JP2015094100A - Sleeve beam for guard rail end part buffering - Google Patents

Sleeve beam for guard rail end part buffering Download PDF

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Publication number
JP2015094100A
JP2015094100A JP2013233187A JP2013233187A JP2015094100A JP 2015094100 A JP2015094100 A JP 2015094100A JP 2013233187 A JP2013233187 A JP 2013233187A JP 2013233187 A JP2013233187 A JP 2013233187A JP 2015094100 A JP2015094100 A JP 2015094100A
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Prior art keywords
main
sleeve
curved
terminal
layer
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JP2013233187A
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Japanese (ja)
Inventor
都築 相鳳
Aiho Tsuzuki
相鳳 都築
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株式会社保全テクノワーク
Hozen Technowork Co Ltd
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Abstract

An object of the present invention is to provide an inexpensive sleeve beam for buffering a guardrail terminal portion with a simple structure that does not increase the number of parts.
A base portion connected to a main beam and a plate-like extension portion extending in a horizontal direction from the base portion are provided, and the extension portion is a planar region that is continuous with a surface of the main beam. And a curved region 72 in which the terminal side continuous with the planar region is curved toward the back surface 1b side of the main beam, and the curved region is appropriately arranged on the inner side of the outermost layer 73 with a small curvature The inner layer 74 curved to have a large curvature while securing a space is integrally formed, and the terminal edge 2c of the extending portion is disposed at the end 74 of the inner layer.
[Selection] Figure 1

Description

  The present invention relates to a cushioning sleeve beam attached to a terminal portion of a guardrail.

  In general, guardrails are installed at the boundary between the roadway and the sidewalk, and prevent the vehicle from entering the sidewalk when the vehicle deviates from the roadway. This will reduce the damage to the houses. At the same time, it is used to relieve the impact force acting on the vehicle and protect not only the vehicle damage but also the driver and the passenger. It is well known that this type of guardrail has a structure in which a main beam is installed on struts erected at appropriate intervals.

  By the way, when the vehicle departs from the roadway and collides with the guard rail, the vehicle is in a state of sliding relatively near the center of the guard rail because the vehicle contacts at an acute angle with respect to the longitudinal direction of the guard rail. Can be reduced to reduce damage. On the other hand, since only a small sleeve beam is provided at the terminal portion, the buffer space for the vehicle is extremely small, and the vehicle speed cannot easily be reduced, and the vehicle tends to collide with the column. For this reason, a large impact is given to the vehicle and the occupant, so that the guardrail terminal portion has been desired to have a structure having sufficient buffer performance. In addition, since a vehicle that has lost control may collide with the terminal unit from various directions, good shock absorbing performance is required in all directions.

  Furthermore, not only the vehicle but also pedestrians and bicycles can contact the guardrail. In particular, at the breaks of guardrails around pedestrian crossings where people come and go, it may be injured by touching the body edge of the terminal, or by falling on the bicycle structure, etc. It was pointed out that there was a need for a terminal structure with

  From such a point of view, research on the buffer structure of the guardrail terminal portion has been advanced, and various types of buffer structures disclosed in the following patent documents have been proposed.

Japanese Utility Model Publication No. 4-70320 JP-A-9-170211 Japanese Patent Laid-Open No. 2007-23677 JP 2001-90035 A Utility Model Registration No. 3148383

  In the technique disclosed in Patent Document 1, the sleeve beam is disposed so as to be slidable with respect to the end of the main beam, and a compression spring is interposed between the two so as to absorb an impact acting on the sleeve beam. It was a composition. However, in this technique, since the buffer rail structure is too large as a guard rail structure, the number of parts is large and the guard rail has to be expensive. Furthermore, since the shock is absorbed by the compression spring, it can only be absorbed from the direction in which the compression spring can be compressed. It was.

  Patent Documents 2 and 3 disclose a configuration in which the end of the sleeve beam is installed from one or both of the front side and the back side and covers the edge (edge) of the end of the sleeve beam (and the upper and lower sides including the main beam). Has been. In the configuration disclosed here, each edge (edge) of the main beam or the sleeve beam formed by bending a metal plate is covered with a cover and is not exposed. This protects pedestrians and the like so that they are not injured by the edge (edge) even if they contact or collide with the edge. However, a buffering effect against a vehicle collision could not be desired.

  On the other hand, Patent Document 4 absorbs an impact at the time of a vehicle collision at a position where two guard rails arranged on both sides of the median strip or the like branch or merge at the start point or end point of the median strip or the like. A configuration in which a sliding beam and a winding sleeve beam are provided is disclosed. However, it is difficult to use this on a general roadway, and in particular, it is not installed at the boundary with the sidewalk, so it has a function to protect pedestrians other than the vehicle even if it can absorb the impact of the vehicle It wasn't.

  Furthermore, Patent Document 5 discloses a structure in which a rubber shock absorber (so-called sleeve rubber) is provided at a terminal portion of a guardrail, and a member that can be attached to the terminal portion of the guardrail and the sleeve rubber are integrally configured. Therefore, the integrity of both was maintained. However, this type of sleeve rubber is intended to absorb the impact by the elastic force of the rubber material, but the impact absorption limit is low due to the flexibility of the rubber material, and exceeds the deformable range. When an impact force is applied, it can eventually reach the main beam or column. In addition, since a material different from that of the main beam is used, even if the integrity is ensured, the degree of necessity is inevitably limited.

  An object of the present invention is to provide an inexpensive sleeve beam for guardrail terminal portion buffering with a simple configuration that does not increase the number of parts.

  Therefore, the present invention has thought that the above object can be achieved by devising the shape of the sleeve beam itself attached to the guardrail terminal portion, and has completed the present invention described below.

  That is, the present invention provides a guardrail including a plurality of support columns installed at appropriate intervals and a main beam supported while a back surface is in contact with the support columns, and sleeves provided continuously at the end portions of the main beam. A beam comprising a base connected to the main beam and a plate-like extension extending horizontally from the base, wherein the extension is a planar region continuous with the surface of the main beam And a curved region in which the terminal side continuous to the planar region is curved toward the back side of the main beam, and the curved region is appropriately arranged on the innermost side of the outermost layer curved with a small curvature. An inner layer that is curved to have a large curvature while securing a gap is integrally formed, and a terminal edge portion of the extending portion is disposed at a terminal end of the inner layer.

  According to the above configuration, a plurality of layers are formed in the curved region constituting the extending portion, and the strength against impact force can be increased as compared with the conventional configuration using a single sleeve beam. . Moreover, by providing a gap between the layers as appropriate, there is a buffering action, and the impact on the vehicle or the passenger can be reduced. That is, the outermost layer is deformed while absorbing the impact by impact, and when the range is exceeded, the inner layer is deformed to absorb the impact. Since the sleeve beam of the present invention has a base for connecting to the main beam, the base is made thicker or provided with ribs, or has a cross-sectional wave shape. The protruding portion can be firmly installed, and thereby the supporting strength necessary for absorbing the impact can be ensured. In addition, the main beam in the present invention may have not only a configuration in which a flat plate shape is bent but also a variety of configurations such as a configuration in which a plurality of poles are installed with their axes oriented in the horizontal direction.

  In addition, it is preferable that the curved region in the above configuration is formed in a spiral shape and the terminal edge portion of the extending portion is disposed on the spiral center side. By setting it as such a shape, it can be set as the structure different from a well-known sleeve beam.

  That is, the well-known sleeve beam is made of the same metal as the main beam, and the portion continuing to the main beam is an arc shape with a radius of about 100 to 150 mm centered on the sidewalk in a plan view, and is curved at about 180 degrees. And from the curved part to the terminal edge part, it is comprised straight in the circular arc tangent direction of the curved part. Its length is about 50 mm, and the cantilever length of the sleeve beam from the center of the column to the farthest position is about 500 mm. On the other hand, in the above-described configuration of the present invention, the angle bent into the circular arc exceeds 180 degrees, and further, the shape is wound concentrically inwardly while changing the curvature continuously. Therefore, the arc-shaped portion has a double structure or a triple structure, and the terminal edge is accommodated inside the arc-shaped portion. In addition, since this invention of the said structure does not use an additional separate part, it also has the advantage that it can implement within the range equivalent to the said general sleeve beam external dimension.

  By making the spiral shape in this way, it is possible to receive a collision load on a plurality of surfaces as well as one surface of the conventional shape. In addition, as an advantage of the spiral shape, it can have the same buffer performance in all directions.

  Further, the end edge of the sleeve beam inevitably exists inside the spiral shape, and the outer shape of the guardrail end portion is formed by a smooth curved surface that is not caught as a whole. For this reason, a pedestrian, a bicycle, etc. can be protected.

  According to the present invention, there is provided a sleeve beam for buffering a guardrail terminal portion that has a buffering performance with a simple configuration without adopting another part having a buffering purpose, is stronger and cheaper, and is also safer for pedestrians and bicycles. Can be provided.

1 is a perspective view showing a first embodiment of the present invention. It is explanatory drawing in the planar view of 1st embodiment of this invention. It is a perspective view which shows 2nd embodiment of this invention. It is explanatory drawing in the planar view of 2nd embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a diagram showing the outline of the first embodiment of the present invention. The present invention relates to a sleeve beam provided at a terminal portion of a guardrail. As shown in FIG. 1, the configuration of the guardrail terminal portion in the present embodiment includes a main beam 1 and a guardrail terminal formed in a corrugated cross section. The sleeve beam 2 constituting the part is fixed to the support column 3 with the connecting member 4 interposed. Specifically, a predetermined range from the end portion (terminal portion) 11 of the main beam 1 and a predetermined range from the proximal end portion 21 of the sleeve beam 2 are simultaneously stacked on the support column 3 in a stacked state. Connected. A connection member (bracket) 4 is used for connection to the support column 3, and the main beam 1 and the sleeve beam 2 are fixed with a gap from the support column 3. The connecting member 4 is formed by bending a flat metal member, and a flange surface 5 protruding from both sides of the support column 3 is formed. The main beam 1 is fastened at four locations on the flange surface 5 with through bolts and nuts, and the sleeve beam 2 is similarly fastened to the main beam 1 at four locations. On the other hand, the column 2 is fastened at two places, upper and lower, using a through bolt and a nut. Since the sleeve beam 2 is fastened to the main beam 1 fixed to the support column 3 via the connecting member 4, the main beam 1 is interposed between the sleeve beam 2 and the connecting member 4. 1 is fastened in the vicinity of the position where it is fixed to the connecting member 4, so that the supporting force by the support column 3 is secured. In the present embodiment, the main beam 1 and the connecting member 4 are fastened at four locations, and the connecting member 4 and the support column 3 are fastened at two locations. However, the main beam 1 and the connecting member 4 can be appropriately changed according to the required fixed state. Furthermore, the sleeve beam 2 may be fixed at the same time as the main beam 1 or the number of fastenings may be increased.

  Next, the configuration of the sleeve beam 2 will be described in detail. The sleeve beam 2 is composed of a base portion 6 and an extension portion 7, both of which are composed of a single material. The base 6 is for connecting to the main beam 1 described above, and is provided with connecting portions 61 and 62 projecting obliquely from the upper and lower end edges. The connecting portions 61 and 62 are inclined so as to abut on the inclined surfaces 12 and 13 positioned on both the upper and lower sides of the main beam 1 formed in a corrugated cross section. It is made to correspond to the shape surfaces 12 and 13. The upper connecting portion 61 is provided with through holes 63 and 64 at two locations, and the lower connecting portion 62 is similarly provided with through holes 65 and 66 at two locations. Used for fastening. At the end portion (base end side end portion) 21 of the base portion 6, triangular pyramidal plate-like members 67 and 68 project, and the sleeve beam 2 is formed on the surface 1a of the main beam 1 having a cross-sectional wave shape. The gaps (concave portions 14 and 15 of the main beam 1) generated when the layers are stacked are closed.

  The extending portion 7 is divided into a planar area 71 and a curved area 72. The planar region 71 is a portion that is continuous with the surface 1a of the main beam 1 (particularly the surfaces of the convex portions 14, 15, and 16), and the curved region 72 is a portion that is curved on the terminal side from the planar region. Although both 71 and 72 are divided by the boundary 2a, they are integrally formed of a single material.

  Therefore, the curved region 72 will be described. The large-diameter portion 73 is curved with a small curvature and the small-diameter portion 74 is curved with a large curvature, and the large-diameter portion 73 is arranged on the outermost side to form the outermost layer. And the small diameter part 74 is arrange | positioned inside and comprises an inner layer. And both are laminated | stacked, ensuring the space | interval L suitably. The outermost layer 73 and the inner layer 74 are formed by continuously bending a single material. In this embodiment, the curvature is gradually increased by surrounding the periphery of one center point 2b in a spiral shape. However, a desired gap L is ensured. That is, the bending is started from the boundary 2a between the main beam 1 and the continuous planar region 71, and the curvature is gradually expanded while keeping the center 2b as it is so as to form a spiral shape inside. . By such a forming method, the end edge (edge) 2c of the sleeve beam becomes the end edge 74 of the spiral (inner layer), so that the end edge (edge) 2c is accommodated inside the spiral shape. Can do it. Note that the number of spiral turns is assumed to be about 2 or 3, but this is not limited to this depending on the material and overall dimensions.

  Since the present embodiment is configured as described above, as shown in FIG. 2, the curved region 72 formed in the sleeve beam 2 is composed of an outermost layer 73 and an inner layer 74 and has a laminated structure in the entire circumferential direction. Will be formed. Further, by adjusting the curvature of the outermost layer 73 of the curved region 72, the curved region 72 is accommodated within the range of the linear distance M to the rear end edge 31 of the support column 3 on the back surface side 1b of the guardrail (main beam 1). It becomes possible, and it can be set as the state which does not have trouble with the pedestrian or the bicycle etc. who pass the back side 1b of the guardrail (main beam 1).

  As described above, since it has a laminated structure in the entire circumferential direction of the curved region 72, when a vehicle or the like collides or comes into contact, the impact is absorbed to the same extent in any collision from any direction. be able to. For example, in the case of collision in the acute angle direction A with respect to the longitudinal direction of the guard rail (main beam 1), the outermost layer 73 at a position close to the planar region 71 or a position close thereto receives the impact first and cannot absorb the impact. Further, the impact can be absorbed by the inner layer 74 located inside thereof. Further, even when the collision occurs in the same direction B as the longitudinal direction of the guardrail (main beam 1), if the shock cannot be absorbed by the outermost layer 73, it can be absorbed by the inner layer. On the other hand, even when a pedestrian, a bicycle, or the like collides in the diagonal directions C and D from the back side 1b of the guardrail (main beam 1), the outermost layer 73 and the inner layer 74 can absorb the impact, and the terminal Since the edge (edge) 2c is not exposed to the outside, it does not come into contact with the edge 2c. The above configuration can withstand a relatively large impact force with the curved region 72 as a laminated structure. However, when the strength of the base portion 6 is assumed to be insufficient, the base portion 6 is provided with a rib, or has a corrugated cross section. By doing so, it can be reinforced, and the connection strength with the main beam 1 may be reinforced by increasing the number of fastening members.

  Next, a second embodiment of the present invention will be described. FIG. 3 is a diagram showing the outline of the present embodiment. As shown in this figure, a connecting member 104 is attached to a support column 103, the main beam 101 is fixed to the flange surface 105 of the connecting member 104 while abutting it, and the sleeve beam 102 is fastened to the main beam 101. Is the same as in the first embodiment. However, FIG. 3 shows the main beam 1 that is a central member of the guardrail in a form different from that of the first embodiment, and the shape of the column 103 and the connecting member 104 used for the column 103. Is a different form. This is to show that the present invention can be used for various types of guard rails. Naturally, the present invention can also be used for the guard rails of the form shown in FIG. 1, and the first embodiment is used for the guard rails of the form shown in FIG. Also good.

  By the way, this embodiment deform | transforms the curved area | region 172 formed in the extension part 107. FIG. That is, the curved region 172 is not formed in a vortex, but the outermost layer 173 is curved in a region corresponding to approximately one turn while having a cross-sectional arc shape without changing the curvature, and is curved inward at the end thereof. Layer 174 is formed. The inner layer 174 also has a substantially circular arc section. An appropriate distance L is ensured between the outermost layer 173 and the inner layer 174. Even in such a case, the end edge portion (edge) 102c of the sleeve beam becomes the end edge 74 of the inner layer, so that it can be accommodated inside the outermost layer 173. Note that the inner layer 174 may be further curved inward and provided in a double manner.

  Since this embodiment is configured as described above, even in this embodiment, a laminated structure can be formed in substantially the entire circumferential direction. When a vehicle collides, for example, a guardrail (main beam 1) Even when an impact is received from the oblique direction A or the parallel direction B with respect to the longitudinal direction, it can be absorbed by the outermost layer 173 and the inner layer 174, and the same applies to the case where the rear surface 101b of the guardrail (main beam 1) collides. . Also in this embodiment, the curvature of the outermost layer 173 can be adjusted so that the curved region can be accommodated within the range of the linear distance M from the rear edge 131 of the support column 103 to the main beam 101. It can be configured so as not to hinder traffic.

  As described above, according to each of the above-described embodiments, the impact caused by the collision of the vehicle can be buffered by the laminated structure, and the structure can be made friendly to pedestrians and the like. In the present embodiment, since the base parts 6 and 106 can be configured in the same manner as in the prior art, the conventionally used sleeve beam can be processed to form the curved regions 72 and 172, which is inexpensive. Can be manufactured. Moreover, if the base parts 6 and 10 are the same structure, it will not require special consideration for installation work and can be installed easily.

  The embodiments of the present invention are as described above, but these are merely examples, and the present invention is not intended to be limited to the above-described embodiments. That is, various modifications can be made within the scope of the gist of the present invention. For example, the above embodiment can be manufactured by using the same material as the conventional sleeve beam and processing a part thereof, but in order to improve the buffering performance by the curved regions 72 and 172, the The material, shape, thickness and other dimensions can be changed as appropriate. In particular, even with the same material and shape, by changing the thickness (by increasing the thickness), the strength is improved, and as a result, within the range of the curved regions 72 and 172 of the laminated structure as much as possible. Can be designed to absorb shocks. Similarly, various modifications for improving the strength of the bases 6 and 106 are also possible.

  The gap L formed by the outermost layers 73 and 173 and the inner layers 74 and 174 needs to be secured for buffer performance, and is assumed to be configured in the range of several mm to several tens mm. However, the optimum value varies depending on the material and the number of inner layers 74 and 174. Further, the number of inner layers varies depending on the degree of the desired buffer effect to be obtained, and may be changed depending on the degree of expected impact depending on the speed limit of the traveling vehicle or the like, the weight of the vehicle that can pass, and the like. . Then, in order to remove the corners of the upper and lower edges of the sleeve beam terminal edges (edges) 2c and 102c of the sleeve beams 2 and 102 and the tip edge, the vicinity of the sleeve beam terminal edges (edges) 2c and 102c is removed. You may make it exclude the cause of the injury at the time of a pedestrian etc. touching by inclining the upper edge and lower edge to the said edge front end in a tapering shape, or providing a round.

  Moreover, although the thing of the structure which bent the flat metal plate was illustrated as a typical example of the main beams 1 and 101, the main beams 1 and 101 are not limited to these structures. For example, a structure in which a plurality of (usually two) poles are supported by the support columns 3 and 103 with their axes oriented in the horizontal direction may be used. In addition, a wooden rod-like member using thinned wood or the like may be installed like the pole.

  Furthermore, since the sleeve beam of the present invention can alleviate the impact at the time of the collision of the vehicle, various support columns (road signs, signboards or It is possible to use it for protection of the various pillars by supporting it with pillars for street lights and the like. Even in this case, in addition to the effect of mitigating the impact of the vehicle, it is possible to protect weak traffic persons due to contact with pedestrians or bicycles passing through the vicinity.

DESCRIPTION OF SYMBOLS 1,101 Main beam 1a, 101a Main beam surface 1b, 101b Main beam back surface 2,102 Sleeve beam 2a Boundary 2b Spiral center 2c, 102c Sleeve beam terminal edge (edge)
3,103 Column 4,104 Connecting member 5,105 Flange surface 6,106 Sleeve beam base 7, 107 Sleeve beam extension 11 Main beam end 12,13 Main beam oblique surface 14,15 Main beam Concave portions 16, 17 and 18 Convex portion 21 of main beam End of sleeve beam (end of base end side)
31 and 131 Rear edge portions 61 and 62 of the support column Connecting portion 71 of the sleeve beam Planar region 72 of the extending portion Curved region 73 of the extending portion Outermost layer 74 Inner layer

Claims (3)

  1. In a guardrail comprising a plurality of struts installed at appropriate intervals and a main beam supported while abutting the back surface against the struts, a sleeve beam provided continuously at a terminal portion of the main beam,
    A base connected to the main beam; and a plate-like extension extending horizontally from the base;
    The extending portion is divided into a planar region continuous with the surface of the main beam and a curved region where the terminal side continuous with the planar region is curved toward the back surface side of the main beam, and the curved region is small An outermost layer curved with a curvature and an inner layer curved with a large curvature while securing an appropriate interval inside the outermost layer are integrally formed, and the terminal edge of the extension portion is the end of the inner layer Guardrail terminal part buffer sleeve beam characterized by being arranged in.
  2.   2. The inner layer is formed in plural while securing an appropriate distance from each other, and the end edge portion of the extending portion is disposed at the end of the inner layer formed on the innermost side. The guardrail end cushioning sleeve beam described in 1.
  3.   2. The guardrail end portion buffer sleeve beam according to claim 1, wherein the curved region is formed in a spiral shape, and a terminal edge portion of the extension portion is disposed on a center side of the spiral shape.
JP2013233187A 2013-11-11 2013-11-11 Sleeve beam for guard rail end part buffering Pending JP2015094100A (en)

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Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106592472A (en) * 2017-01-22 2017-04-26 合肥饰界金属制品有限公司 Road guardrail
CN106592471A (en) * 2017-01-22 2017-04-26 合肥饰界金属制品有限公司 Road protection fence
CN106702926A (en) * 2017-01-22 2017-05-24 合肥饰界金属制品有限公司 Road guard railing
CN106758975A (en) * 2017-01-22 2017-05-31 合肥饰界金属制品有限公司 Highway guard rail
CN106758976A (en) * 2017-01-22 2017-05-31 合肥饰界金属制品有限公司 Road guard-rail
CN106758977A (en) * 2017-01-22 2017-05-31 合肥饰界金属制品有限公司 Guard rail
CN106758978A (en) * 2017-01-22 2017-05-31 合肥饰界金属制品有限公司 Road guard-rail
CN106812088A (en) * 2017-01-22 2017-06-09 合肥饰界金属制品有限公司 Highway guard rail
CN106812086A (en) * 2017-01-22 2017-06-09 合肥饰界金属制品有限公司 Road guard-rail
CN106812087A (en) * 2017-01-22 2017-06-09 合肥饰界金属制品有限公司 Road guard-rail
CN106948656A (en) * 2017-03-31 2017-07-14 安徽卓航展示用品有限公司 guard rail
CN107060307A (en) * 2017-05-15 2017-08-18 葛加君 Construction simplification triangle operating platform makes and construction method of installation

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106592472A (en) * 2017-01-22 2017-04-26 合肥饰界金属制品有限公司 Road guardrail
CN106592471A (en) * 2017-01-22 2017-04-26 合肥饰界金属制品有限公司 Road protection fence
CN106702926A (en) * 2017-01-22 2017-05-24 合肥饰界金属制品有限公司 Road guard railing
CN106758975A (en) * 2017-01-22 2017-05-31 合肥饰界金属制品有限公司 Highway guard rail
CN106758976A (en) * 2017-01-22 2017-05-31 合肥饰界金属制品有限公司 Road guard-rail
CN106758977A (en) * 2017-01-22 2017-05-31 合肥饰界金属制品有限公司 Guard rail
CN106758978A (en) * 2017-01-22 2017-05-31 合肥饰界金属制品有限公司 Road guard-rail
CN106812088A (en) * 2017-01-22 2017-06-09 合肥饰界金属制品有限公司 Highway guard rail
CN106812086A (en) * 2017-01-22 2017-06-09 合肥饰界金属制品有限公司 Road guard-rail
CN106812087A (en) * 2017-01-22 2017-06-09 合肥饰界金属制品有限公司 Road guard-rail
CN106948656A (en) * 2017-03-31 2017-07-14 安徽卓航展示用品有限公司 guard rail
CN107060307A (en) * 2017-05-15 2017-08-18 葛加君 Construction simplification triangle operating platform makes and construction method of installation

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