JP2013119736A - Guard fence for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a flexible guard fence for a vehicle, which can exert stable protective performance on various types of vehicles, a collision speed, and a collision angle.SOLUTION: In a guard fence M, one protective net 30a comprising a large number of unit blocks 10 aligned lengthwise and breadthwise is provided in a tensioned state on a road by using a holding rope 50 and a support 60, The unit block 10 includes a plurality of ring-shaped circular plates 11, and a ring-shaped rubber plate 14 which is interposed between the circular plates 11. The large number of unit blocks 10 are concurrently shear-deformed in an impact on the vehicle to absorb vehicle collision energy in a phased manner, and the protective net 30a is deformed to envelop the colliding vehicle.

Description

  The present invention is for vehicles installed in highways, bridges, circuit fields, and other places where it is difficult to collect the vehicle if it falls in a deep mountain such as a cliff on one side of the road. Related to protective fences.

  As a vehicle protective fence for preventing human damage to passengers and third parties due to deviation of the vehicle from the roadside (including the roadside), a flexible protective fence such as a guardrail or a guard cable is generally used. Many flexible vehicle protection fences support guard rails with support posts fixed on the road surface, and support multiple pipes and ropes (cables) with support posts. The flexible protective fence absorbs collision energy by bending and deforming guardrails and pipes due to the collision of the vehicle, suppresses deviation of the vehicle from the road, and reduces human damage and vehicle damage.

  The vehicle protection performance of the flexible vehicle protection fence largely depends on the deflection performance when the vehicle collides. Therefore, there is a protective fence in which a guard rail is connected to a support post fixed to a road surface via a buffer member that is deformed by the collision energy of the vehicle (see, for example, Patent Document 1). In addition, there is a protective fence in which a fence member such as a corrugated plate or a mesh plate is supported by a guard rope stretched between two pillars on a road surface so that the vehicle collides with the fence member (for example, Patent Documents). 2).

JP 2004-156426 A JP 2000-186111 A

  In the guardrail type protective fence of Patent Document 1, the guardrail is deformed when the vehicle collides with the guardrail, and the buffer member between the rail and the support is also deformed. By absorbing the collision energy by this double deformation, the vehicle protection performance is increased as compared with the guard rail only having a guard rail without a buffer member. In the guard rope type guard fence of Patent Document 2, the fence member is deformed when the vehicle collides with the fence member supported by the guard rope, and the guard rope is also deformed. Vehicle protection performance is increased compared to the protective fence. However, this vehicle protection performance is often insufficient.

  That is, the place where the vehicle protection fence is installed varies widely, such as a straight portion or a curved portion of an expressway, and the vehicle type, the collision speed, the collision angle, and the like that are expected to collide are various. For example, in the case of the guardrail type guard fence, when a vehicle collides with the guardrail at a relatively large collision angle and speed, there is a high possibility that the guardrail will not be able to absorb excessive collision energy instantaneously and break. In order to reduce the possibility of such breakage of the guardrail, the number of support columns that support the guardrail on the road is increased. However, as the number of support columns is increased, the rigidity of the guard rail itself on the road increases, the flexibility is impaired, and there is a problem that the protection performance is lowered, such as suppressing the deviation of the vehicle from the road.

  It is an object of the present invention to provide a flexible vehicle guard fence that can exhibit more stable protection performance against a wider variety of vehicle types, collision speeds, and collision angles.

  The technical means of the present invention for achieving the above object has a large number of unit blocks and a large number of rings aligned vertically and horizontally, each unit block having at least a pair of disks and a rubber interposed between the disks. Each disk is provided with at least one ear on the outer periphery of each disk, and a pair of disks are provided with a total of four ears arranged in a phase that is arranged at equal intervals in the circumferential direction. Both ends of the U-shaped member are fixed, and each ring has a form in which a wire is wound a plurality of times and left unconstrained, and the ring is placed inside the U-shaped member. By passing, the four unit blocks adjacent to each other are connected to form a protective net, and the protective net is stretched between the columns rising from the road surface of the roadway. Thus, a flexible protection net can be manufactured by connecting adjacent unit blocks with a ring via a U-shaped member attached to the ear of the disk of the unit block.

  With such a configuration, the unit blocks can be easily moved with respect to each other, and each element of the protective net is in an unconstrained state without a connecting portion fixed. For this reason, any component of the structure is deformed and moved regardless of the impact force applied to any part of the structure, so that a local reaction force due to the impact does not theoretically occur. In general, the impact energy generated by a vehicle collision is represented by the product of the instantaneous impact force applied to the impacted structure and the time from the occurrence of the impact to the end (impact time). Since the impact time is extended by moving each part of the fence in the vehicle collision direction, the instantaneous impact force can be reduced. For the above reasons, according to the protective fence of the present invention, high shock absorption can be obtained.

  In addition, each part of the protective net has no permanent connection parts such as welding, forging, soldering, rivets, etc., and can be easily separated and replaced, so it is easy to replace parts damaged by a vehicle collision and has high maintainability. can get.

  The disk constituting the unit block may be made of iron, steel, aluminum or other metal, or may be made of hard plastic. In any case, a material having weather resistance is desirable. Further, the disk is not limited to a literal circle, but may be a polygon. Further, the disk does not necessarily have an annular shape, that is, a donut shape, but the annular shape increases the possibility that the external force applied by the impact can be evenly distributed. In addition to being reduced in weight, there is an advantage that wind resistance is reduced, it is difficult to disturb the scenery, and it is easy to see from a vehicle on a highway.

On the other hand, the support column is made of a metal material having a small impact stress. According to the basic equation of impact engineering, the magnitude σ of impact stress received by the impacted structure is σ = E, where Young's modulus of the impacted material is E, non-weight is ρ, and impact velocity of the impacted object is v. (E · ρ) ^1/2 × v. Therefore, if the support is formed of a material having a Young's modulus lower than that of a material (usually a steel material) used in a general structure, shock absorption is enhanced.

  Moreover, the ring (ring-shaped wire) which connects a unit block via a U-shaped member shall wind the wire of fixed length in multiple times. Both ends of the wire are left unconstrained, and a plurality of wound wires are loosened freely by a load applied upon impact. By appropriately selecting the material, thickness, and number of turns of the wire rod of the ring, the protective net can be configured in accordance with the magnitude of energy to be absorbed. Various materials can be used as the material of the wire. For example, in addition to the steel wire, carbon fiber, aramid fiber, or the like can be employed. The wire constituting the ring may be a single wire, or a plurality of wires may be wound together. When a vehicle collides with the protective net, the load is received by the protective net, and at the same time, the elastic deformation of the rubber plate of the unit block and the shearing deformation of the rubber and / or free loosening of the ring caused by the mutual pulling of the disc Impact energy is absorbed. Further, when an impact load is applied, the wire is stretched so as to feed out the wound wire. Therefore, the impact energy can be absorbed while the collision vehicle or the like is received flexibly.

  Further, the technical means of the present invention for achieving the above object has a large number of unit blocks arranged vertically and horizontally, and each unit block is composed of at least a pair of discs and a rubber plate interposed between the discs. Each disc is provided with at least one ear on the outer periphery, and the pair of discs is provided with a total of four ears arranged in a phase that is arranged at equal intervals in the circumferential direction, and a connection fitting is provided on each ear. By fixing, adjacent unit blocks are connected to form a protective net, and the protective net is stretched between struts rising from the road surface of the roadway.

  The number of parts for connecting the unit blocks can be reduced by fixing the connecting bracket to the ears of the disk of the unit block and connecting the adjacent unit blocks with the connecting bracket.

  As the support, ropes or struts that partially pull and support a plurality of portions of the protective net, or a combination of these can be applied. When a vehicle collides with a protective net stretched on the road, the collision load is received by the protective net, and at the same time, the collision energy is reduced by elastic deformation and shear resistance of the unit block rubber plate and / or loosening of the block connecting ring. It is absorbed and transmitted to the support. Therefore, by appropriately setting the strength and number of rings and connecting brackets, the protective net can be deformed in the vehicle traveling direction while flexibly receiving the collision vehicle under a relatively small load, and when a heavy load is applied, the collision net Entanglement deformation so as to envelop the vehicle while absorbing energy, and stops together with the vehicle, preventing the vehicle from departing from the road and reducing damage to the vehicle.

  In the present invention, the unit block can be constituted by vulcanizing and bonding a rubber plate to a disc. By doing in this way, the unit block which consists of a disc and a rubber plate can be handled collectively, and it is convenient for storage and transportation, and further, the assembling work of the protection net becomes easy and can be manufactured with high mass productivity and at low cost. As the disk, a metal plate, for example, an iron plate is used. The iron plate and rubber can be fixed without using an adhesive. Iron materials that are exposed outdoors usually rust on the surface or combine with oxygen, and the entire surface becomes iron oxide, so the surface of the iron plate is subjected to surface removal processing such as sand blasting and the iron itself Vulcanize after exposing internal tissue. As a result, the so-called composite material structure can be obtained by molecularly bonding iron and rubber via sulfur by utilizing the characteristic that iron forms a compound with sulfur and the molecular crosslinking characteristic of sulfur.

  Furthermore, in the present invention, when a pair of opposed holes penetrating from one to the other of the pair of discs constituting the unit block is provided and the rubber plate is vulcanized and bonded to the disc between the pair of holes, The rubber material can be formed by injecting and flowing the rubber material of the rubber plate from one of the pair of holes to the other. In this case, the hole formed in the disk is preferably a long hole that is long in the circumferential direction of the disk (the direction in which the rubber plate is shear-deformed). Such a rubber column serves as a damper at the time of shear deformation of the rubber plate, promotes the restoring force at the time of shear deformation of the rubber plate, and adheres the disc to the rubber plate at the time of shear deformation of the rubber plate. Strengthen the mechanism. In addition, it promotes the composite material-like joint relationship between rubber and discs. By forming the rubber column at the same time when the rubber plate is vulcanized and bonded to the disc, a special rubber column forming step and a special material injecting step are not required. For example, it is performed in the manufacturing process of the seismic isolation laminated rubber. The operation of inserting a lead pillar as a damper becomes unnecessary. Therefore, the unit block can be manufactured inexpensively with high mass productivity.

  In the present invention, the support body that supports the protective net on the road surface has a support rope stretched over the peripheral edge of the vertical and horizontal size area larger than the vehicle size of the protective net, and the peripheral edge is supported by the support rope. It has a configuration. Such a support rope may have a structure having an auxiliary extending portion that extends and deforms the support rope by an impact force at the time of a vehicle collision. It is desirable that the support rope and the unit block and between the unit blocks are in an unconstrained state that allows relative movement between the support rope and the unit block.

  Here, the support rope is hooked to the unit block via another member (for example, screw shackle), or directly to the unit block itself of the protective net, etc. To be displaceable. When the protective net is rectangular, a single or multiple support ropes are stretched around the entire periphery of the rectangular edge, and a plurality of support ropes installed on the road, beams fixed between the support posts, Connect to a fixed rope. Such columns, beams, and fixed ropes are installed so that the vehicle traveling toward the protective net is present at a position where it is difficult for the vehicle to collide.

  The auxiliary extending portion provided in the middle of the support rope can be applied with a part of the support rope that has been loosened. As a result, when an excessive load is applied to the protective net due to a vehicle collision, the slack portion extends, so that it is possible to absorb the collision energy smoothly and effectively without imposing a large load on the support rope. The support rope is stretched and deformed smoothly. When the vehicle collides with the protective net, the protective net is deformed, and the support rope is stretched and deformed, so that the collision energy of the vehicle is absorbed in stages, and the impact received by the collision vehicle is reduced in stages. The vehicle is entangled with the protective net that is deformed in the vehicle collision direction and stops. That is, the collision vehicle does not instantaneously collide and stops, but impacts in a plurality of stages, so that the impact travel time from the collision to the rest is extended. Due to this impact travel time extension effect, the concentrated impact load per unit time received by both the vehicle and the protection net is reduced, the damage to both is reduced, and the function of preventing the collision vehicle from departing from the road is stabilized.

  Further, in the present invention, the support column is formed by connecting a plurality of column members divided into two or more in the vertical direction so that they can be bent with each other, and connecting adjacent column members with a reinforcing member having a planned fracture location. It is possible to make a configuration in which Furthermore, the support column can have a structure including stopper means for restricting the maximum value of the bending angle when the adjacent column members bend each other after the reinforcing member is broken.

  The split-type support here is provided with a reinforcing member so that the protective net is bent and deformed by an impact force when the protective net is deformed so as to wrap up the vehicle due to the collision of the vehicle. This reinforcing member may be broken in addition to being deformed at the time of a vehicle collision, and if it is broken in this way, the force required for the breakage is consumed from the collision impact force of the vehicle, so the impact load applied to the protective net is reduced. Thus, damage to the protective net and the collision vehicle can be suppressed. Further, after the reinforcing member is broken, the stopper means for restricting the bending angle of the vertically adjacent column members is a structure that prevents the vertically adjacent column members from bending beyond a predetermined maximum bending angle. A tough spring steel plate or wire, or a stopper surface provided on the lower end face of the end face column and the upper end face of the lower pillar, which are opposed to each other in the vertical direction, can be applied. In other words, if the column members adjacent in the vertical direction are bent beyond the predetermined maximum bending angle, the protective net may be deformed inappropriately for vehicle protection due to a vehicle collision. Reduce to an extent not.

  According to the vehicular protective fence of the present invention, when a vehicle collides with a protective net stretched on a road surface such as an expressway, the elastic deformation and shearing of the rubber plates of each of the many unit blocks aligned in the vertical and horizontal directions of the protective net Vehicle collision energy is gradually absorbed by the deformation of the ring or connecting bracket that connects the resistance and unit blocks, and the protective net is deformed so as to wrap up the vehicle while absorbing the collision energy. On the other hand, it is possible to reliably prevent the vehicle from deviating from the road and to reduce the vehicle damage.

It is a partial front view of the guard fence for vehicles which shows an embodiment. It is the elements on larger scale of the protection net which comprises the protection fence of FIG. (A) is a front view of a disk constituting a unit block of a protective net, (B) is a perspective view of a pair of disks, (C) is a sectional view of the unit block, and (D) is a sectional view in a deformed state. It is. It is a fragmentary perspective view of a unit block. It is a perspective view of the ring which connects a unit block. (A) is a front view showing another example of a disk constituting a unit block, (B) is a perspective view of a pair of disks, (C) is a partial sectional view of the unit block, and (D) is a deformed state. FIG. It is sectional drawing which shows other embodiment of a unit block. (A) is a front view in the auxiliary | assistant extending | stretching part of the support rope which supports a protection net, (B) is a front view at the time of extending | stretching of an auxiliary | assistant extending | stretching part. It is a side view of the support | pillar which supports a protection net. It is a fragmentary perspective view of a support | pillar. (A) And (B) is a fragmentary perspective view which shows other embodiment of a support | pillar, (C) is a side view at the time of support | pillar bending. (A) is a partial side view which shows other embodiment of a support | pillar, (B) is a side view at the time of support | pillar bending. (A) is a road top view which shows the example of installation of the guard fence for vehicles, (B) is a road sectional view. It is another road top view. (A) is a side view of a protective fence immediately before a vehicle collision, and (B) is a plan view. (A) is a side view of a protective fence after a vehicle collision, and (B) is a plan view. It is a partial front view of the guard fence for vehicles which shows other embodiments. It is the elements on larger scale of the protection net which comprises the protection fence of FIG. (A) is a front view of a connecting portion between unit blocks, (B) is a front view in a deformed state, and (C) is a perspective view showing an example of a connecting metal fitting for connecting unit blocks.

  The vehicle guard fence M shown in FIG. 1 includes one horizontally-long rectangular protection net 30a composed of a large number of unit blocks 10 arranged vertically and horizontally. One protective net 30a has a vertical and horizontal size exceeding the vehicle size. The periphery of the protection net 30 a is supported by the support body 40, and the protection net 30 a is stretched on the road surface 1 perpendicularly to the road surface 1. The support body 40 includes a support rope 50 stretched around the peripheral edge of the protective net 30 a and support columns 60 fixed to a plurality of locations on the road surface 1. The height of each column 60 and the interval between adjacent columns 60 are set in consideration of the maximum length, width, and height of various vehicles that are expected to collide with the protective net 30a. In FIG. 1, one protective net 30a is stretched between adjacent struts 60, but a horizontally long protective net may be stretched on three or more struts.

  As shown in FIGS. 2 and 3, each unit block 10 includes a pair of annular disks 11 and an annular rubber plate 14 interposed between the pair of disks 11. The rubber plate 14 is fixed to the disk 11 by vulcanization adhesion. As shown in FIG. 3, by providing a rubber layer not only between the disks 11 but also on the outer side of each disk 11, the outer rubber is elastically deformed at the time of impact and helps to absorb the collision energy. Weather resistance is improved. Moreover, since the rubber layer is easily colored, it helps to improve the appearance.

  Each disk 11 has two ears 12 spaced 90 degrees on the outer periphery. As can be seen from FIG. 3 (B), the pair of disks 11 are shifted by 180 degrees in the circumferential direction, and the phase is set so that a total of four ears 12 are arranged at equal intervals in the circumferential direction. Since the rubber plate 14 is bonded in a ring shape between the two disks as shown in FIG. 3C, when an impact force is applied, the molded rubber plate 14 is in the X direction and the Y direction. Pulled on. Since the two ear portions A and B in the X direction and the two ear portions C and D in the Y direction are out of phase with each other, shear deformation occurs due to the impact force. The deformation due to this shift achieves large energy absorption in combination with the deformation of the block connecting ring 20 described below. The deformation state is shown in FIG.

  Each ear 12 is provided with a pair of through holes 13, and as shown in FIG. 4, U bolts 15 are inserted into the through holes 13 as U-shaped members. The U bolt 15 is a bolt in which both U-shaped leg portions are threaded, and a nut 18 is attached to the thread portion to prevent the U bolt 15 from coming off.

  The ring 20 extends through the U bolt 15 to connect the four adjacent unit blocks 10 to each other. As shown in FIG. 5, each ring 20 is formed by winding a wire of a certain length a plurality of times, and at least one place is bound with an appropriate binding tool before being assembled to the protective net 30 a. And after assembling | attaching to the protection net | network 30a, each binding tool is removed, and both ends of a wire are left in a free state without restraining with a binding tool etc., and each ring 20 is comprised freely. The energy absorption capacity of the ring 20 can be adjusted by adjusting the number of windings of the wire or by selecting the thickness of the wire.

  In FIG. 3, the pair of discs 11 are covered with the rubber plate 14 and only the ears 12 are exposed, but the whole including the ears 12 can also be covered with rubber. By doing so, the corrosion of the disk 11 can be prevented, and the durability and aesthetics of the protective net 30a are further improved.

  In the embodiment shown in FIG. 6, a pair of opposed holes 17 that penetrates from one to the other of the pair of discs 11 constituting the unit block 10 are provided. Arc holes 17 are formed in a plurality of locations on the annular portion excluding the ears 12 of the disc 11 in the direction in which the rubber plate 14 shears and deforms in the circumferential direction of the disc 11. When the rubber material is press-fitted between the rubber plates with the pair of discs 11 facing each other in parallel and vulcanized and bonded, the rubber material of the rubber plate 14 is injected and flowed from one of the pair of opposed holes 17 to the other. Thus, the rubber column 16 is formed as shown in FIG.

  The rubber column 16 shown in the embodiment of FIG. 6 is integrated with the rubber plate 14 so as to penetrate the rubber plate 14. Therefore, the rubber column 16 serves as a damper when the rubber plate 14 is sheared and promotes a restoring force when the rubber plate 14 is sheared. Further, the rubber column 16 reinforces the adhesion mechanism between the disc 11 and the rubber plate 14 when the rubber plate 14 is sheared.

  The number of the discs 11 constituting each unit block 10 is not limited to two, but may be four as shown in FIG. 7, for example. In this case, it is desirable to form the rubber column 16 so as to penetrate each of the four disks 11. Moreover, it is also possible to provide burrs (not shown) at the periphery of each disk 11 to suppress the peeling / dropping of the rubber plate 14 interposed between the disks.

  The support rope 50 that supports the peripheral portion of the protective net 30a is looped around the unit blocks 10 in vertical and horizontal rows constituting the peripheral portion of the protective net 30a. The connecting method of the support rope 50 and each unit block 10 is arbitrary. For example, a screw shackle is passed through a U bolt inserted into the through hole 13 of the ear 12 of each unit block 10, and the support rope 50 is passed through this screw shackle. Can be connected. One support rope 50 is hung on the rectangular peripheral edge of the horizontally long protective net 30a, and a plurality of positions including the four corners of the support rope 50 in a substantially rectangular ring shape are the support 60 and the upper end of the adjacent support 60. It is connected to the beam member 41 fixed to the. By extending the rectangular ring-shaped support rope 50, the protective net 30 a is stretched between the adjacent columns 60 in a direction perpendicular to the road surface 1. The perpendicular direction here is not limited to the direction perpendicular to the road surface 1 but also includes an oblique direction slightly inclined with respect to the road surface 1 and a direction of undulation upward from the road surface 1.

  The rectangular-ring-shaped support rope 50 in FIG. 1 includes auxiliary extending portions 51 at a plurality of locations on four sides, for example, at substantially the center of the left and right sides and the upper and lower sides. In the auxiliary extending portion 51, as shown in FIG. 8A, base members 53 are attached to both ends of the turnbuckle 52, and a wire clip 54 is attached to each base member 53. The supporting rope 50 is passed through the two wire clips 54, a circular slack is created between the two wire clips 54, and the slack is held by a turnbuckle, thereby forming the auxiliary extending portion 51. When the vehicle collides with the protective net 30a supported by the support rope 50, an impact force is propagated from the protective net 30a to the support rope 50, and the support rope 50 is pulled and as shown in FIG. The slack 52 is eliminated, and the support rope 50 is deformed so as to extend. This deformation absorbs an impact caused by a vehicle collision of a protection net 30a described later, and reduces damage given to the vehicle. By adjusting the length of the turnbuckle 52, the amount of slack of the support rope 50 can be adjusted.

  As shown in FIG. 9, the protection net 30 a that can be deformed by a vehicle collision and the column 60 that supports the support rope 50 are fixed to a concrete foundation 61 embedded in the road surface 1. The support 60 is made of a steel mold that can be bent in a direction orthogonal to the net surface of the protective net 30a, for example, H steel. The support column 60 shown in FIG. 9 is divided into three parts vertically, a lower column member 60a fixed to the foundation 61, a middle column member 60b hinged to be bent on the lower column member 60a, and a middle column member 60b. The upper column member 60c is coupled to the upper column member 60b by a hinge pin 64 so as to be bent. The upper and lower column members 60a and 60b, 60b and 60c are connected and integrated by a reinforcing member 62 of a metal plate as shown in FIG. The reinforcing member 62 has a planned breaking portion 63 that breaks at a middle portion with a predetermined vehicle impact force.

  When the protective net 30a and the support rope 50 are deformed by the impact force of the vehicle collision, the impact force propagates to the support column 60 and the reinforcing member 62. Due to the propagated impact force, the reinforcing member 62 between the upper and lower column members 60a and 60b and the reinforcing member 62 between the column members 60b and 60c break almost simultaneously, and the middle column member 60b with respect to the lower column member 60a. Is bent and tilted in the vehicle collision direction, and the upper column member 60c is bent and tilted in the vehicle collision direction with respect to the middle column member 60b. Also by the bending and tilting of the support column 60, the absorption of the impact at the time of the vehicle collision is promoted, and the damage given to the vehicle is further reduced.

  After the reinforcing member 62 of the support column 60 is broken by the impact force of the vehicle, it is desirable that the maximum value of the bending angle when the adjacent column members bend each other is regulated to be constant. For example, as shown in FIG. 11 (C), when the middle column member 60b and the upper column member 60c are bent to a predetermined maximum bending angle α, the column 60 is provided with stopper means 65 for stopping the bending. For the stopper means 65, for example, a stopper plate 65a shown in FIG. 11 (A), a stopper wire 65b shown in FIG. 11 (B), and a stopper surface 65c shown in FIG. 12 can be applied.

  The stopper plate 65a in FIG. 11A is a vertically long rectangular plate having a width comparable to that of the vertically long rectangular reinforcing member 62, the intermediate portion has a mountain shape, and the upper and lower ends are screws 66 on the upper and lower ends of the surface of the reinforcing member 62. It is fixed with. The stopper plate 65a is a tough spring steel plate. In FIG. 11, when the reinforcing member 62 is broken and the upper column member 60c is bent with respect to the middle column member 60b, the upper and lower ends of the stopper plate 65a are pulled and extended so as to follow this bending. When the bending angle α reaches the maximum value, the extension of the stopper plate 65a stops, and the stopper plate 65a stops the bending between the column members. After the reinforcing member 62 is broken as described above, the protective net 30a may be deformed inappropriately for vehicle protection due to a vehicle collision by restricting the bending angle of the column members adjacent in the vertical direction to a predetermined maximum angle α. Less. Further, even if the connecting portions such as the hinge pins 64 of the column members adjacent to each other at the top and bottom are broken by a vehicle impact, since both the column members are always connected by the stopper plate 65a, the both column members are not divided, and protection is provided. The deformation of the net 30a inappropriate for vehicle protection is prevented with higher certainty. Such an effect of the column member bending angle restriction can be similarly obtained in the stopper wire 65b in FIG. 11B and the stopper surface 65c in FIG.

  The stopper wire 65b of FIG. 11 (B) is two connecting wires having the same length with an intermediate portion being chevron, and upper and lower ends are fixed to the upper and lower ends of the surface of the reinforcing member 62 with screws or the like. Similar to the stopper plate 65a, the two stopper wires 65b extend so as to follow this bending when the reinforcing member 62 is broken and the upper column member 60c is bent with respect to the middle column member 60b, and the bending angle α is increased. When reaching the maximum value, the extension stops and the bending between the column members stops.

  The stopper surfaces 65c shown in FIGS. 12A and 12B are formed on the upper end surface and the lower end surface of the column members adjacent in the vertical direction. As shown in FIG. 12B, when the upper column member 60c is bent with respect to the middle column member 60b and the bending angle α reaches the maximum value, the edge portion 67 on the upper end surface of the column member 60b and the bottom of the column member 60c. The edge portions 68 of the end faces are in contact with each other. The surfaces of the edge portions 67 and 68 that are in contact with each other are stopper surfaces 65c.

  The vehicle guard fence M shown in FIG. 1 is installed at an appropriate place on the road surface where the vehicle travels, such as a general road, an expressway, and a parking lot. The size and form of the protective fence M are selected according to the road surface where the protective fence M is installed. A vehicle guard fence M installed on the highway 2 will be described with reference to FIGS. 13 and 14.

  The highway 2 shown in FIG. 13A is a road in which the left main road 2a and the right main road 2b draw a curve in parallel. A median strip 2c is provided between the left main road 2a and the right main road 2b. The vehicle 3 travels in the direction of the arrow on each of the two main roads 2a and 2b. In the case of the left main road 2a, the protective fence M is installed along the curved outer road shoulder, which is a place where there is a high possibility of a vehicle collision. In the case of the right main road 2b, the protective fence M is installed in the curved part of the median strip 2c corresponding to the inner shoulder. Each guard fence M is installed vertically on the road surface 1 as shown in FIG. Each protective fence M is installed on the road surface 1 by calculating the amount of deformation of the net because the protective net 30a is deformed in the opposite direction to the vehicle collision direction at the time of a vehicle collision.

  The highway 2 shown in FIG. 14 is a road where the side road 2e branches from the main road 2d. In this case, the protective fence M is installed along the branch road shoulder that branches at an acute angle between the main road 2d and the side road 2e.

  When the vehicle 3 is plunged into each of the protective fences M in FIGS. 13 and 14, the collision vehicle 3 is protected by the protective fence M as shown in FIGS. 15 and 16. This vehicle protection is performed both in terms of preventing the vehicle 3 from departing from the road and reducing damage to the vehicle itself.

  The vehicle 3 shown by the solid lines in FIGS. 15A and 15B is the vehicle 3 just before colliding with the protective net 30a. When the vehicle 3 collides with the protective net 30a, the vehicle 3 deforms the protective net 30a in the vehicle traveling direction as shown by a chain line in FIG. When the protective net 30a receives an impact from the collision vehicle, the impact force is transmitted from the center of the impact through the ring 20 and spreads outward uniformly. At that time, each ring 20 is connected to the other ring 20 at the connection point. Pulled outward, the protective net 30a is deformed according to the tensile force received by each ring. Absorption of extremely large energy is achieved by shear deformation of the rubber plate 14 of each unit block 10 and deformation of each ring 20.

  First, when the vehicle 3 collides with the protective net 30a, the vehicle 3 deforms the protective net 30a in the vehicle traveling direction as shown by a chain line in FIG. The collision load from the vehicle 3 is received by the protective net 30a, and at the same time, the collision energy is absorbed by the elastic deformation and shear resistance of the rubber plate of the unit block 10 and / or the deformation of the ring 20, and the deformation of the protective net 30a starts. At the same time, by free extension of the ring 20 between the unit blocks 10 and further the auxiliary extension 51, absorption of collision energy is promoted and the collision vehicle is flexibly received.

  When the impact force of the vehicle collision is large and a further large load is applied to the protective net 30a, the tensile impact force acts on the support rope 50, and the auxiliary extending portion 51 breaks and extends while absorbing the collision energy. Then, as shown by the solid lines in FIGS. 16A and 16B, the support rope 50 and the protective net 30 a are greatly deformed in the vehicle traveling direction and are entangled so as to wrap the vehicle 3. Further, when the vehicle impact force exceeds the impact resistance of the reinforcing member of the support column 60 (notched so as to be broken when a large impact force is applied), the reinforcing member is broken and the support column 60 moves in the vehicle traveling direction. Finally, as shown by the chain lines in FIGS. 16A and 16B, the protective net 30a is further deformed and entangled so as to wrap the vehicle 3 from the top, bottom, left and right. And just before the protection net 30a entangles the vehicle 3, the vehicle 3 stops, and the deformation of the protection net 30a stops. The total collision energy until the vehicle 3 collides with the protective net 30a and stops is absorbed by extending the time rather than instantaneously due to deformation and breakage at various places including deformation of the protective net 30a. Accordingly, deviation from the road of the collision vehicle is reliably prevented, the concentrated impact load per unit time applied to the collision vehicle is reduced, and the portion where the structure contacts the vehicle is almost a rubber material portion. Damage to the vehicle 3 is reduced.

  Each unit block 10 shown in the protection net 30a of FIG. 1 can be directly connected by a connecting metal fitting, in addition to being connected by the ring 20. A specific example is shown in a protective net 30b in FIG.

  In the protection net 30b shown in the embodiment of FIGS. 17 and 18, adjacent unit blocks 10 are connected by a pair of connecting fittings 19. As shown in FIG. 19, adjacent unit blocks are connected to each other by inserting the leg portions of the connection fitting 19 into the through holes 13 provided in the respective ear portions 12 of the disk 11 of the unit block 10. Here, the connection fitting 19 is made of spring steel, has an appearance similar to a U-bolt, and has a shape in which the top of the U-bolt is bent into a "<" shape. A nut 18 is attached to the threaded portion of both the legs of the connecting bracket 19 to prevent it from coming off. The specific mode of the connection fitting 19 is not limited to that shown in FIG. 19C, and a structure such as a coil spring (not shown) may be employed.

  When the adjacent unit blocks 10 are pulled away from each other, the connecting fitting 19 that connects the unit blocks 10 is pulled and deformed as shown in FIG. In this way, the collision energy can also be absorbed by the deformation of the connecting fitting 19. The energy absorbing power can be adjusted by adjusting the number of connecting fittings 19 or by selecting the thickness of the connecting fitting 19.

  Since the function of vehicle protection by deformation when the vehicle collides with the protection net 30b of FIG. 17 is the same as that of the protection net 30a of FIG. 1, detailed description thereof is omitted here.

  In the protective net 30a or 30b of the vehicle guard fence M as described above, the unit block 10 has a shear deformation amount that the rubber member operates depending on the distance from the collision position at the time of the vehicle collision, Absorbs more or less collision energy. In addition, by breaking the material to be broken installed on the support column 60, the support rope 50, etc., the vehicle collision energy is absorbed respectively, and at the same time, the entire structure is greatly deformed in the direction in which the collision vehicle moves due to the breakage of the part, At the same time as the impact time delay effect at the time of the vehicle collision, the large energy of the collision vehicle is absorbed by the large displacement movement of the protective fence itself. An experimental example demonstrating this will be described.

The vehicle guard fence M shown in FIG. 1 is designed with a collision energy of 1000 kJ. For example, when a vehicle with a weight of 1 ton (normal passenger car) crashes into the protective fence M at a speed of 150 km / h and the collision energy is calculated,
Collision energy = (m × v ² ) /2=88.5 ton · m
[Where m: vehicle weight (ton) v: super speed of the collision vehicle (km / h)]
Here, gravitational acceleration = 9.8 m / sec ² 100 ton · m = 1000 kJ
Therefore, 88.59 ton · m = 885.9 kJ
If such a vehicle collides with the protective net 30a at an angle of 30 °,
Collision energy = 885.9kJ × Sin30 ° = 443kJ
Therefore, it can be seen that the protective fence M sufficiently protects even when a vehicle having a weight of 1 ton collides. In fact, even a vehicle having a weight of 3 tons can be sufficiently safely entangled, and since this design allows for a safety factor of 10, it is known that the enclosure can be protected to some extent up to a weight of about 5 tons.

The effect of the reinforcing plate is as follows. Assuming the case where the support is 150 × 150 H-shaped steel and a SS400 steel plate having a thickness of 3 mm is used as a backing plate, the area of the fracture surface is 3 mm × 150 mm = 450 mm ² . Since the breaking stress of SS400 is 40 kg / mm ² , the force for breaking the contact plate is 40 kg / mm ² × 450 mm ² = 18 ton. Since there are four contact plates in one span, a breaking force of 18 ton × 4 = 72 tons is required to simultaneously break the four contact plates. Therefore, when four reinforcing plates (pads) between one span hit the guard fence M from the vehicle and the support column tilts forward, 72 ton of instantaneous impact force can be eliminated from the colliding vehicle.

  The vehicle protection fence described above is installed on a slope of a natural mountain, and can be used as a protection device for falling rocks, etc., for catching falling rocks and avalanches to ensure the safety of roads and tracks.

M Guard fence for vehicle 1 Road surface 3 Vehicle 10 Unit block 11 Disk 12 Ear part 14 Rubber plate 15 U bolt (U-shaped member)
16 Rubber pillar 17 Hole 19 Connecting bracket 20 Ring 30a, 30b Protective net 40 Support body 50 Support rope 51 Auxiliary extension 53 Brake bracket 60 Strut 60a-60c Column member 62 Reinforcement member 65 Stopper means

Claims (9)

It has a lot of unit blocks and a lot of rings aligned vertically and horizontally,
Each unit block is composed of at least a pair of discs and a rubber plate interposed between the discs, and at least one ear portion is provided on the outer periphery of each disc, and the pair of discs has a total of four ears. The parts are arranged in a phase that is arranged at equal intervals in the circumferential direction, and both ends of the U-shaped member are fixed to each ear part, and each ring is wound with a wire several times and constrains both ends thereof The form left without
By passing the ring through the U-shaped member, the four unit blocks adjacent to each other are connected to form a protective net,
A protective fence for a vehicle, wherein the protective net is stretched between struts rising from a road surface of a roadway. It has many unit blocks arranged vertically and horizontally,
Each unit block is composed of at least a pair of discs and a rubber plate interposed between the discs, and at least one ear portion is provided on the outer periphery of each disc, and the pair of discs has a total of four ears. The parts are arranged in a phase that is lined up at equal intervals in the circumferential direction, and by fixing a connecting bracket to each ear part, adjacent unit blocks are connected to form a protective net,
A protective fence for a vehicle, wherein the protective net is stretched between struts rising from a road surface of a roadway.   The vehicle protective fence according to claim 1 or 2, wherein the unit block is configured by vulcanizing and bonding the rubber plate to the circular plate.   A pair of opposed holes penetrating from one to the other of the pair of discs constituting the unit block is provided, and the rubber plate is bonded between the pair of holes when the rubber plate is vulcanized and bonded to the disc. The vehicular protective fence according to claim 3, wherein a rubber column is formed by injecting and flowing a rubber material from one of the pair of holes to the other.   A support rope is stretched around the periphery of an area having a vertical and horizontal size larger than the vehicle size of the protection net, and the periphery is supported by the support rope, and the support rope is supported by a support column, and the vehicle collides with the protection net. The vehicle protective fence according to any one of claims 1 to 4, wherein the support rope is deformed by following deformation of the protective net at the time.   The vehicular protective fence according to claim 5, wherein the support rope has an auxiliary extending portion that extends and deforms the support rope by an impact force at the time of the vehicle collision.   The support column has a configuration in which a plurality of column members divided into two or more in the vertical direction are connected to each other so that they can be bent, and the adjacent column members are connected to each other with a reinforcing member having a planned breakage point, and the bending is restricted. The guard fence for vehicles according to any one of claims 1 to 6.   The said support | pillar is a guard fence for vehicles of Claim 7 which comprises the stopper means which regulates uniformly the maximum value of the bending angle at the time of the said adjacent column member bend | curving mutually after the said reinforcement member fractures | ruptures.   6. The vehicle protective fence according to claim 5, wherein the support rope and the unit block and between the unit blocks are in an unrestrained state allowing relative movement between the support block and the unit block.

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