JP2001234515A - Support of guard fence for roadway - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a support of a guard fence for a roadway, in which plastic deformation in the case of the collision of an automobile is conducted smoothly at all times and to which a design corresponding to a landscape at the place of installation can be applied easily and which can also be installed at a medial strip held by roadways. SOLUTION: In the support 6 of the guard fence 1 for the roadway, the support 6 has a base 7 disposed in upright on a felloe guard T along the roadway R and fixed onto the ground cover T by anchor bolts 9a, 9c, and a support body 10 being integrally formed on the base 7 and having supporting sections 14, 15 for cross beams 2, 3 on the roadway R side while the base 7 is plastically deformed so that the whole is tilted to the reverse side to the roadway R without depending upon the buckling deformation of the support body 10 when the automobile collides with the cross beams 2, 3.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a column used for a roadway protective fence disposed along a ground cover at a shoulder of a roadway or a median strip between roadways.

[0002]

2. Description of the Related Art A protective fence for a roadway absorbs collision energy and does not break even if the vehicle accidentally collides, in order to ensure the safety of passengers and prevent the vehicle body from jumping out of the roadway. Desired. For this reason, the pillar of the roadway protective fence is required to have a function of plastically deforming in a certain range together with the cross beam with which the automobile collides. In order to enable such plastic deformation, a conventional support fence 70 of a roadway protective fence is:
As shown in FIG. 7 (A), the base 71 at the lower end is fixedly erected on the ground cover T at the shoulder of the roadway R with an anchor bolt 79. The support 70 is an integral cast material made of an aluminum alloy, and as shown in FIG.
1 has a substantially H-shaped horizontal cross section including a thick flange 72 facing the roadway R side, a thin flange 76 on the opposite side, and a web 75 connecting the centers thereof at right angles.

As shown in FIG. 7 (A), a flange 72 on the roadway R side has a slender, substantially S-shape in side view, and has substantially semicircular support portions 73, 74 at the middle and upper ends thereof. Cross beams 78a, 78b having an approximately elliptical cross section made of extruded aluminum alloy are fixed to the support portions 73, 74 by bolts and nuts (not shown). A reinforcing stay 73a is provided between the upper portion of the receiving portion 73 and the flange 72.
Is provided. The rear flange 76 also has a slender, substantially S-shape in side view, and has a buckling-inducing concave portion 77 at a lower portion. In addition, the upper end of the flange 76 forms a part of the receiving portion 74, and has a reinforcing fin 74a on the back surface thereof.

As shown in FIG. 7A, when the automobile collides with the cross beams 78a and 78b, a substantially horizontal load P is applied to the column 70. At this time, the column 70 buckles the web 75 near the concave portion 77 on the back side, and plastically deforms as a whole inclining leftward in FIG. 7A. As a result, the upper end of the column 70 horizontally moves at least 300 mm to the left while absorbing the collision energy, but the base 71 at the lower end is firmly fixed on the ground cover T by the anchor bolts 79. As a result, it is possible to prevent the vehicle that collided from being impacted excessively and to prevent the vehicle from jumping out of the road R (see Japanese Patent Publication No. 60-7088).

[0005]

However, the strut 70 described above relies on the buckling caused by the web 75 near the recess 77 to absorb the collision energy. For this reason,
When the column 70 is manufactured by, for example, a casting method, a variation in absorbed energy is likely to occur due to a shape error caused by the manufacturing method. Therefore, if high dimensional accuracy is not provided, there is a problem that plastic deformation at the time of collision may not be performed smoothly. In addition, the support 70 is shown in FIG.
As shown in (A), the concave portion 77 is indispensable in the lower portion on the back side, and it is inevitable to have a substantially S-shaped design in side view,
There was also a problem that it was difficult to use a pillar having an arbitrary design according to the scenery of each place where the protective fence was installed. Further, when the design is changed, in a structure such as the conventional column 70, the energy absorption depends on buckling, so that it is difficult to accurately predict the energy absorption performance at the time of design. For this reason, it is necessary to determine the shape and size of the column by repeating a destructive test on various specimens by trial and error. In addition, the strut 70 is difficult to apply to the strut of the protective fence that supports the cross beams along the two sides of the lane in the narrow median strip sandwiched between the lanes.

[0006]

SUMMARY OF THE INVENTION The present invention solves the above-mentioned problems in the prior art, in which plastic deformation at the time of a collision is always performed smoothly, and the design according to the landscape of the place where the apparatus is installed. Can be easily applied,
It is another object of the present invention to provide a support fence for a roadway protective fence that can be easily installed on the median strip as described above.

In order to solve the above-mentioned problems, the present invention solves the above problem. When a vehicle running on an automobile collides with a cross beam by mistake, the main body of the post supporting the cross beam does not buckle and the plastic of the base of the post is not deformed. The idea was to make the entire column lean to the opposite side of the roadway by deformation. That is, the pillar of the roadway protection fence of the present invention is erected on a ground cover or a median strip along the roadway, and is fixed by anchor bolts disposed on the ground cover or the like, and a base on the base. And a pillar body having a support portion of a cross beam on the roadway side, and when the vehicle collides with the cross beam, the entire body leans to the side opposite to the roadway without depending on the buckling deformation of the pillar body. As described above, the base is plastically deformed. In this specification, "without depending on the buckling deformation of the support body" includes not only the plastic deformation of the base but also the structure in which the support body is plastically deformed without absorbing buckling to absorb the collision energy. I have.

According to this, even if the vehicle collides with the cross beam, the base is plastically deformed, so that the entire column leans to the opposite side to the roadway without depending on the buckling deformation of the column main body.
It is possible to prevent the vehicle that collides with the vehicle from excessively impacting and prevent the vehicle from jumping out of the roadway. Moreover, if the pillar body has some rigidity, it can be designed arbitrarily according to the scenery of the place where the railing is installed, and along the road on both sides in the narrow median strip sandwiched between the roads The present invention can also be applied to a column of a protective fence that supports a cross beam located near each roadway. The base has a trapezoidal shape in plan view, in addition to a rectangle including a square in plan view, a long side on the roadway side and a short side on the opposite side, and inclined sides located on both sides of the short side being symmetric. Also included.

[0009] Further, the support column body is composed of one or a pair of flanges having a horizontal cross section of a substantially T-shape or a substantially H-shape, and a web connected to the center thereof at a right angle, and the flange positioned on the roadway side. In addition, a support of a fence for a roadway, in which a support portion of the cross beam is formed. According to this, it is easy to apply an arbitrary design while giving the support body a certain degree of rigidity. In addition, the cross beam of the protective fence includes two or three or more parallel beams along the roadway, and also includes a form of only one supported at the upper end of the column. It is formed.

Further, the through holes of the anchor bolts drilled in the base are formed symmetrically on both sides of the lower end of the web forming the support body, and are provided outside the left and right end portions of the lower end of the flange forming the support body. Or the pillars of roadway guard fences located inside. According to this,
Depending on the position of the through hole of the bolt formed symmetrically across the lower end of the column body at the base, the base may be plastically deformed so that the entire vicinity of the base near the roadway rises,
Alternatively, it can be easily set from the design stage whether or not only the base near the roadway side and the vicinity of the lower end of the column main body are plastically deformed. Therefore, by selecting the position of the through hole of the bolt, it is possible to easily secure a required amount of deformation according to the design and size of the column body.

In addition to the aluminum alloy, iron or steel can be used as the material of the column, and the method of manufacturing the column is such that the column main body and the base are integrally formed by die casting or sand die casting. In addition, there is also included a method in which these are separately formed and then integrated by welding. However, it is desirable to use an aluminum alloy as a preferable material of the pillar of the present invention because it is excellent in corrosion resistance, does not require maintenance such as painting, and is light in weight, so that it is easy to work in installation work on site.

Therefore, the aluminum alloy used as the material of the column is an Al—Mg alloy, specifically an aluminum alloy for casting containing 2.5 to 3.5 wt% of Mg. Is Mg 2.5-3.5 wt%, S
i 0.1 wt% or less, Fe 0.20 wt% or less, Ti
0.05-0.2 wt%, B0.0007-0.01 wt%,
Cu 0.1 wt% or less, Na 0.001 wt% or less, Be
0.001 to 0.005 wt%, and the above Si, Fe, C
The total of impurities other than u and Na is 0.1 wt% or less and T
The present invention also includes a support for a roadway protective fence, which is a non-heat treatment type aluminum alloy for casting which has an i / B of 30 or less and is excellent in toughness and corrosion resistance, consisting of a balance of Al. According to this, the sand casting has an elongation of 15.4% and the mold casting has an elongation of 30%, and has the above-mentioned plastic deformation of the base and the excellent toughness of not breaking while securing the rigidity of the column body. Since the pillars can be provided with high corrosion resistance, the durability of the entire protective fence including the pillars can be enhanced, and the safety of passengers can be ensured for a long period of time.

The range of each additive element in the above aluminum alloy is based on the following reasons. Mg is a non-heat treated type and is an essential element for obtaining strength. If the addition amount is less than 2.5 wt%, sufficient tensile strength and proof stress cannot be obtained. On the other hand, if the addition amount exceeds 3.5 wt%, the strength decreases. Since the elongation and the impact value start to decrease even if it is sufficient, the above range is excluded from these. The preferred range of Mg is 2.7-3.3w.
t%. Ti is an element that improves mechanical properties,
If the addition amount is less than 0.05 wt%, such effects cannot be sufficiently obtained, while if the addition amount exceeds 0.2 wt%, Ti-Al
Since the toughness starts to decrease due to precipitation of a huge intermetallic compound of the system, etc., the above range is excluded except for these. A preferable range of Ti capable of exhibiting sufficient impact resistance is 0.10 to 0.15 wt%. In particular, B is 0.000
When they coexist in the range of 7 to 0.01 wt%, the mechanical properties are remarkably improved, and the strength can be increased when a large pillar as in the present invention is cast. However, Ti / B
When the (ratio) exceeds 30, the effect is saturated or attenuated.
i / B is limited to 30 or less.

The reason why the content of Si is set to 0.1% by weight or less and the content of Fe is set to 0.20% by weight or less is that if added in excess of these values, both of them lower the elongation and impact value. The upper limit was specified. The preferable addition range is 0.05 wt% or less for Si and 0.15% for Fe.
wt% or less. The reason why the content of Cu is set to 0.1 wt% or less is to prevent the corrosion resistance from rapidly decreasing if added in excess of 0.1 wt%. Na infiltrates from the flux used in the process of melting, melting, and casting the aluminum alloy, but if it exceeds 0.001 wt%, it segregates at the crystal grain boundaries, embrittles the grain boundaries and significantly reduces toughness. Therefore, the content was 0.001 wt% or less. When Be is added to the molten metal, it reacts preferentially with Mg in the melting, smelting, and casting processes to form a dense oxide film on the surface of the molten metal, thereby suppressing the oxidation loss of Mg. To be added. However, Be is 0.001 wt%
If less than 0.005 w, the above effect cannot be sufficiently obtained.
If it exceeds t%, Be itself becomes oxidized violently, which is not preferable from the viewpoint of the working environment.

[0015]

Preferred embodiments of the present invention will be described below with reference to the drawings. FIG. 1A shows a roadway protective fence 1 including the pillars 6 and 6 of the present invention when viewed from the roadway R side. The protective fence 1 includes a plurality of columns 6, 6 erected along the longitudinal direction of the ground cover T along the shoulder of the roadway R, and a pair of upper and lower cross beams 2, 3 supported by these columns. FIG. 1 (A)
As shown in (B) and (B), the pair of upper and lower cross beams 2 and 3 are extruded members made of an aluminum alloy having a circular cross section, and each joint in the longitudinal direction is formed in a hollow portion of the adjacent cross beam 2 or 3. The straddling sleeve 4 is screwed and connected.

The support 6 is made of a sand casting of an Al-Mg based aluminum alloy containing 2.5 to 3.5 wt% of Mg.
As shown in FIGS. 1A and 1B, a base 7 at a lower end fixed by anchor bolts 9a and 9c in a ground cover T, and a roadway formed integrally on the base 7 and on the ground cover T A pillar body 10 that is slightly inclined toward the R side, and has support portions 14 and 15 of the cross beams 2 and 3 between the upper end and the middle on the road R side.
And As shown in FIG. 1 (C), the base 7 has a rectangular shape in plan view, and has four symmetrical oblong through holes 8 through which the bolts 9a and 9c pass. As shown in FIGS. 1 (A) and 1 (B), a linear anchor bolt 9a penetrates through a pair of through holes 8 near the roadway R and is fixed with a nut. An anchor plate 9b extends across these lower portions. It is fixed with nuts. On the other hand, a pair of through-holes 8 on the opposite side to the roadway R are provided with anchor bolts 9 that are substantially L-shaped in side view.
c penetrates and is fixed with a nut. The base 7 is
Anchor bolts 9a, 9c protruding above the surface of ground cover T
In this case, it may be arranged so as to be fixed while being in contact with the surface of the ground cover T.

As shown in FIGS. 1B and 1C, the column body 10 of the column 6 has a substantially T-shaped cross section including a flange 12 on the side of the road R and a web 17 extending perpendicularly from the center of the flange. Upper and lower arc-shaped support portions 14 and 15 for receiving the cross beams 2 and 3 and a horizontal portion 16 at the upper end are formed continuously on the flange 12. In the support parts 14 and 15, the cross beams 2 and 3 are individually fixed by bolts and nuts (not shown) in a usual manner. The flange 12 is inclined about 15 ° toward the road R from the vicinity of the base 7 toward the upper end. For this reason, as shown in FIG. 1B, the large-diameter cross beam 2 projects toward the roadway R side from the slightly small-diameter cross beam 3 and is fixed. Further, the web 17 includes a thick portion 18 along the lower portion near the flange 12 and forms a small recess 19 at the lower end opposite to the road R. The dent 19
Is provided for easily burying the base 7 in the ground cover T, and is not an essential element in the column 6 of the present invention.

An automobile running on the road R is mistaken for a cross beam 2,
There is a case where the vehicle hits 3 from an oblique direction. At this time, FIG.
(A) As shown in FIG.
A load P indicated by an arrow in FIG. While absorbing the collision energy accompanied by the load P to reduce the impact on the vehicle, the vehicle breaks the cross beams 2 and 3 and the struts 6 and the roadway R
It is necessary to prevent the situation of jumping out of the room. For this reason, as shown in FIGS. 2B and 2C, in the column 6, the column main body 10 itself hardly buckles and the vicinity of the lower end of the column main body 10 on the approach road R of the base 7 is lifted. The plastic deformation as described above allows a displacement of a distance L of at least 300 mm in the horizontal direction at a position of 800 mm in height as compared to before the collision. In order to enable the column 6 to be deformed, the material is made of the Al-
In addition to a Mg-based aluminum alloy, the thickness of the base 7 and each through hole 8 through which the anchor bolts 9a and 9c penetrate.
Select the position. For example, when the position of each through hole 8 on the base 7 near the roadway R is made closer to the column body 10, as shown in FIGS. 2D and 2E, the vicinity of the long side near the roadway R on the base 7 is obtained. The whole can be plastically deformed so as to be lifted together with the column body 10.

By the way, two pillars 6 having the shape shown in FIG. 1 and made of the aluminum alloy casting according to claim 6 having the following dimensions are prepared.
Bolts on steel (Roadway R side: M20 × 2, Opposite side: M22 ×
Two of them were fixed with SUS304). In this state, a horizontal static load P was applied to the opposite side of the road R at a position of 660 mm in height of each of the columns 6, and the amount of deformation at a position of 800 mm in height was measured. Base 7: 320 mm (long side x) x 240 mm (short side x) x
35 mm (thickness t) The center position of the bolt through hole 8: 50 mm (s) from the roadway R or the opposite side and the end of the long side, respectively. Prop body 10: 800 mm in total height, inclination 15 ° Flange 12: 160 mm in width × 30 mm in thickness Web 17: width 165 mm x thickness 17 mm thick part 18: height 500 mm x average width 80 mm x thickness 3
0mm recess 19: height 100mm x width 40mm Weight of the support 6: 25.6kg

As a result, the maximum supporting force of each column 6
(Pmax) is 56.3 kN, 57.9 kN, and the ultimate bearing capacity (P
w) is 45.6 kN, 46.1 kN, and the amount of horizontal deformation at the upper end of the column 6 (at a height of 800 mm) is 300.
The supporting force (P ₃₀ ) at 5 mm is 55.5 kN and 54.3 kN.
Met. In addition, no buckling deformation occurred in each of the columns 10 by the time of the above-mentioned deformation of 300 mm. From these results, it was confirmed that the column 6 of the present invention had practical strength and deformability. Note that a general target value of the supporting force (P ₃₀ ) is 29.4 kN.

FIG. 3A shows a protective fence 20 using different types of columns 24. The columns 24 are made of the aluminum alloy casting and stand on the ground cover T along the shoulder of the road R. And a pair of upper and lower cross beams 21 and 22 made of an extruded member supported by this. As shown in FIG. 3 (A), a support post 24 is formed integrally with the base 25 at the lower end, and is formed integrally on the base 25 and is slightly inclined toward the roadway R side. 21 and 22 support parts 2
And a column main body 27 having 9, 30. FIG.
As shown in (C), the base 25 has a substantially trapezoidal shape in plan view having a pair of oblique sides 25a symmetrical on the opposite side with the roadway R side as a long side, and each anchor bolt (not shown) near the roadway R. The through hole 26 is formed near both ends in the long side direction, and the through hole 26 on the opposite side is formed near the lower end of the column body 27.

The column body 27 of the column 24 is connected to the road R
It has a substantially H-shaped cross section including a side flange 28 and webs 32 and 34 extending rearward at right angles from the center thereof and a flange 36 on the opposite side. Thick flanges 28 are cross beams 21 and 22
The upper and lower arc-shaped support portions 29 and 30 for receiving the upper portion and the horizontal portion 31 at the upper end are formed continuously. Support 29,
In 30, the cross beams 21 and 22 are individually bolts (not shown).
It is fixed by a conventional method using a nut. The above flange 2
Numeral 8 is inclined by several degrees toward the road R side above and below the support portion 30. Therefore, as shown in FIG. 3A, the ends of the large-diameter transverse beam 21 and the slightly small-diameter transverse beam 22 project to the same position on the road R side. Further, as shown in FIG. 3 (B), the webs 32 and 34 have a difference in wall thickness and are vertically connected via an intermediate tapered portion 33. The web 34 at the inner corner between the flange 28 and the base 25 is provided with a thicker portion 35 thicker than the web 34. On the other hand, the thin flange 36 has a bent portion 3 near the rear of the tapered portion 33.
8 has a substantially rectangular shape in a side view and has a lower side 39
Has two inclined portions.

FIG. 3D shows a protective fence 40 including a support 44 in a modified form of the support 24. Protective fence 40 also has roadway R
A pillar 44 made of the aluminum alloy casting and erected on the ground cover T along the shoulder of the road, and a pair of upper and lower cross beams 41, 42 made of an extruded aluminum alloy material supported by the pillar 44.
And As shown in FIG. 3 (D), the strut 44 is formed integrally with the base 45 at the lower end and is slightly inclined toward the roadway R side. Post body 4 having 42 support portions 49 and 50
7 is provided. As shown in FIG.
Also, a pair of oblique sides 45 symmetrical to the opposite side with the road R side as a long side.
a, the through hole 46 for each anchor bolt (not shown) on the roadway R side is near both ends in the long side direction, and the through hole 46 on the opposite side is near the lower end of the column body 47. Is formed.

The column body 47 of the column 44 is connected to the roadway R.
It has a substantially T-shaped cross section including a side flange 48 and webs 52 and 54 extending rearward at right angles from the center thereof. The thick flange 48 continuously forms upper and lower arc-shaped support portions 49 and 50 for receiving the cross beams 41 and 42 and a horizontal portion 51 at the upper end. In the support parts 49, 50, the cross beams 41,
Reference numeral 42 is fixed by a conventional method using bolts and nuts (not shown). The flange 48 is provided above and below the support portion 50 with the roadway R.
It is inclined several degrees toward the side. For this reason,
As shown in FIG. 3D, the cross beams 41 and the cross beams 4 having different diameters are provided.
The tip of 2 protrudes at the same position on the road R side. Furthermore,
The webs 52 and 54 have a thickness difference from each other, and are vertically connected via an intermediate tapered portion 53 as shown in FIG. That is, the strut 44 is different from the strut 24 in that the strut 44 has a strut body 47 having a substantially T-shaped cross section without a flange on the side opposite to the road R, and the web 54 has a uniform thickness. Practical strength and deformability similar to those described above can be obtained with the columns 24 and 44 as described above.

FIG. 4 relates to a roadway protection 56 which also includes a different strut 60. 4A and 4B.
As shown in the figure, a plurality of pillars 60 erected along a longitudinal direction on a central separator 55 formed between a pair of roads R, R serving as face-to-face traffic, and symmetrical on both sides thereof. And a pair of upper and lower cross beams 57 and 58 supported by the upper and lower members. FIG.
As shown in (A) and (B), the cross beams 57 and 58 are extruded members made of an aluminum alloy having a circular cross section, and straddle the hollow portion of the adjacent cross beam 57 or the cross beam 58 at each joint in the longitudinal direction. The sleeve 59 is connected by screwing. As shown in FIG. 4 (B), the column 60 has a base 66 at the lower end, and is integrally formed on the base 66 and stands upright.
And a column main body 61 having 58 support portions 63 and 64.

As shown in FIG. 4C, the base 66 has a rectangular shape in a plan view having a long side along each road R side.
The four through holes 68 for each anchor bolt 69 are symmetrically formed near both ends in the long side direction. In addition, prop 6
As shown in FIG. 4B and FIG.
It has a substantially H-shaped cross section including a pair of flanges 62 near each roadway R and a web 65 connecting the center therebetween. Upper and lower arc-shaped support portions 63 and 64 for receiving the cross beams 57 and 58 are formed continuously on each flange 62. The thickness of the flange 62 is different between the upper and lower portions of the support portion 64, and the width below the web 65 is reduced in accordance with the difference in the thickness. Further, the support portions 63 and 64 are slightly extended in the depth direction in the figure, and the cross beams 57 and 58 are individually fixed using bolts and nuts (not shown) in a usual manner. According to the protective fence 56 described above, when the vehicle erroneously collides with the cross beams 57, 58 from either the right or left road R, the base 66 of the support 60 is shown in FIGS. 2B and 2C. Such a plastic deformation occurs, and during this time, the column body 61 tilts to the opposite side without buckling deformation. Therefore, the collision energy is absorbed to reduce the impact on the vehicle, and the vehicle
It is possible to prevent a situation in which the struts 7, 58 and the struts 60 are damaged and jump out to the opposite roadway R.

Here, the characteristics of the column 24 shown in FIG. 3A were specifically measured. A plurality of pillars 24 each of which has the following dimensions and the like are prepared by casting from the aluminum alloy casting according to claim 6, and bolts (roadway R side: M20 × 2, opposite side: M22) × 2, all fixed with SUS304). And height 660m
A horizontal static load P was applied to the side opposite to the road R at a position of m, and the load P and the amount of deformation at a position of a height of 800 mm were measured. As a result, it was found that the column 24 mainly withstands a sufficient load due to the plastic deformation of the base 25 and a horizontal deformation of 300 mm was obtained.

The following is a result of a simulation performed on the column 24 by elasto-plastic analysis based on the finite element method. Base 25: 300 mm (long side y1) x 120 mm (short side y
2) x 225 mm (width x) Prop body 27: total height 740 mm, inclination 5 ° toward road R side Flange 28: width 100 mm x thickness 12 to 33 mm Flange 36: width 100 mm x thickness 7 to 9 mm Web 32: width 113 mm X thickness 10 mm web 34: width 113 mm x thickness 7 mm support 29: radius 80 mm, support 30: radius 67.
5mm

As shown in FIG. 5 (A), each of the columns 24 has a bolt hole 2 in the base 25 on the side of the road R.
The static load P was applied in a state where the center-to-center distance L between 6 was changed between 200 and 240 mm and the plate thickness t of the base 25 was changed between 26 and 34 mm. The center of the through hole 26 was unified to a distance s of 75 mm from the end of the road R side. As a result, as shown in FIGS. 5 (B) and 5 (C), the base 25 showed a plastic deformation that rises by a height (h) in a curved shape around the vicinity of the flange 28 of the column body 27. For each of the plastically deformed struts 24, the lifting amount when the plate thickness (t) of the base 25 is changed to 26, 30, and 34 mm and the distance L between the bolts is changed to 200, 220, and 240 mm ( The relationship between h) and the maximum load at that time is shown in the graph of FIG.

According to the results of the graph of FIG. 5D, the lifting amount (h) indicated by the solid line tends to increase as the distance L between the bolts increases and the plate thickness (t) of the base 25 decreases. .
The maximum load indicated by the broken line in FIG. 5 (D) tends to increase as the bolt-to-bolt distance L becomes smaller and the plate thickness (t) of the base 25 increases, except for a part thereof. It was much higher than the target of 29.4 kN. Further, for each of the same columns 24, the distance L between the bolts is set to 200, 220,
240mm, and the thickness (t) of the base 25
Is changed to 26, 30, and 34 mm, the relationship between the lifting amount (h) and the maximum load at that time is shown in the graph of FIG.

According to the results shown in the graph of FIG. 5 (E), the lift amount (h) shown by the solid line is the
Tended to increase as the plate thickness (t) of the sample was smaller and the distance L between the bolts was larger. The maximum load indicated by a broken line in FIG. 5E also tends to increase as the thickness (t) of the base 25 increases and the distance L between the bolts decreases. It was over 0.4 kN. The base 25 of the support 24 is designed in consideration of the above tendency, and the base 25 is plastically deformed even when the automobile collides with the cross beam 21 or the like, so that the support main body 27 is not buckled and deformed. By inclining the vehicle to the opposite side of the roadway R, it is possible to prevent the vehicle that collided from applying an excessive impact and to prevent the vehicle from jumping out of the roadway R.

Next, a plurality of columns 24 each having a column main body 27 having the dimensions and the like of the above-described portions are prepared and fixed in the same manner as described above. A load P was applied, and the load and the amount of deformation at a position at a height of 800 mm were measured. The base 25 'of such a support 24
As shown in FIG. 6 (A), has a rectangular shape in a plan view, has a long side of 255 mm × a short side of 160 mm, and all the bolt through holes 26 are located near the inner side between both ends of the flanges 28 and 36 in the support body 27. To position. The distance L between the centers of the bolt through holes 26 on the side of the road R is unified to 80 mm. Then, the distance (s) of each bolt through hole 26 on the roadway R side from the end on the roadway R side was changed to 55, 60, 65 mm, and the base 2
Support 2 with 5 'thickness (t) varied between 25 and 31 mm
4, a static load P was applied in the same manner as described above. As a result, FIG.
As shown in (B) and (C), the base 25 'exhibited plastic deformation in which the entire area near the roadway R was lifted by the height (h).

For each of the plastically deformed struts 24, the distance s from the end of each bolt through hole 26 on the road R side of the base 25 'to the road R side is changed to 55, 60, 65 mm, and the base 25' Plate thickness (t) is 25, 28, 31 mm
FIG. 6D is a graph showing the relationship between the lifting amount (h) and the maximum load at that time in the case where it was changed. According to this, the lift amount (h) indicated by the solid line
Tended to increase as the distance s was greater and the plate thickness (t) of the base 25 'was smaller. The maximum load indicated by a broken line in FIG.
The thickness (t) of 5 'tended to increase as the thickness increased, and all of them greatly exceeded the general target of 29.4 kN. That is, the same tendency as the graph of FIG.

Further, for each of the columns 24, the base 2
The thickness (t) of the 5 ′ was changed to 25, 28, 31 mm, and the distance (s) of each bolt through hole 26 on the R side of the base 25 ′ from the end of the R side was 55, 60, 65 mm. FIG. 6E is a graph showing the relationship between the lifting amount (h) and the maximum load at that time when changing. The distance L between the centers of the through holes 26 on the side of the road R is 8
It was unified to 0 mm. According to the graph of FIG. 6E, the lift amount (h) indicated by the solid line increases as the plate thickness (t) of the base 25 'is thinner and the distance (s) from the end of the road R side becomes larger. There was a tendency. The maximum load indicated by the broken line in FIG. 6 (E) is when the thickness (t) of the base 25 'is large and the distance
As (s) was smaller, it tended to be larger, and all struts 24 were well beyond the general target of 29.4 kN.

By designing the base 25 'of the column 24 in consideration of the above tendency, the base 25' is plastically deformed even if the automobile collides with the cross beam 21 or the like, and the column body 27 is seated. The entire support column 24 can be inclined to the side opposite to the roadway R without bending deformation. Therefore, it is possible to prevent the vehicle that collides with the vehicle from excessively impacting and prevent the vehicle from jumping out of the roadway R. In each of the above-mentioned struts, a part of the collision energy may be absorbed by the plastic deformation of the base together with the plastic deformation of the base regardless of buckling.

[0036]

According to the pillars of the protective fence for roadway according to the present invention described above, the base is plastically deformed even if the automobile collides with the cross beam, so that the pillar body is not buckled and deformed. Leans away from the road. For this reason, it is possible to prevent the vehicle that has collided from excessively impacting and prevent the vehicle from jumping out of the roadway. Moreover, if the pillar body has a certain degree of rigidity, it can be designed arbitrarily according to the scenery of the place where the protective fence is installed.For example, on the narrow median strip between the roadways, It can also be applied to protective fences that include columns that support the cross beam. According to the support made of the aluminum alloy according to claims 4 to 6, it is possible to provide the support with plastic deformation of the base and excellent toughness such that the support is not broken while securing the rigidity of the support body, and high corrosion resistance can be given to the support. . For this reason, the durability of the entire protective fence including the support pillar can be enhanced, and the safety of the passengers can be ensured over a long period of time.

[Brief description of the drawings]

FIG. 1A is a front view of a roadway protective fence using a support of the present invention, FIG. 1B is a side view including a cross section at a part along line BB in FIG. () Is a sectional view taken along line CC in (B).

2 (A) and 2 (B) are schematic diagrams showing a state before and after deformation of a column shown in FIG. 1, and FIGS. 2 (C) to 2 (E) are schematic diagrams showing the vicinity of a base after deformation.

FIG. 3 (A) is a schematic view showing a support having a different form, and FIG.
(A) is a sectional view taken along the line BB in (A), (C) is a C-
Sectional view along line C, (D) is a schematic view showing a modified form of the column of (A), (E) is a sectional view along line EE in (D),
(F) is sectional drawing along FF line in (D).

FIG. 4 (A) is a plan view of a protective fence including columns of further different forms, FIG. 4 (B) is a side view including a section along a line BB in FIG. 4 (A), and FIG. Sectional drawing along CC line in (B).

FIG. 5 (A) is a plan view of a base of a support of the present invention,
(B) and (C) are schematic diagrams showing the base after deformation, (D)
(E) and (E) are graphs showing deformation characteristics and the like by simulation performed on the column having the base of (A).

6 (A) is a plan view of a different base in the column of the present invention, (B) and (C) are schematic views showing the base after deformation, and (D) and (E) are bases of (A) 4 is a graph showing deformation characteristics and the like due to simulation performed on a column having a shape.

FIG. 7A is a schematic view showing a conventional support fence of a roadway protective fence, and FIG. 7B is a cross-sectional view taken along line BB in FIG. 7A.

[Explanation of symbols]

1,20,40,56 ………………… Road protection fences 2,3,21,22,41,42,57,58 …… Horizontal beams 6,24,44,60… ……………………………………………………………………………………………………………………………………………… 8,8,26,46,68 …………………………………… … Through holes 9a, 9c, 69 ……………………… Anchor bolts 10, 27, 47, 61 ………………………………………………………………………………………………………………………………………… 48, 62 ... Flange 14, 15, 29, 30, 49, 50, 63, 64 Supporting part 17, 32, 34, 52, 54, 65 ... Web 55 ………………………………………………………………………………………………………………………………… Roadway T ………… ………………………………

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Kishi Shimazu, Inventor 2-2-2-20 Higashishinagawa, Shinagawa-ku, Tokyo F-term in Japan Light Metal Co., Ltd. (Reference) 2D101 CA03 CA06 DA04 EA02 FA13 FA23 FA27 FB02 FB11 FB12 GA17

Claims (6)

[Claims] 1. A base erected on a ground cover or a median strip along a roadway and fixed by anchor bolts disposed on the ground cover or the like, and formed integrally on the base and on the roadway side. A strut body having a support portion of a cross beam, so that when a vehicle collides with the cross beam, the entire body is tilted to the opposite side of the roadway without depending on buckling deformation of the strut body,
A support for a roadway protective fence, wherein the base is plastically deformed. 2. The pillar main body comprises one or a pair of flanges having a substantially T-shaped or substantially H-shaped horizontal cross section and a web connected at right angles to the center thereof, and the flange positioned on the roadway side. The support member for a roadway protective fence according to claim 1, wherein a support portion of the cross beam is formed on the support beam. 3. A through hole of an anchor bolt drilled in the base is formed symmetrically on both sides of a lower end of a web forming the support main body, and is provided outside right and left end portions of a lower end of a flange forming the support main body. The support fence for a roadway protective fence according to claim 2, wherein the support fence is located inside. 4. The support fence for a roadway protective fence according to claim 1, wherein the aluminum alloy used as the material of the support is an alloy for an Al-Mg-based casting. 5. The method according to claim 1, wherein the aluminum alloy contains Mg in an amount of 2.5 to 2.5.
The support pillar for a roadway protective fence according to claim 4, wherein the support fence is an aluminum alloy for casting containing 3.5 wt%. 6. The method according to claim 1, wherein said aluminum alloy is Mg 2.5-3.5.
5 wt%, Si 0.1 wt% or less, Fe 0.20 wt% or less, Ti 0.05 to 0.2 wt%, B 0.0007 to 0.0
1 wt%, Cu 0.1 wt% or less, Na 0.001 wt%
Hereinafter, 0.001 to 0.005 wt% of Be is contained.
The sum of impurities excluding i, Fe, Cu, and Na is 0.1 wt.
% Or less, and Ti / B is 30 or less, and is a non-heat treatment type aluminum alloy for castings having a balance of Al and excellent in toughness and corrosion resistance.
Supports for roadway protective fences described in.