86 causes the release plate 700 to bend/deform and open upward, with the first flange 704 moving relative to the second flange 706. Tension applied to the release plate 700 causes the washer 626 to slide along the slide surface 718 of the release plate and the fastener bar 628 to be pulled through the slot 622 and ultimately release the release plate 700 from the frame 9 (see FIG. 6B), allowing the hinge plate 702 to bend/deform and act as a living hinge. At the same time, the portion of the weld 713 between the gusset 712 and the second flange 706 may tear, also allowing the hinge plate 702 to bend and deform. Fig. 6B illustrates the frame members at the end of a crash event, where the hinge plate 702 defining the living hinge in the hinge assembly allows the rear and front frames 85, 86 to continue to rotate relative to the end frame 9. When the hinge plate 702 is bent along a preferred vertical axis, the release plate 700 slips and bends, releasing from the clamping of the bolt and the backup washer. Release of the release plate is permitted because the slot 622 in the release plate is just wide enough to bend the release plate away from the fastener 60 and release the fastener 60.

In a pre-strike configuration, which may constitute the entire life of the TMA, the side frames 5, 50 are held in a static position without relative movement between the components of the TMA. The release plates 600, 700 act as part of the holding force within the arms of the TMA. The release plates 600, 700 maintain their original shape and static angle throughout the frame and structure of the TMA.

As a road safety device, TMA is used as an energy absorbing crash attenuator. When an impact occurs during an impact event, the TMA absorbs energy of the impacting vehicle. When the impacting vehicle 760 is stationary, energy is absorbed by compression of the energy-absorbing box, movement of the frame, and bending of the frame arms 5, 50 as these frame arms 5, 50 collapse towards the supporting vehicle/host vehicle 2.

During arm folding, the hinge plates 602, 702 will bend as a hinge between the arm tube and the mating rigid assembly (middle frame/middle member or end frame member). As shown in fig. 6A to 6B and fig. 7A to 7F, when the arms 5, 50 are bent, the arms swing outward, and this is done by bending the hinge plates 602, 702. When the hinge plates 602, 702 are bent along a preferred vertical axis, the release plates 600, 700 slip and bend, releasing from the clamping of the bolts and the backup washers. This release is allowed because the slot in the release plate is just wide enough to bend the release plate away from the bolt. Once the release plate has been fully released from the bolt and the backup washer, the arms 5, 50 are free to rotate through the bending axis of the hinge plates 602, 702.

The hinge plates 602, 702 and release plates 600, 700 operate at the frame corners where the side frames 5, 50 are located at the end frame members and the middle frame member. The hinge plate and release plate may be operated in pairs or separately to cause the arms to flex as needed to stop the impacting vehicle.

Although the present invention has been described with reference to preferred embodiments, workers skilled in the art will recognize that changes may be made in form and detail without departing from the spirit and scope of the invention. It is therefore intended that the foregoing detailed description be regarded as illustrative rather than limiting, and that it be understood that it is the following claims, including all equivalents, that are intended to define the scope of this invention.