Abstract: A crash attenuator includes a crash cushion having a front end and a rear end, and a restraint element disposed adjacent the front end and capable of being coupled to a towing vehicle. The crash attenuator further includes at least one wheel supporting the crash cushion. The restraint element is operable between at least an impact condition and a non-impact condition.

Abstract: A crash attenuator for decelerating an impacting vehicle includes a first end that can be releasably secured to a vehicle, and a second end that is longitudinally spaced from the first end. The second end includes an impact member that is movable in the longitudinal direction from a pre-impact position to an impact position. At least a pair of deformable attenuator members are spaced laterally and extend longitudinally between the first and second ends. At least a portion of the attenuators are bent in a non-outboard direction when the impact member moves from the pre-impact position to the impact position.

Abstract: A crash attenuator includes a crash cushion having a front end and a rear end, and a restraint element disposed adjacent the front end and capable of being coupled to a towing vehicle. The crash attenuator further includes at least one wheel supporting the crash cushion. The restraint element is operable between at least an impact condition and a non-impact condition.

Abstract: A crash attenuator includes a crash cushion having a front end, a rear end, and a trailer hitch component disposed adjacent the front end. The trailer hitch component is capable of being secured to a mating hitch component located on the towing vehicle, such that hitch components are capable of being rotated relative to each other about a substantially vertical axis. The crash attenuator further includes at least one wheel supporting the crash cushion. The wheel is rotatable about a substantially horizontal axis and is spaced rearwardly from the substantially vertical axis. The crash attenuator further includes at least one restraint element operable between at least a disengaged condition, wherein the crash cushion is capable of rotating about the substantially vertical axis, and an engaged condition, wherein the at least one restraint element constrains rotation of the crash cushion about the substantially vertical axis.

Abstract: A breakaway support post for a guardrail includes an upper post member and a lower post member. The upper and lower post members are overlapping and configured such that the upper and lower post members are non-rotatable relative to each other about an axis extending in an axial impact direction. In one embodiment, a tensile fastener extends in the axial impact direction and connects overlapping portions of the upper and lower post members. In another embodiment, a shear fastener extends transversely to the axial impact direction and is the only connection between the upper and lower post members. In another aspect, a guardrail assembly includes first and second rail sections, with a deforming member deforming the first rail section as it moves relative to the second rail section. Methods of using and assembling a guardrail assembly are also provided.

Abstract: A crash attenuator for decelerating an impacting vehicle includes a first end that can be releasably secured to a vehicle, and a second end that is longitudinally spaced from the first end. The second end includes an impact member that is movable in the longitudinal direction from a pre-impact position to an impact position. At least a pair of deformable attenuator members are spaced laterally and extend longitudinally between the first and second ends. At least a portion of the attenuators are bent in a non-outboard direction when the impact member moves from the pre-impact position to the impact position.

Abstract: A crash cushion including a side portion extending in a longitudinal direction and having an outer surface defined at least in part by a plurality of convex cambered portions. At least one deflector skin has an inner surface, an outer surface, a leading edge and a trailing edge. The deflector skin is mounted to the outer surface of the side portion in an overlying relationship with at least one of the convex cambered portions.

Abstract: A crash cushion comprising a resilient cylinder having a substantially vertical longitudinal axis and an outer surface at least a portion of which is adapted to be exposed in or to a roadway. A deflector skin has a curved contour shaped to mate with the outer surface of the cylinder. The deflector skin is mounted on the outer surface over at least a portion of the portion of the outer surface that is adapted to be exposed to the roadway. A crash cushion system includes an array of cylinders and at least one deflector skin. In another aspect, a plurality of cylinders, at least some of which define a side of the array, each have an outermost vertical tangent, the combination of which defines a vertical plane. One or more deflector skins each including a leading edge and a trailing edge are mounted to corresponding ones of the cylinders forwardly of the tangent.

Abstract: A crash cushion including a side portion extending in a longitudinal direction and having an outer surface defined at least in part by a plurality of convex cambered portions. At least one deflector skin has an inner surface, an outer surface, a leading edge and a trailing edge. The deflector skin is mounted to the outer surface of the side portion in an overlying relationship with at least one of the convex cambered portions.

Abstract: A vehicle impact attenuator includes a rail and at least one guide member moveable along the rail. At least a portion of the guide member is rotatable relative to the rail about a vertical axis by at least ±10° without binding the guide member against the rail. At least one energy absorbing element is located adjacent said guide member. A method of attenuating the impact of a vehicle is also provided.

Abstract: A crash cushion comprising a resilient cylinder having a substantially vertical longitudinal axis and an outer surface at least a portion of which is adapted to be exposed in or to a roadway. A deflector skin has a curved contour shaped to mate with the outer surface of the cylinder. The deflector skin is mounted on the outer surface over at least a portion of the portion of the outer surface that is adapted to be exposed to the roadway. A crash cushion system includes an array of cylinders and at least one deflector skin. In another aspect, a plurality of cylinders, at least some of which define a side of the array, each have an outermost vertical tangent, the combination of which defines a vertical plane. One or more deflector skins each including a leading edge and a trailing edge are mounted to corresponding ones of the cylinders forwardly of the tangent.

Abstract: An energy absorbing assembly for a roadside crash cushion includes a resilient, self-restoring tube and a compression element positioned inside the tube to brace the tube against compression along a compression axis while allowing compression of the tube in other directions. The compression element is mounted to the tube by a hinge having a first portion secured to the tube, a second portion secured to the compression element, and a hinge portion interconnecting the first and second portions. The hinge reduces bending forces on the fasteners that secure the hinge to the tube and to the compression element in an axial impact.

Abstract: A vehicle impact attenuator includes a rail and at least one guide member moveable along the rail. At least a portion of the guide member is rotatable relative to the rail about a vertical axis by at least ±10° without binding the guide member against the rail. At least one energy absorbing element is located adjacent said guide member. A method of attenuating the impact of a vehicle is also provided.

Abstract: An energy absorbing assembly for a roadside crash cushion includes a resilient, self-restoring tube and a compression element positioned inside the tube to brace the tube against compression along a compression axis while allowing compression of the tube in other directions. The compression element is mounted to the tube by a hinge having a first portion secured to the tube, a second portion secured to the compression element, and a hinge portion interconnecting the first and second portions. The hinge reduces bending forces on the fasteners that secure the hinge to the tube and to the compression element in an axial impact.

Abstract: A vehicle impact attenuator includes an array of resilient, self-restoring tubes arranged along a longitudinal axis. This array includes two or more tubes per row. The tubes each include a respective compression element oriented at an acute angle with respect to the longitudinal axis of the array, and an elongated structure such as a set of cables or rails is positioned between the tubes and in alignment with the longitudinal axis. The tubes are guided for sliding movement along the rail or cables in an axial impact, and the tubes, compression elements, guides, and rail cooperate to redirect a laterally impacting vehicle.

Abstract: A vehicle impact attenuator includes an array of resilient, self-restoring tubes arranged along a longitudinal axis. This array includes two or more tubes per row. The tubes each include a respective compression element oriented at an acute angle with respect to the longitudinal axis of the array, and an elongated structure such as a set of cables or rails is positioned between the tubes and in alignment with the longitudinal axis. The tubes are guided for sliding movement along the rail or cables in an axial impact, and the tubes, compression elements, guides, and rail cooperate to redirect a laterally impacting vehicle.

Abstract: 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.

Abstract: A high performance, real-time control sequencer is disclosed which incorporates a unique state matrix logic. This real-time control sequencer performs rapid resolution of control processed state transitions and the required control actions as a function of detected external events and the current control process state. The control sequencer's micro-instructions present event and current state data as inputs to a state matrix logic and initiate state matrix operations. The state matrix, in turn, outputs data defining and initiating the next control process state, required process control actions to be performed by the control sequencer microcode, process status, and event response or control output data. The real-time, event-driven data processor invention provides greater flexibility for reconfiguring event patterns to be detected and responses desired.

Abstract: Many sensor information processing applications currently use monochrome B-scan presentations to exhibit processing results from radar, sonar, spectral estimation, seismic profiling, radio astronomy, bio-engineering, and infrared imaging. The use of color for such raster display presentations have been limited to the coding of amplitude values for a fixed set of hue/luminance colors to convey recognition by the human operator. Hue and luminance are used here independently to convey two orthogonal pieces of low signal-to-noise sensor information simultaneously to the operator for quick and accurate recognition. The net result is an added degree of freedom available on a single display surface, which not only improves operator recognition and reaction time for critical events, but precludes the necessity of a second display presentation for the alternate information and subsequent correlation of two data sets by visual comparison.

Abstract: The Video Insertion Processing System (VIPS) architecture provides the system architect with a modular and parallel approach to graphic processing. Using a core set of graphic modules, a wide range of graphic processing requirements can be satisfied. By providing the capability to support independent graphic paths, the performance can increase by N times for each set of graphic paths added. The use of independent graphic paths also increases the systems capability to meet real time response requirements. The key to the VIPS architecture is the ability to merge images from multiple frame buffers into a single display image. The final image is a result of selecting each pixel source based on the pixel's priority. This provides the graphics system with the capability of image overlay, underlay, merge and hide regardless of shape or size.