JP2004156426A - Shock absorbing structure for guardrail - Google Patents

Shock absorbing structure for guardrail Download PDF

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Publication number
JP2004156426A
JP2004156426A JP2003084232A JP2003084232A JP2004156426A JP 2004156426 A JP2004156426 A JP 2004156426A JP 2003084232 A JP2003084232 A JP 2003084232A JP 2003084232 A JP2003084232 A JP 2003084232A JP 2004156426 A JP2004156426 A JP 2004156426A
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Japan
Prior art keywords
shock absorbing
guardrail
collision
absorbing structure
strut
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JP2003084232A
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JP3831776B2 (en
Inventor
Isao Hanai
功 花井
Mikio Hanai
幹夫 花井
Makoto Hanai
誠 花井
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HANAI SEISAKUSHO KK
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HANAI SEISAKUSHO KK
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Priority to JP2002262311 priority Critical
Application filed by HANAI SEISAKUSHO KK filed Critical HANAI SEISAKUSHO KK
Priority to JP2003084232A priority patent/JP3831776B2/en
Priority claimed from KR1020030070832A external-priority patent/KR20040086115A/en
Priority claimed from US10/690,187 external-priority patent/US20040079932A1/en
Publication of JP2004156426A publication Critical patent/JP2004156426A/en
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a shock absorbing structure for a guardrail, which is simple, absorbs and disperses a shock caused by a collision of a vehicle to prevent toppling of a strut and a balustrade, and dispenses with digging the ground at a location of a foundation, and resetting a new strut and a new guardrail. <P>SOLUTION: The guardrail consists of a plurality of struts 12, a guard fence 14, and intermediate members 16. The struts 12 are erected on the ground in a row. The guard fence 14 is horizontally mounted on the struts 12 in a manner extending across the same by facing its rear surface to a side surface of each strut 12. Each intermediate member 16 is formed like the ohm or a pipe having upper and lower openings, and arranged between each strut 12 and the guard fence 14, and attached to the former and the latter by means of fastening fixtures 17, 18, to thereby absorb and disperse impact energy caused by the collision of the vehicle, by irreversible deformation (plastic deformation) of the intermediate member 16. The structure may be mounted on, e.g. a utility pole, a signal pole, a bifurcation point between a trunk road and a by-pass, a collision preventing portion before a tollbooth of an expressway, and a surface of a structure (inclusive of a concrete structure), such as a partition wall in a parking area, in a manner covering the same, in place of on the strut 12. <P>COPYRIGHT: (C)2004,JPO

Description

【0001】
【発明の属する技術分野】
本発明は、道路の路側部や中央分離帯に設置されるガードレールあるいは橋梁の欄干等に適用され、車両の衝突による衝撃を吸収分散して、ガードレールを構成する支柱あるいは橋梁を構成する欄干などの転倒を防止する衝撃吸収構造体に関するものである。
【0002】
【従来の技術】
従来、例えばハンドル操作のミスや他の車両との衝突によって車両が車道から歩道等に飛び出すことを防止するために、道路脇にガードレールが設置されている。
【0003】
従来のカードレール1は、一般には、長尺状のフェンス4と支柱2間に剛性の高い中間間隔材6を設け、さらに支柱2の設置間隔を狭めてガードレール1全体としての剛性を高め、衝突車のエネルギーを主に支柱2の変形で吸収しようとするものである(図7参照)。
【0004】
一方、支柱を弾性復元可能な弾性体で形成したもの(例えば特許文献1参照)、連結した複数本の管を吸収材としてクッションカバー内部に有し、これらの管を支柱を取り囲むように配置したもの(例えば特許文献2参照)、衝撃エネルギーを最終的に受止める面を強く、それ以外の面は相対的に壊れ(変形し)易く構成されたもの(例えば特許文献3参照)も提案されている。
【0005】
【特許文献1】
特開平6−280222号公報(特許請求の範囲、請求項1)
【特許文献2】
特開平7−150529号公報(特許請求の範囲、請求項1)
【特許文献3】
特開平10−18257号公報(第1図〜第8図)
【0006】
【発明が解決しようとする課題】
しかしながら、上述した現在一般的に設置されているガードレールに共通する特徴は、車両を減速させて支柱衝突時の衝撃を若干緩和する効果を有するものの、支柱自体は衝撃を吸収する機能がほとんどなく、ガードレール全体としての剛性を高め、衝突車両のもつエネルギーを主に支柱の変形や倒れ込みによって吸収しようとしていることである。
【0007】
この場合、支柱1の倒れ込みに必要な面積を予めガードレールの専有面積として確保しておく必要がある。これが十分に確保されていない場合、反対側車線を走行する車両や、ガードレール外側の歩行者に危害を与えることになる。
【0008】
また、衝突車両のエネルギーが過大であった場合、支柱の倒れ込みによって、衝突車両がガードレールに乗り上げたり、突破したりする可能性が増加し、2次災害の危険性が増す。また、支柱の倒れ込みが大きいと、衝突車両の走行車線外側への膨らみが大きくなり、衝突後の車両を安全に誘導して元の走行車線へ復帰させることが困難になる。
【0009】
さらに、折り曲がった支柱を真っ直ぐに直そうとしてもその部分から折れてしまう。このような場合、当該破損箇所を取り外すとともに、基礎の部分を掘り直して新しい支柱を設置し新たにガードレールを設置し直す必要があり、かかる取り替え作業が厄介であるばかりか誠に不経済であった。
【0010】
また、支柱が破損破壊された状態で放置されると、他の車両や通行者の通行障害となって二次的事故を引き起こす可能性がある。
【0011】
一方、変形を小さく抑えるために支柱の剛性を上げると、衝突車両のエネルギーを充分に吸収することができないため、衝突時の衝撃力が大きくなり乗員の安全確保の面で問題が生じる。
【0012】
つぎに、支柱に弾性体を配したものは、減速させて支柱衝突時の衝撃を若干緩和する効果を有するものの、衝突して停止する際に、弾性体の具有する自らの弾性で元の形状に復元する自己復元性が運転手に伝達され、重大な二次的な災害になることがあるという問題がある。
【0013】
本発明は上記の実情に鑑み鋭意検討されたもので、その目的とするところは、車両の衝突による衝撃を吸収分散して支柱や欄干などの転倒を防止でき、基礎の部分を掘り直して新しい支柱を設置し新たにガードレールを設置し直す必要のないガードレールの衝撃吸収構造体を、簡単な構造で提供するにある。
【0014】
【課題を解決するための手段】
上記課題を解決するために本発明が採用した手段は、請求項1の発明は、地盤に列状に立設される複数の支柱と、裏面側がこれらの支柱の側面に向けられた状態で前記支柱間を架け渡して横長に取付けられたガードフェンスとの間に、略Ω形状の中間間隔具もしくは上下が開口するパイプ形状の中間間隔具のいずれかが配置され、締結金具にて支柱及びガードフェンスにそれぞれに取り付されており、前記中間間隔具の不可逆的な変形によって車両の衝突による衝撃エネルギーを吸収分散させるところに特徴を有するガードレールの衝撃吸収構造体を、その要旨とする。
【0015】
請求項2の発明は、地盤に立設される構造物と、裏面側がこれらの構造物の表面側に向けられた状態で取付けられたガードフェンスとの間に、略Ω形状の中間間隔具もしくは上下が開口するパイプ形状の中間間隔具のいずれかが配置され、締結金具にて支柱及びガードフェンスにそれぞれに取り付されており、前記中間間隔具の不可逆的な変形によって車両の衝突による衝撃エネルギーを吸収分散させるところに特徴を有するガードレールの衝撃吸収構造体を、その要旨とする。
【0016】
請求項3の発明は、請求項1又は2に記載のガードレールの衝撃吸収構造体において、前記中間間隔具に衝撃吸収パイプ又は衝撃吸収樹脂がさらに装着されているものを、その要旨とする。
【0017】
請求項4の発明は、請求項2又は3記載の衝撃吸収構造体において、前記地盤に立設される構造物が、電柱、信号ポール、分岐する道路の分岐点部分、衝突防止部、駐車所の区画壁を含む群から選ばれたいずれかであるものを、その要旨とする。
【0018】
請求項5の発明、請求項1〜4のいずれかに記載の衝撃吸収構造体において、前記中間間隔具は、前記略Ω形状の中間間隔具複数が積層されてなるものを、その要旨とする。
【0019】
本発明に係るガードレールの衝撃吸収構造体によると、ガードレール全体の変形と中間間隔具の不可逆的な変形が互いに相まって、衝突車のエネルギーを吸収分散させることができる。すなわち、衝突車の減速させて支柱衝突時の衝撃を緩和することができる。
【0020】
また、弾性体が配設されていないので、弾性体の自己復元性が運転手に伝達されることがない。すなわち、運転手に伝達された自己復元性が原因となって生じる、二次的災害を防止できる。
【0021】
【発明の実施の形態】
以下、本発明の実施の形態を実施例に基づいて詳細に説明するが、これはその代表的なものとして例示したに過ぎず、その要旨を越えない限り以下の実施例により本発明が限定されるものではなく、様々に設計変更して実施できるものとする。
【0022】
図1(a)は、本発明の第1実施例となる衝撃吸収構造体10の側面図であり、ガードフェンスは断面として図示されている。図1(b)は、図1(a)の衝撃吸収構造体10の要部断面図である。
【0023】
図において、この衝撃吸収構造体10は、所要の間隔で路傍に列状に立設される複数の支柱12と、裏面側がこれらの支柱12の側面に向けられた状態で前記支柱12間を架け渡して横長に取付けられたガードフェンス14と、前記支柱12とガードフェンス14間に配設された中間間隔具16とを具備し、支柱12と中間間隔具16とは第1締結金具17にて、そして、ガードフェンス14と中間間隔具16とは第2締結金具18にて、それぞれ締結固定されている。
【0024】
支柱12は中空パイプ形状で表面防錆処理した鋼材製であり、路傍にコンクリートを打設して基礎を形成し、この基礎に下部が埋め込み固定されている。また、支柱12の上部には、第1締結金具17を貫通させる貫通孔17aが形成されている。
【0025】
ガードフェンス14は、所定間隔に屈曲してなるデッキプレート形状に形成された防錆塗装を施した鋼材製であり、後述する中間間隔具16に締結固定するための第2締結金具18を貫通させる貫通孔18aが形成されている。
【0026】
中間間隔具は、楕円形等の閉合断面を有し塑性変形するエネルギー吸収パイプ16aと、このガードフェンス14側に向けて配置される位置に溶接固定した2本のアーム部材16bで構成されており、2本のアーム部材には、ガードフェンス14の貫通孔18aと対応する位置に、貫通孔19が穿設されている。
【0027】
ただし、例えば支柱12とガードフェンス14の間に、エネルギー吸収パイプ16aを、締結金具17’,18’にてダイレクトに締結固定する(図3参照)ように構成したもの(これを第2実施例の衝撃吸収構造体10’という)など、適宜設計変更して実施できるものとする。
【0028】
なお、支柱、ガードフェンス、中間間隔具16などの材質、寸法形状等は、想定される衝突車両の種類、速度、重量等を考慮して最も適切な緩衝効果および車両誘導性が得られるように適宜設計変更できるものとする。
【0029】
この衝撃吸収構造体10によると、このガードレールに車両が衝突した場合、エネルギー吸収パイプ16aが塑性変形することによって衝突車両のエネルギーを吸収し、衝撃を緩和する(図2参照)。すなわち、エネルギー吸収パイプ16aの変形によって衝突エネルギーを吸収緩和できるから、支柱が折れ曲がり難い。また、エネルギー吸収パイプ16aの変形によって衝突エネルギーがある程度吸収緩和された後に、支柱へエネルギー負荷がかかるため、支柱が倒れ難い。
【0030】
そのため、従来のように、基礎の部分を掘り直して折れ曲がった支柱を取り外し、新しい支柱をあらたに設置し直すなどの設置作業が不要となり、経済的に有利になる。
【0031】
また、想像以上の速度や重量を持った車両が衝突した場合には、支柱の変形や倒れ込みによって衝突エネルギーを吸収することができる。
【0032】
なお、エネルギー吸収パイプの変形を小さく抑えるためにその剛性を上げると、衝突車両のエネルギーを充分に吸収できないためか、衝突時の衝撃力が大きくなり乗員の安全確保の面で問題が生じる懸念がある。
【0033】
図4は、本発明の第2実施例となるガードレール(衝撃吸収構造体)20の要部断面図である。
【0034】
図において、この衝撃吸収構造体20は、中間間隔具26が、上記エネルギー吸収パイプ16aと上記2本のアーム部材16bを略オーム形状に一体形成されている点を除き、他の構成は上記ガードレール(衝撃吸収構造体)10と実質同一である。
【0035】
また、図5に示すように、略オーム形状に形成された大小の中間間隔具36’、36”を2重に積み重ねて略一体化することもでき、これを第3実施例のガードレール(衝撃吸収構造体)という。
【0036】
なお、第2、第3実施例の中間間隔具20,30などの材質、寸法形状等は、想定される衝突車両の種類、速度、重量等を考慮して最も適切な緩衝効果および車両誘導性が得られるように適宜設計変更できるし、また、第1、2、3実施例の各衝撃吸収構造体の複数を組合せて使用できることも無論のことである。
【0037】
また、前記エネルギー吸収パイプの中に、あるいは、前記中間間隔具のU字状部分などに樹脂製棒材をさらに装着して、樹脂製棒材のみが変形するように構成してもよく、U字状部分と樹脂製棒材の両方が変形するように構成されていても構わない(図示しない)。
【0038】
また、本発明の各衝撃吸収構造体は、地盤に列状に立設される複数の支柱と、支柱間に横長に掛け渡したガードフェンスとの間に取り付けできる外、例えば電柱、信号ポール、幹線道と測道の分岐点部分、該分岐点部分などに据置きされる一種の円筒状セーフチーコーン、高速道路の料金所手前の衝突防止部分、駐車所などの区画壁などの構造物(コンクリート製のものを含む)の表面を覆うようにも取り付けでき、これにより、上述した各作用を得ることができる。
【0039】
【実施例】
厚み4.5mm、幅50mmのSS400鋼材の両端側を折り曲げて略オーム形状に形成した第1中間間隔具(高さ50mm)26と、厚み4.5mm、幅50mmのSS400鋼材の両端側を折り曲げて略オーム形状に形成した第2中間間隔部材(高さ100mm)36’の内側に第1中間間隔具26を重ね合わせた第2中間間隔具(図5参照)36の両者について、それぞれ1個をベース板上に置いて上方から荷重(kg)を負荷し、荷重と中間間隔具の変形長(mm)との関係を計測した(静的吸収実験)。
【0040】
図6に示すように、例えば第1中間間隔具26にあっては、330kgの荷重を負荷するとその変形長が5mmであり、710kgの荷重を負荷するとその変形長が40mmであることが解る。なお、第1中間間隔具26は変形長40mmまでしか変形できない。
【0041】
また、例えば第2中間間隔具36にあっては、500kgの荷重を負荷するとその変形長が20mmであり、865kgの荷重を負荷するとその変形長が25mmであることが解る。すなわち、第2中間間隔具36にあっては、荷重1830kgまでに相当する衝突エネルギーを1個で吸収分散できる。
【0042】
なお、想定される衝突車両の種類、速度、重量等に最も適切な緩衝効果が得られるように、中間間隔具の材質、厚み、幅寸法、装着数量などを設計変更すること無論である。
【0043】
【発明の効果】
以上、本発明のガードレールの衝撃吸収構造体によると、構造が簡単で設置現場において簡単に組み立て解体でき、エネルギー吸収パイプの変形によって衝突エネルギーを吸収緩和できるから支柱が折れ曲がったり倒れ難いから、従来のように、その都度、基礎の部分を掘り直して折れ曲がった支柱を取り外し、新しい支柱をあらたに設置し直すなどの設置作業が不要となり、経済的に有利になる。
【0044】
また、想像以上の速度や重量を持った車両が衝突した場合、支柱自体に衝撃を吸収能がなくても、支柱の変形や倒れ込みによって衝突エネルギーを吸収することができるから、衝突車両の突破や路外への逸脱を確実に防止するばかりでなく、乗員に対する安全性が確保できる。
【0045】
さらに、本発明の各衝撃吸収構造体は、例えば電柱、信号ポール、幹線道と測道の分岐点部分、高速道路の料金所手前の衝突防止部分、駐車所などの区画壁などに代表される構造物(コンクリート製のものを含む)にその表面を覆うように適宜取り付けでき、これにより、実効性に優れた上記各作用効果を得ることができるのである。
【図面の簡単な説明】
【図1】図1(a)は、本発明の衝撃吸収構造体の側面図であり、ガードフェンスは断面として図示されている。図1(b)は、図1(a)の衝撃吸収構造体の要部断面図である。
【図2】図2は、衝突後の状態を模式的に示す要部断面図である。
【図3】図3は、本発明の他の衝撃吸収構造体を模式的に示す断面図ある。
【図4】図4は、本発明の他の衝撃吸収構造体を模式的に示す要部断面図ある。
【図5】図5は、本発明の衝撃吸収構造体を構成する他の中間間隔具を模式的に示す要部断面図ある。
【図6】図6は、静的吸収実験の結果を示すグラフである。横軸は中間間隔具の変形長(mm)であり、縦軸は中間間隔具の上面に負荷した荷重(kg)である。
【図7】図7(a)は、従来のガードレースの構造を模式的に示す側面図であり、ガードフェンスは断面として図示されている。図7(b)は、図7(a)の衝撃吸収構造体の要部断面図である。
【符号の説明】
1 … 従来のガードレール
2 … 支柱
4 … フェンス
6 … 中間間隔具
10 … ガードレール(衝撃吸収構造体)
10’… ガードレール(衝撃吸収構造体)
12 … 支柱
14 … ガードフェンス
16 … 中間間隔具
16a… エネルギー吸収パイプ
16b… アーム部材
17 … 第1締結金具
17’… 締結金具
17a… 貫通孔
18 … 第2締結金具
18’… 締結金具
18a… 貫通孔
19 … 貫通孔
20 … ガードレール(衝撃吸収構造体)
26 … 略オーム形状の第1中間間隔具
30 … ガードレール(衝撃吸収構造体)
36 … 第2中間間隔具
36’… 第2中間間隔部材
[0001]
TECHNICAL FIELD OF THE INVENTION
INDUSTRIAL APPLICABILITY The present invention is applied to a guardrail or a balustrade of a bridge installed on a road side portion or a median strip of a road, and absorbs and disperses an impact due to a vehicle collision to form a guardrail or a balustrade constituting a bridge. The present invention relates to a shock absorbing structure for preventing a fall.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, a guardrail is installed beside a road to prevent a vehicle from jumping out of a roadway to a sidewalk or the like due to, for example, an error in steering wheel operation or a collision with another vehicle.
[0003]
In the conventional card rail 1, generally, a high rigid intermediate space member 6 is provided between the long fence 4 and the support column 2, and the installation interval of the support column 2 is further narrowed to increase the rigidity of the entire guard rail 1, thereby causing a collision. It is intended to absorb the energy of the vehicle mainly by deformation of the column 2 (see FIG. 7).
[0004]
On the other hand, the column is formed of an elastic body that can be elastically restored (for example, see Patent Document 1), and a plurality of connected tubes are provided inside the cushion cover as an absorbing material, and these tubes are arranged so as to surround the column. (See, for example, Patent Document 2), a structure in which a surface that ultimately receives impact energy is strong, and other surfaces are relatively easily broken (deformed) (for example, see Patent Document 3) has also been proposed. I have.
[0005]
[Patent Document 1]
JP-A-6-280222 (Claims, Claim 1)
[Patent Document 2]
JP-A-7-150529 (Claims, Claim 1)
[Patent Document 3]
JP-A-10-18257 (FIGS. 1 to 8)
[0006]
[Problems to be solved by the invention]
However, the feature common to the currently installed guardrails described above has the effect of decelerating the vehicle and slightly reducing the impact at the time of column collision, but the column itself has almost no function of absorbing the impact, This is to increase the rigidity of the guardrail as a whole, and to absorb the energy of the crashing vehicle mainly by deformation or falling down of the pillar.
[0007]
In this case, it is necessary to secure an area required for the pillar 1 to fall down in advance as an exclusive area of the guardrail. If this is not ensured enough, it will harm vehicles traveling in the opposite lane and pedestrians outside the guardrail.
[0008]
Further, when the energy of the collision vehicle is excessive, the possibility of the collision vehicle riding on or breaking through the guardrail due to the fall of the support increases, and the danger of a secondary disaster increases. In addition, when the support pillars are greatly collapsed, the swelling of the collision vehicle to the outside of the traveling lane becomes large, and it is difficult to safely guide the vehicle after the collision and return to the original traveling lane.
[0009]
Furthermore, even if it tries to straighten a bent support, it will break from that part. In such a case, it is necessary to remove the damaged portion, re-dig the foundation, install a new support, and install a new guardrail, which is not only troublesome but also uneconomical. .
[0010]
In addition, if the support is left in a damaged and destroyed state, there is a possibility that another vehicle or a pedestrian will pass and a secondary accident will occur.
[0011]
On the other hand, if the rigidity of the column is increased to suppress the deformation, the energy of the collision vehicle cannot be sufficiently absorbed, so that the impact force at the time of the collision increases and a problem arises in terms of ensuring the safety of the occupant.
[0012]
Next, although the strut provided with an elastic body has the effect of decelerating and slightly mitigating the impact at the time of striking the strut, when it collides and stops, the original shape of the elastic body has its own elasticity. There is a problem that the self-restoring property to be restored to the driver is transmitted to the driver, which may cause a serious secondary disaster.
[0013]
The present invention has been intensively studied in view of the above circumstances, and its purpose is to absorb and disperse the impact of a vehicle collision to prevent a pillar or balustrade from overturning, and to dig a new part by re-digging a foundation. It is an object of the present invention to provide a shock absorbing structure for a guardrail that does not require the installation of a support post and the re-installation of a new guardrail, with a simple structure.
[0014]
[Means for Solving the Problems]
Means adopted by the present invention to solve the above-mentioned problem is that the invention according to claim 1 is characterized in that a plurality of pillars erected in a row on the ground and the back surface is directed to the side surfaces of these pillars. Either a substantially Ω-shaped intermediate spacer or a pipe-shaped intermediate spacer having an open top and bottom is disposed between the guard fence and the guard fence installed horizontally across the struts. The gist of the present invention is a shock absorbing structure of a guardrail, which is attached to each of the fences and is characterized by absorbing and dispersing the impact energy due to a vehicle collision by irreversible deformation of the intermediate spacer.
[0015]
The invention according to claim 2 provides a substantially Ω-shaped intermediate spacing member between a structure erected on the ground and a guard fence attached with its back side facing the front side of these structures. Either one of the pipe-shaped intermediate spacers that open at the top and bottom is arranged, and is attached to each of the columns and guard fences with fasteners. The irreversible deformation of the intermediate spacers causes impact energy due to vehicle collision. The gist of the present invention is a shock absorbing structure of a guardrail having a feature of absorbing and dispersing the air.
[0016]
The gist of the invention of claim 3 is that the shock absorbing structure of the guardrail according to claim 1 or 2, further comprising a shock absorbing pipe or a shock absorbing resin mounted on the intermediate spacer.
[0017]
According to a fourth aspect of the present invention, in the shock absorbing structure according to the second or third aspect, the structure erected on the ground is a telephone pole, a signal pole, a branch point of a branching road, a collision prevention unit, and a parking lot. Any one selected from the group including the partition wall of the above shall be the gist.
[0018]
The gist of the shock absorbing structure according to any one of claims 1 to 4, wherein the intermediate spacer is formed by stacking a plurality of the substantially Ω-shaped intermediate spacers. .
[0019]
ADVANTAGE OF THE INVENTION According to the shock-absorbing structure of the guardrail which concerns on this invention, the deformation | transformation of the whole guardrail and the irreversible deformation of an intermediate | middle spacer can mutually absorb and disperse the energy of a collision vehicle. That is, the impact at the time of strut collision can be reduced by decelerating the collision vehicle.
[0020]
Further, since the elastic body is not provided, the self-restoring property of the elastic body is not transmitted to the driver. That is, it is possible to prevent a secondary disaster caused by the self-restoration transmitted to the driver.
[0021]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to examples. However, the examples are merely representative examples, and the present invention is limited by the following examples unless departing from the gist thereof. Instead, it can be implemented with various design changes.
[0022]
FIG. 1A is a side view of a shock absorbing structure 10 according to a first embodiment of the present invention, and a guard fence is illustrated as a cross section. FIG. 1B is a cross-sectional view of a main part of the shock absorbing structure 10 of FIG.
[0023]
In the figure, a shock absorbing structure 10 is provided between a plurality of pillars 12 erected in a row at a required interval in a row along a road, and the pillars 12 with the back side facing the side faces of the pillars 12. It has a guard fence 14 that is attached horizontally and horizontally, and an intermediate spacer 16 disposed between the column 12 and the guard fence 14, and the column 12 and the intermediate spacer 16 are connected by a first fastener 17. The guard fence 14 and the intermediate spacer 16 are fastened and fixed by second fasteners 18 respectively.
[0024]
The column 12 is made of a steel material in the form of a hollow pipe and subjected to surface rust-proofing treatment. A foundation is formed by casting concrete near the road, and a lower portion is embedded and fixed to the foundation. Further, a through hole 17 a through which the first fastening member 17 passes is formed in the upper part of the support 12.
[0025]
The guard fence 14 is made of a steel material having a rust-proof coating formed in a deck plate shape bent at a predetermined interval, and penetrates a second fastener 18 for fastening and fixing to an intermediate spacer 16 described later. A through hole 18a is formed.
[0026]
The intermediate spacer is composed of an energy absorbing pipe 16a having a closed cross section such as an elliptical shape and plastically deforming, and two arm members 16b welded and fixed at positions arranged toward the guard fence 14 side. In the two arm members, a through hole 19 is formed at a position corresponding to the through hole 18a of the guard fence 14.
[0027]
However, for example, between the support 12 and the guard fence 14, the energy absorbing pipe 16a is configured to be directly fastened and fixed by the fastening fittings 17 'and 18' (see FIG. 3) (this is a second embodiment). The shock absorbing structure 10 ′) can be implemented by appropriately changing the design.
[0028]
The material, dimensions, shape, etc. of the support, the guard fence, the intermediate spacing member 16 and the like are set so that the most appropriate cushioning effect and vehicle guidance can be obtained in consideration of the type, speed, weight, etc. of the assumed collision vehicle. The design can be changed as appropriate.
[0029]
According to the shock absorbing structure 10, when a vehicle collides with the guard rail, the energy absorbing pipe 16a plastically deforms to absorb the energy of the colliding vehicle and reduce the impact (see FIG. 2). That is, since the collision energy can be absorbed and reduced by the deformation of the energy absorbing pipe 16a, the strut is not easily bent. Further, after the collision energy is absorbed and alleviated to some extent by the deformation of the energy absorbing pipe 16a, an energy load is applied to the support, so that the support is unlikely to fall.
[0030]
For this reason, there is no need for the installation work such as re-digging the foundation portion, removing the bent pillar, and re-installing a new pillar, which is economically advantageous.
[0031]
In addition, when a vehicle having a speed and weight greater than expected is crushed, the collision energy can be absorbed by deforming or falling down of the columns.
[0032]
If the rigidity of the energy absorbing pipe is increased to reduce its deformation, the impact force at the time of the collision may increase due to insufficient absorption of the energy of the colliding vehicle, which may cause a problem in terms of ensuring the safety of the occupants. is there.
[0033]
FIG. 4 is a sectional view of a main part of a guardrail (shock absorbing structure) 20 according to a second embodiment of the present invention.
[0034]
In the figure, the shock absorbing structure 20 is the same as the guard rail except that the intermediate spacer 26 is formed integrally with the energy absorbing pipe 16a and the two arm members 16b in a substantially ohmic shape. (Shock absorbing structure) It is substantially the same as 10.
[0035]
Also, as shown in FIG. 5, large and small intermediate spacers 36 ', 36 "formed in a substantially ohmic shape can be double-stacked and substantially integrated, and this can be combined with the guard rail (impact) of the third embodiment. Absorbing structure).
[0036]
The materials, dimensions and shapes of the intermediate spacers 20 and 30 in the second and third embodiments are most appropriate in consideration of the type, speed, weight, and the like of the assumed collision vehicle, and the most appropriate cushioning effect and vehicle guidance. It is a matter of course that the design can be changed appropriately so as to obtain the above, and that a plurality of the respective impact absorbing structures of the first, second, and third embodiments can be used in combination.
[0037]
Further, a resin bar may be further mounted in the energy absorbing pipe or on a U-shaped portion of the intermediate spacer, so that only the resin bar is deformed. Both the character-shaped portion and the resin bar may be configured to be deformed (not shown).
[0038]
Further, each of the shock absorbing structures of the present invention can be mounted between a plurality of columns erected in a row on the ground and a guard fence extended horizontally between the columns, for example, a telephone pole, a signal pole, Structures such as junctions between arterial roads and survey roads, a kind of cylindrical safe chie cone installed at the junctions, anti-collision parts before toll gates on expressways, and partition walls such as parking lots ( (Including those made of concrete) so as to cover the surface thereof, whereby the above-described functions can be obtained.
[0039]
【Example】
A first intermediate spacer (height: 50 mm) 26 formed by bending both ends of an SS400 steel material having a thickness of 4.5 mm and a width of 50 mm into a substantially ohmic shape, and bending both ends of an SS400 steel material having a thickness of 4.5 mm and a width of 50 mm. One second intermediate spacing member (see FIG. 5) 36 in which the first intermediate spacing member 26 is superimposed on the inside of a second intermediate spacing member (height 100 mm) 36 'formed in a substantially ohmic shape. Was placed on a base plate, a load (kg) was applied from above, and the relationship between the load and the deformation length (mm) of the intermediate spacer was measured (static absorption experiment).
[0040]
As shown in FIG. 6, for example, in the case of the first intermediate spacer 26, when a load of 330 kg is applied, the deformation length is 5 mm, and when a load of 710 kg is applied, the deformation length is 40 mm. The first intermediate spacer 26 can be deformed only up to a deformation length of 40 mm.
[0041]
In addition, for example, in the case of the second intermediate spacing member 36, when a load of 500 kg is applied, the deformation length is 20 mm, and when a load of 865 kg is applied, the deformation length is 25 mm. That is, in the second intermediate spacer 36, the collision energy corresponding to a load of up to 1830 kg can be absorbed and dispersed by one piece.
[0042]
In addition, it is a matter of course that the material, thickness, width, mounting quantity, and the like of the intermediate spacer are changed in design so that the most appropriate buffer effect is obtained for the type, speed, weight, and the like of the assumed collision vehicle.
[0043]
【The invention's effect】
As described above, according to the impact absorbing structure of the guardrail of the present invention, since the structure is simple, it can be easily assembled and dismantled at the installation site, and the impact energy can be absorbed and reduced by deformation of the energy absorbing pipe, so that the strut is unlikely to be bent or fall down, Thus, each time the foundation portion is re-excavated, the bent support is removed, and a new support is not required.
[0044]
In addition, when a vehicle with a speed and weight greater than imagined collides, even if the column itself does not have the ability to absorb impact, it can absorb the collision energy by deforming or falling down the column, so that the collision vehicle In addition to reliably preventing departure from the road, safety for occupants can be ensured.
[0045]
Further, each of the shock absorbing structures of the present invention is represented by, for example, a utility pole, a signal pole, a junction between a main road and a measuring road, a collision prevention portion in front of a tollgate on an expressway, a partition wall of a parking lot, and the like. It can be appropriately attached to a structure (including concrete) so as to cover the surface thereof, whereby the above-mentioned respective effects with excellent effectiveness can be obtained.
[Brief description of the drawings]
FIG. 1 (a) is a side view of a shock absorbing structure of the present invention, in which a guard fence is illustrated as a cross section. FIG. 1B is a cross-sectional view of a main part of the shock absorbing structure of FIG.
FIG. 2 is a cross-sectional view of relevant parts schematically showing a state after a collision.
FIG. 3 is a sectional view schematically showing another shock absorbing structure of the present invention.
FIG. 4 is a cross-sectional view of a principal part schematically showing another shock absorbing structure of the present invention.
FIG. 5 is a cross-sectional view of a main part schematically showing another intermediate spacing member constituting the shock absorbing structure of the present invention.
FIG. 6 is a graph showing the results of a static absorption experiment. The horizontal axis is the deformation length (mm) of the intermediate spacer, and the vertical axis is the load (kg) applied to the upper surface of the intermediate spacer.
FIG. 7A is a side view schematically showing a structure of a conventional guard race, and the guard fence is illustrated as a cross section. FIG. 7B is a sectional view of a main part of the shock absorbing structure of FIG. 7A.
[Explanation of symbols]
1 ... conventional guardrail 2 ... pillar 4 ... fence 6 ... intermediate spacing tool 10 ... guardrail (shock absorbing structure)
10 '… Guardrail (shock absorbing structure)
12 ... Support 14 ... Guard fence 16 ... Intermediate spacing tool 16a ... Energy absorption pipe 16b ... Arm member 17 ... First fastening fitting 17 '... Fastening fitting 17a ... Through hole 18 ... Second fastening fitting 18' ... Fastening fitting 18a ... Penetration Hole 19: Through hole 20: Guard rail (shock absorbing structure)
26... Approximately ohmic first intermediate spacer 30...
36 second intermediate spacing member 36 'second intermediate spacing member

Claims (5)

地盤に列状に立設される複数の支柱と、裏面側がこれらの支柱の側面に向けられた状態で前記支柱間を架け渡して横長に取付けられたガードフェンスとの間に、略Ω形状の中間間隔具もしくは上下が開口するパイプ形状の中間間隔具のいずれかが配置され、締結金具にて支柱及びガードフェンスにそれぞれに取り付されており、前記中間間隔具の不可逆的な変形によって車両の衝突による衝撃エネルギーを吸収分散させることを特徴とするガードレールの衝撃吸収構造体。A plurality of pillars standing in a row on the ground, and a guard fence installed horizontally across the pillars with the back side facing the side faces of these pillars, and having a substantially Ω shape. Either an intermediate spacer or a pipe-shaped intermediate spacer having an opening at the top and bottom is arranged, and is attached to each of the columns and guard fences with fasteners. A shock absorbing structure for a guardrail, characterized by absorbing and dispersing impact energy due to a collision. 地盤に立設される構造物と、裏面側がこれらの構造物の表面側に向けられた状態で取付けられたガードフェンスとの間に、略Ω形状の中間間隔具もしくは上下が開口するパイプ形状の中間間隔具のいずれかが配置され、締結金具にて支柱及びガードフェンスにそれぞれに取り付されており、前記中間間隔具の不可逆的な変形によって車両の衝突による衝撃エネルギーを吸収分散させることを特徴とするガードレールの衝撃吸収構造体。Between a structure standing on the ground and a guard fence attached with its back side facing the front side of these structures, a substantially Ω-shaped intermediate spacer or a pipe-shaped top and bottom opening Either of the intermediate spacers is disposed, and each of the intermediate spacers is attached to the support column and the guard fence with a fastening metal, and the irreversible deformation of the intermediate spacer absorbs and disperses the impact energy due to a vehicle collision. Guardrail shock absorbing structure. 前記中間間隔具に衝撃吸収パイプ又は衝撃吸収樹脂がさらに装着されていることを特徴とする請求項1又は2に記載のガードレールの衝撃吸収構造体。The shock absorbing structure for a guardrail according to claim 1, wherein a shock absorbing pipe or a shock absorbing resin is further mounted on the intermediate spacer. 前記地盤に立設される構造物が、電柱、信号ポール、分岐する道路の分岐点部分、衝突防止部、駐車場などの区画壁を含む群から選択されたいずれかであることを特徴とする請求項2又は3に記載のガードレールの衝撃吸収構造体。The structure standing on the ground is any one selected from a group including a utility pole, a signal pole, a junction of a branching road, a collision prevention unit, and a partition wall such as a parking lot. The shock absorbing structure for a guardrail according to claim 2 or 3. 前記中間間隔具は、前記略Ω形状の中間間隔具複数が積層されてなることを特徴とする請求項1〜4のいずれかに記載のガードレールの衝撃吸収構造体。The shock absorbing structure for a guardrail according to any one of claims 1 to 4, wherein the intermediate spacer is formed by stacking a plurality of the substantially Ω-shaped intermediate spacers.
JP2003084232A 2002-09-09 2003-03-26 Guardrail shock absorbing structure Expired - Fee Related JP3831776B2 (en)

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JP2003084232A JP3831776B2 (en) 2002-09-09 2003-03-26 Guardrail shock absorbing structure

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JP2003084232A JP3831776B2 (en) 2002-09-09 2003-03-26 Guardrail shock absorbing structure
KR1020030070832A KR20040086115A (en) 2003-03-26 2003-10-11 A shock absorption structure of guardrail
US10/690,187 US20040079932A1 (en) 2002-09-09 2003-10-21 Shock-absorbing guardrail device
DE200410010578 DE102004010578A1 (en) 2003-03-26 2004-03-02 Shock-absorbing guardrail device for semaphores pole, has guard fence with back, mid-filler attachment affixed to guard fence back and shock-absorbing resin positioned between guard fence back and support post

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010112047A (en) * 2008-11-05 2010-05-20 Nihon Samicon Co Ltd Guard fence
CN1990957B (en) * 2005-12-26 2010-09-15 株式会社花井制作所 Tracing bump energy absorbing device
JP2015190154A (en) * 2014-03-27 2015-11-02 積水樹脂株式会社 Impact absorption fence
CN109338951A (en) * 2018-11-14 2019-02-15 山东宏腾交通工程有限公司 A kind of good freeway guardrail system of energy absorption performance

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JPS51126934U (en) * 1975-04-10 1976-10-14
JPS5322710Y1 (en) * 1969-07-31 1978-06-13
JPH07238518A (en) * 1994-02-28 1995-09-12 Toyo Tire & Rubber Co Ltd Impact absorber-integrated guard cable
JPH08158334A (en) * 1994-12-02 1996-06-18 Sumitomo Metal Ind Ltd Protection device for road

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Publication number Priority date Publication date Assignee Title
JPS5322710Y1 (en) * 1969-07-31 1978-06-13
JPS51126934U (en) * 1975-04-10 1976-10-14
JPH07238518A (en) * 1994-02-28 1995-09-12 Toyo Tire & Rubber Co Ltd Impact absorber-integrated guard cable
JPH08158334A (en) * 1994-12-02 1996-06-18 Sumitomo Metal Ind Ltd Protection device for road

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1990957B (en) * 2005-12-26 2010-09-15 株式会社花井制作所 Tracing bump energy absorbing device
JP2010112047A (en) * 2008-11-05 2010-05-20 Nihon Samicon Co Ltd Guard fence
JP2015190154A (en) * 2014-03-27 2015-11-02 積水樹脂株式会社 Impact absorption fence
CN109338951A (en) * 2018-11-14 2019-02-15 山东宏腾交通工程有限公司 A kind of good freeway guardrail system of energy absorption performance

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