JP2022024411A - Shock-absorbing device - Google Patents

Abstract

To provide a shock-absorbing device capable of reducing impact when a vehicle collides.SOLUTION: A shock-absorbing device 1 has a plurality of shock absorbing bodies 13 for absorbing shock by bending at the time of collision of a vehicle arranged on a road surface or a concrete or metal base so as to be arranged in the traveling direction of the collision vehicle. Since the shock-absorbing body is bent, the colliding vehicle advances over the bent shock-absorbing body, successively collides with a plurality of shock absorbing body arranged side by side in the advancing direction of the colliding vehicle, gradually decelerates, and stops, so that the impact to the colliding vehicle and the driver can be reduced.SELECTED DRAWING: Figure 7a

Description

The present invention relates to an impact shock absorber and a guard rail that reduce the impact caused by a vehicle collision.

If a passing vehicle accidentally deviates from the road due to an accident or steering wheel operation, it may lead to a serious accident involving a passerby or a face-to-face vehicle. To prevent this, side walls and guard fences are provided on the road, but if a passing vehicle collides with a branch of the road or the end of the guard fence, the vehicle may be severely damaged and a serious accident may occur (Fig. 1). 2).

In order to prevent the above accidents, the following shock absorbers for cushioning the impact of the collision vehicle have been used so far. The shock absorber needs to have a function of reducing a sudden impact on the occupant of a collision vehicle. For example, as in Patent Document 1, a guard member containing a large number of pipes is installed, and this is compressed into an accordion shape due to a vehicle collision. However, the structure is complicated and expensive, and although it is effective for collisions from the longitudinal direction, it is weak and not effective for collisions from the side. In addition, the cushion drum shown in FIG. 3 is made of resin and is lightweight, so it is designed to take measures against wind load by putting water in a cylindrical container. It is inexpensive but vulnerable to impact and safe. It is a product that emphasizes visibility.

FIG. 4 is a cross-sectional view of a concrete guard fence permanently installed on the road currently in use, including cast-in-place and precast concrete ones, and 100 mm rooting in the pavement. FIG. 5 is a precast guard fence installed on the pavement in a stationary manner. FIG. 6 is a side view of it as viewed from the side, and a PC steel stranded wire is arranged on the upper part of the guard fence in order to have continuous strength in the longitudinal direction of the block and integrated by PC tension. On ordinary roads, vehicles passing on the left and right across this guard fence travel in their respective directions. The concrete guard rail is so strong that even if a vehicle traveling on one of them makes a mistake in steering and tries to jump out into the opposite lane, it will be blocked by the guard rail and deviate from the road on which it is traveling. There is nothing to do. Even if it collides with the roadside guard rail instead of the lane separation zone, it will not deviate further. However, at the end of the temporary guard fence that surrounds the branch of the road or the area under construction, the end of the guard fence is created because the vehicle passes on both sides of the guard fence, and the vehicle collides with it. Will lead to a major accident (Figs. 1 and 2).

Japanese Unexamined Patent Publication No. 2000-170131

An object of the present invention is to provide a shock shock absorber capable of reducing an impact when a vehicle collides.

The present inventors have begun studying an impact shock absorber that can be installed at a branch of a road or at the end of a vehicle guard rail to reduce the impact on a collision vehicle. As a result of further studies, by arranging shock absorbers that bend due to a vehicle collision in the direction of travel of the collision vehicle, it is possible to stop the vehicle while reducing the impact on the collision vehicle, and this is realized with a simple structure. I found what I could do. We also found that this finding can be applied to vehicle guard rails by changing the structure of the guard rails connected to the ends. The present invention is thus completed. In the present invention, the guard fence includes a guard rail, a guard pipe, a beam type guard fence such as a box beam, a cable type guard fence such as a guard cable, a beam type guard fence for a bridge, a concrete guard fence, a metal guard fence, and the like. Includes, including permanent and temporary guard rails.

That is, the present invention is specified by the following matters.
(1) A shock shock absorber in which a plurality of shock absorbers that absorb a shock by bending due to a collision of a vehicle are arranged on a road surface or a concrete or metal base so as to be lined up in the traveling direction of the collision vehicle.
(2) The shock shock absorber according to (1) above, wherein the shape of the shock absorber is U-shaped, rod-shaped, pipe-shaped or plate-shaped.
(3) The shape of the shock absorber is U-shaped, and the shock absorber is arranged so that both ends of the U-shape are on the bottom and the line connecting the two ends has an inclination with the longitudinal direction of the shock shock absorber. The impact shock absorber according to the above (1) or (2).
(4) A plurality of U-shaped shock absorbers having different distances between both ends of the U-shape are arranged, and the impact behind the distance between both ends of the front shock absorber in the arrangement in which the shock absorbers are arranged. The impact shock absorber according to (3) above, wherein the space between both ends of the absorber includes a wider portion.
(5) The shock shock absorber according to (4) above, wherein the arrangement includes a portion arranged so that the distance between both ends of the shock absorber is gradually widened.
(6) In the projected area when the shock shock absorber is irradiated with parallel light horizontally from the side surface side of the shock shock absorber, the total projected area of the shock absorber is the distance between the shock absorber and the shock absorber. The shock shock absorber according to any one of (1) to (5) above, which has a ventilation structure and is not more than the total area of the above.
(7) The impact shock absorber according to any one of (1) to (6) above, wherein the impact absorber is made of a steel rod.
(8) A plurality of shock absorbers are fixed or detachably attached to a concrete or metal base so as to line up in the longitudinal direction of the base, and are installed or connected to the end of a guard fence. The impact shock absorber according to any one of (1) to (7) above.
(9) The impact shock absorber according to (8) above, wherein the guard fence is a concrete guard fence, a guard rail, or a guard pipe.
(10) A shock absorber having a shock absorbing portion, a final stop portion, and a connecting end portion, the shock absorbing portion having a height lower than that of the connecting end portion and extending above the shock absorbing portion. Is a portion that collides with the impact absorber while the colliding vehicle is advancing, and the final stop portion is from the end portion of the impact absorbing portion on the connecting side to the connecting end of the guard fence. The impact shock absorber according to any one of (1) to (9) above, which is a portion that inclines upward toward the portion and stops a vehicle that does not stop at the shock absorbing portion.
(11) Provide a connecting portion with an adjacent guard fence that resists the force and the overturning moment that occur when the vehicle collides with the shock shock absorber from an oblique or lateral direction. The shock shock absorber according to any one of (1) to (10) above.
(12) A protective fence having a shock absorbing part having a mounting part of a shock absorbing body, a final stop part, and a connecting end portion, and the shock absorbing body is a shock absorbing body that absorbs a shock by bending due to a vehicle collision. It is a body, and the shock absorbing portion is provided with a plurality of mounting portions having a height lower than that of the connecting end portion and capable of mounting the shock absorbing body so as to extend above the shock absorbing portion, and the shock absorbing body. The final stop portion is a portion where the impact vehicle collides with the impact absorber while traveling, and the final stop portion is upward from the end portion of the impact absorption portion on the connecting side toward the connection end portion of the protection fence. A protective fence to which the impact absorber can be attached, which is a portion that stops a vehicle that is inclined to and does not stop at the impact absorbing portion, and the connecting end portion has a connecting portion that is connected to another protective fence.

The impact shock absorber of the present invention can reduce the impact when the vehicle collides, and can reduce the degree of damage to the colliding vehicle and the degree of injury to the driver.

FIG. 1 is a schematic diagram showing a state in which a vehicle collides with a branch of a road or an end of a vehicle guard rail. FIG. 2 is a schematic view showing a state in which a vehicle collides with an end portion of a temporary guard fence for a vehicle. FIG. 3 is a diagram showing a conventional shock absorber. FIG. 4 is a diagram showing a cross section in the lateral direction of a conventional guard rail for vehicles (installed by embedding a part in the road surface: rooting type). FIG. 5 is a diagram showing a cross section in the lateral direction of a conventional guard rail for vehicles (installed on a road surface: standing type). FIG. 6 is a view of a conventional vehicle guard rail in the longitudinal direction. 7 (a) and 7 (b) are views showing an embodiment of the impact shock absorber of the present invention. FIG. 8 (a) is a view showing a cross section in the lateral direction of the impact shock absorber of FIG. 7, and FIG. 8 (b) is an example of a member for providing a shock absorber mounting portion on the shock shock absorber in the inside-out direction. It is a figure which shows the shape seen from. FIG. 9 is a diagram showing a state in which the impact shock absorber, which is the guard fence of the present invention, is connected to the end of the vehicle guard fence. FIG. 10 is a schematic diagram showing an embodiment of the impact absorber in the present invention. FIG. 11 is a schematic view showing an embodiment of the shape of the shock absorbing portion in the present invention. FIG. 12 is a schematic view showing an embodiment of the shape of the shock absorbing portion in the present invention. FIG. 13 is a schematic view showing an embodiment of the shape of the shock absorbing portion in the present invention. 14 (a) and 14 (b) are views showing a conventional metal guard rail for a stationary vehicle. FIG. 15 is a diagram showing an embodiment of the impact shock absorber of the present invention. FIG. 16 is a diagram showing an embodiment of the impact shock absorber of the present invention. FIG. 17 is a diagram showing an example in which the shock shock absorber shown in FIGS. 15 and 16 is attached. 18 (a) and 18 (b) are views showing a conventional guard rail for a stationary vehicle whose base is made of concrete. FIG. 19 is a diagram showing an embodiment of the impact shock absorber of the present invention. FIG. 20 is a diagram showing an example in which the impact shock absorber shown in FIG. 19 is attached. FIG. 21 is a schematic view showing an embodiment of the impact shock absorber of the present invention. FIG. 22 is a diagram showing an embodiment of the impact shock absorber of the present invention. FIG. 23 is a schematic view showing an embodiment of the impact shock absorber of the present invention. FIG. 24 is a diagram showing an example in which the impact shock absorber is installed, and FIG. 24 is an example in which the impact shock absorber of FIGS. 21, 22 or 23 is installed. FIG. 25 is a diagram showing a method for measuring a projected area in the present invention. FIG. 26 is a diagram showing an example of a projected image in the present invention.

In the impact shock absorber of the present invention, a plurality of impact absorbers that absorb an impact by bending due to a collision of a vehicle are arranged on a road surface or a concrete or metal base so as to be lined up in the traveling direction of the collision vehicle. The material and shape of the shock absorber are not particularly limited as long as they can absorb the shock by bending due to the collision of the vehicle, but examples of the material include metal, rubber, resin, and the like, and the metal may be used. Can be mentioned, for example, iron, steel, alloys of iron with other metal elements, and the like. Examples of the shape include a rod shape, a pipe shape, a plate shape, a U-shape, and the like. In the case of a rod shape, the shape of the cross section is not particularly limited, and examples thereof include polygons such as circles, triangles, quadrangles, and pentagons. In the impact shock absorber of the present invention, the impact vehicle collides with the impact absorber and bends the impact absorber. At this time, a part of the traveling energy of the colliding vehicle is consumed. Since the impact absorber that has collided bends, the colliding vehicle goes over the bent impact absorber, collides with a plurality of impact absorbers arranged so as to line up in the traveling direction of the colliding vehicle, and gradually decelerates. Stop. Therefore, the impact on the collision vehicle and the driver can be reduced. Here, bending and bending means that the shock absorber bends due to the impact but does not break. If the shock absorber breaks, the cut part may fly around and cause other damage. The number and arrangement of the shock absorbers to be arranged are not particularly limited, and can be appropriately set from the assumed speed, weight, etc. of the collision vehicle, the strength of the shock absorbers, and the like. For example, the shock absorbers may be arranged side by side in one row, the shock absorbers may be arranged side by side in a plurality of rows such as two rows and three rows, or the rows may be increased or decreased in the middle. In the present invention, when the impact shock absorber is installed, the surface of the impact shock absorber on the side facing the object that the vehicle collides with without the impact shock absorber such as the branch portion of the road or the end of the guard fence. The back surface is referred to, the surface opposite to the back surface is referred to as the front surface, and the left and right surfaces when the impact shock absorber is viewed from the front surface are referred to as side surfaces. In the present invention, "line up in the traveling direction of a collision vehicle" means that the vehicle travels while colliding with the longitudinal end of a row of shock absorbers and bending the shock absorber, as well as the shock absorber. The longitudinal end of the row of impact absorbers is the collision vehicle because it may collide diagonally or laterally with the side surface when viewed from the longitudinal end of the row and proceed while bending the impact absorber. Not only when the impact absorbers are lined up facing each other, but also when the sides of the row of shock absorbers are lined up facing each other, and the collision vehicles are lined up so as to collide with a plurality of shock absorbers. .. The height of the impact absorber may be such that it comes into contact with the front surface of the collision vehicle and the kinetic energy of the collision vehicle is sufficiently transmitted to the impact absorber. The rod-shaped or U-shaped shock absorber can be easily manufactured, for example, by appropriately cutting a steel rod or bending it so as to form an arc portion. In the impact shock absorber of the present invention, the U-shaped shock absorber may be arranged so that both ends of the U-shape are on the bottom and the line connecting the two ends is inclined with the longitudinal direction of the shock shock absorber. The angle of inclination between the line connecting both ends and the longitudinal direction of the impact shock absorber is not particularly limited, but for example, 90 ° ± 45 °, 90 ° ± 30 °, 90 ° ± 10 °, 90 ° and the like are suitable examples. Can be mentioned. In the case of a U-shaped impact absorber, the vehicle collides with the line connecting both ends of the U-shape from a direction perpendicular to or diagonally, and the vehicle moves from the extension of the line connecting both ends of the U-shape. Upon collision, the U-shaped impact absorber bends to the side opposite to the collision side of the vehicle and absorbs the impact at the time of collision. One side orthogonal to the line connecting both ends of the U-shape is called the front side of the U-shape, the other side is called the back side, and the extension line side of the line connecting both ends is called the side surface. By attaching the U-shaped shock absorber so that both ends of the U-shape face down, the upper side of the shock absorber becomes arcuate, and the corners of the ends of the shock absorber do not face upward. Therefore, even if the driver or a passenger is thrown out of the vehicle at the time of a vehicle collision, it is possible to prevent an injury due to contact between the shock absorber and a person such as a shock absorber sticking. The U-shape in the present invention includes a shape in which the width between both ends (interval between both ends) of the U-shape is the same as the width of the arc portion, a wide shape, and a narrow shape. The impact shock absorber of the present invention may include a mounting portion on which the shock absorber can be mounted and removed.

In the impact shock absorber of the present invention, shock absorbers of the same shape and material may be arranged, or shock absorbers of different shapes or materials may be arranged in combination. The distance between the shock absorbers and the distance between the shock absorbers adjacent to each other can be set as appropriate. The higher the strength of the impact absorber and the narrower the distance between the adjacent impact absorbers, the greater the effect of stopping a high-speed and / or heavy collision vehicle. However, in this case, the impact due to the collision becomes stronger for a low-speed and / or light-weight collision vehicle. Therefore, for example, for an impact absorber arranged in front, that is, an impact absorber that the collision vehicle initially collides with. Decrease the strength and / or increase the distance between the impact absorbers to stop the vehicle while reducing the impact on low speed and / or light weight collision vehicles, behind it. As for the impact absorber, a high-speed and / or heavy-duty collision vehicle that does not stop at the impact absorber placed in front by increasing the strength and / or narrowing the distance between the impact absorber and the impact absorber. You may want to stop it.

As one embodiment of the shock absorbing device of the present invention, the shock absorbing portion has a shock absorbing portion, a final stop portion, and a connecting end portion, and the height of the shock absorbing portion is lower than that of the connecting end portion and is above the shock absorbing portion. A plurality of shock absorbers arranged so as to extend are provided so as to be lined up in the longitudinal direction, and is a portion where the collision vehicle collides with the shock absorber while traveling, and the final stop portion is a portion on the connecting side of the shock absorber. The impact shock absorber, which is a portion that inclines upward from the end portion toward the connecting end portion of the shock shock absorber and stops the vehicle that does not stop at the shock absorption portion, can be mentioned. The shock absorber is a shock absorber that absorbs a shock by bending due to a collision of a vehicle in the present invention, and the main body of the shock absorbing portion corresponds to a concrete or metal base in the present invention. The shock shock absorber is used in combination with a guard fence, and is used at the end of a plurality of connected guard fences. The impact shock absorber itself can also be referred to as a guard fence (guard fence used at the end).

An embodiment of the impact shock absorber (guard rail) of the present invention is shown in FIG. The shock shock absorber 1 shown in FIG. 7 is an example in which the main body portion is made of concrete. The shock absorbing device 1 has a shock absorbing unit 10 and a final stop portion 11, and the height h2 of the shock absorbing unit 10 is a connecting end portion which is an end portion of the shock absorbing device 1 on the side connected to another guard fence. The height of the shock absorber 10 is lower than the height h1, and the shock absorber 10 is provided with a plurality of shock absorbers 13 arranged in the longitudinal direction of the shock absorber 1, and the shock absorber 13 extends upward on the upper surface of the main body of the shock absorber 10. It is installed like this. The height of the shock absorbing portion 10 is not the height including the attached shock absorbing body 13, but the height of the main body of the shock absorbing portion 10. The height of the main body of the shock absorbing portion 10 is not particularly limited as long as the height of the colliding vehicle rides on the upper surface of the shock absorbing portion 10. The final stop portion 11 is inclined upward from the end portion on the connecting side of the shock absorbing portion 10 toward the connecting end portion 12. In the guard fence 1, there is a flat portion between the final stop portion 11 and the connecting end portion 12, but the final stop portion 11 may be inclined to the position of the connecting end portion 12. A collision vehicle that collides from the side of the impact absorbing portion 10 from the side opposite to the connecting side end (hereinafter, also referred to as the collision side end E) or the collision side end E is the impact absorbing portion 10. It advances while colliding with the shock absorber 13 on the upper surface, gradually slows down, and stops. If the collision vehicle does not stop at the impact absorbing portion 10, the collision vehicle is guided by the slope of the final stop portion 11 and jumps upward to stop. Since the impact is absorbed by being guided by the slope and jumping upward, the impact on the collision vehicle and the driver is reduced. The shock shock absorber 1 has a mounting portion for the anchor 15, and is fixed to the road surface by the anchor 15. Further, a display that calls attention may be installed near the collision side end portion E of the shock absorbing portion 10, such as a display plate 14. The columns of the display plate 14 are naturally bent due to a vehicle collision. The upper surface of the impact absorbing portion 10 in the impact shock absorber 1 is parallel to the lower surface of the impact absorbing portion 10, but may be inclined toward the traveling direction of the collision vehicle, that is, toward the end portion on the connecting side. The surface of the impact side end E of the impact absorbing portion 10 may be a vertical surface, but in order to prevent the bumper at the lower part of the impact vehicle from directly colliding with solid concrete, an inclined surface similar to the slope of the final stop portion 11 is used. It can also be set as ES. Further, in order to prevent the bumper at the lower part of the collision vehicle that collides with the side surface S of the impact absorbing unit 10 from an oblique direction or a lateral direction (direction facing the side surface) directly from colliding with solid concrete, the impact absorbing unit The side surface S of the 10 may be set as an inclined surface like the collision side end portion E.

In the guard fence of the present invention, the material, shape, strength, number, arrangement, spacing, arranging distance, etc. of the impact absorber are determined by the assumed type of collision vehicle, speed, size of the guard rail installation location, etc. The impact shock absorber 1 can be appropriately selected depending on the situation, but in the impact absorber 1, six steel rods having a diameter of 32 mm bent into a U shape from the vicinity of the collision side end are bent at intervals of 200 mm, and then six. Nine steel rods with a diameter of 32 mm bent into a U shape are attached at intervals of 200 mm. In FIG. 7, a U-shaped steel rod is used, and two straight steel rods having a diameter of 32 mm are arranged side by side in 6 rows (12 rods) at 200 mm intervals, and 9 rows at 200 mm intervals. (18) It has the same impact absorption capacity as when it is arranged. The length of the portion of the shock absorber 13 protruding above the upper surface of the shock absorbing portion 10 is 500 mm. Stop the vehicle up to the 1t vehicle that has collided at a speed of 65km / h at the 6th (or 6th row, 12th) part from the collision side end side, and the next 9th (or 9th row, 18th) rod part. It is possible to stop vehicles up to 2.5t that have collided at a speed of 65km / h. The strength and number of shock absorbers to be used can be selected as follows. The energy (collision energy or impact degree) immediately before a collision of a colliding vehicle can be expressed by 0.5 × vehicle weight × collision speed squared. A collision experiment is performed by arranging the impact absorbers in advance, and the collision energy is divided by the number of collapsed impact absorbers to calculate the yield strength per impact absorber. In the case of the steel rod having a diameter of 32 mm used above (in the case of a linear rod), it was 13.8 kJ / piece. Since the collision energy of a 1t vehicle that collides at a speed of 65km / h is 163kJ, this is divided by the yield strength per vehicle to obtain 12 vehicles. Further, since the collision energy of a 2.5t car that collides at a speed of 65km / h is 408kJ, if this is divided by the yield strength per one, it becomes 30 (12 + 18). Therefore, when two straight bars are arranged side by side, the number is 6 + 9, and when a U-shaped bar is used, the number is 6 + 9. By adjusting the strength, number, and the like of the impact absorbers in this way, vehicles of different weights can be stopped on the impact absorber. Further, for the impact absorber arranged in the front, that is, the impact absorber in which the collision vehicle collides at the initial stage, the strength is made lower than that of the impact absorber arranged in the rear, or the distance between the impact absorbers is widened. The vehicle is stopped while reducing the impact on the low-speed and / or light-weight collision vehicle, and the rear impact absorber is stronger than the impact absorber placed in the front, or between the impact absorbers. The space between the two may be narrowed so that a high-speed and / or heavy-duty collision vehicle that does not stop by the shock absorber arranged in front may be stopped. For example, a 4t to 10t vehicle can be stopped. In the impact shock absorber of the present invention, by changing the type of the impact absorber and / or the distance between the impact absorbers in the arrangement of the impact absorbers, the impact vehicle can be subjected to regardless of the speed and / or weight of the impact vehicle. The collision vehicle can be stopped while reducing the impact. In the impact shock absorber 1, the impact absorber 13 is attached to the upper surface of the main body of the impact absorbing unit 10, but it may be attached to the side surface so as to extend above the impact absorbing unit 10 from the side surface. The length (longitudinal direction), width (shortward direction) and height of the impact shock absorber of the present invention are not particularly limited, but when used at the end of the guard fence, the size and size of the guard fence generally used. From the viewpoint of matching, for example, in the shock shock absorber 1, the length is 4000 mm, the width is 550 mm, the height h1 of the connecting end portion 12 is 920 mm, and the height h2 of the shock absorbing portion 10 is 230 mm. When a steel rod is used as the shock absorber, the diameter of the rod can be, for example, 10 to 50 mm. The length of the shock absorbing portion in the longitudinal direction can be, for example, 2 to 10 m, and the angle of the slope of the final stop portion with respect to the horizontal plane can be, for example, 30 to 80 °. In a general guard fence, the position and size of the shock absorber are limited, so that the structure of the shock absorber cannot be complicated. However, according to the shock absorbing method using the shock absorber in the present invention, the position is limited. It has an excellent effect of reducing the impact of various vehicle types even if it is wide and wide. As a standard for occupant safety in the event of a vehicle collision, the standard for installing guard fences stipulates the acceleration received by the vehicle. This is because the occupants will not be injured or killed by the large acceleration in the event of a collision. The value is, for example, less than 200 m / s ^2/10 ms (average acceleration for 0.01 seconds) in the case of a rigid guard fence of class SB (strength of 280 kJ or more, guard fence for vehicles for roadsides). This is a value when a vehicle having a mass of 1 ton collides with a guard fence at a collision speed of 100 km / h and a collision angle of 20 degrees. As a simple test method, the same impact can be reproduced by colliding a heavy vehicle at a low speed with a collision angle of 90 degrees, but a rigid box (at the tip of the vehicle) at the tip of a 29.8 ton forklift. (Equivalent) was attached, and at a speed of 12 km / h immediately before the collision, a steel rod with a diameter of 32 mm bent into a U shape (impact absorber) was made to collide with an impact shock absorber arranged at intervals of 200 mm, and then stopped. It took 1.9 seconds to do this. From this, the average acceleration is 1.75 m / s ² , which is 1/114 of the 200 m / s ² specified by a general highway guard rail, and the impact on the occupants is sufficient due to the impact absorber. It is buffered and it can be seen that it is highly safe in the event of a collision. FIG. 7B shows the same impact shock absorber as in FIG. 7A (however, the length of the portion where the impact absorber protrudes above the upper surface of the impact absorbing portion is 690 mm) is connected to another guard fence. It is a schematic diagram which shows the state which was done. The impact absorber and the columns of the display board are described so that the inside of the impact absorber can be seen. When the impact shock absorber of the present invention is used at the end of a guard fence, it is connected to the guard fence main body with a connecting steel material to prevent it from tipping over or sliding when it is hit by a shock absorbing portion from an oblique or lateral direction. Since the total weight of the guard rail body to be connected, the pull-out resistance of the anchor and the shearing force of the anchor, and the sliding resistance of the rooting portion can be used, it is possible to reduce or prevent overturning and sliding. One embodiment of the shock shock absorber of the present invention is an adjacent protection that resists the force and overturning moment that causes the shock shock absorber to slide when the vehicle collides with the shock shock absorber from an oblique or lateral direction. It has a connection with the fence.

FIG. 8A is a diagram showing a cross section of the impact shock absorber 1 in the lateral direction. In the shock absorber of the present invention, the method of attaching the shock absorber is not particularly limited, but in the shock absorber 1, an insertion tube 17 for inserting the shock absorber 13 is embedded in the shock absorber 10. The upper portion of the insertion tube 17 is welded to a protective steel plate 16 having a hole having the same diameter as the inner diameter of the insertion tube 17, and the protective steel plate 16 is installed so as to be in contact with the upper surface of the shock absorbing portion 10. The central figure of FIG. 8A is a diagram showing a state in which the impact shock absorber 1 tries to slide when the vehicle collides with the impact shock absorber 1 from an oblique direction or from the lateral direction, and is a diagram showing a state of FIG. 8A. ) Is a diagram showing a state in which the impact shock absorber 1 is about to fall when the vehicle collides with the impact shock absorber 1 from an oblique direction or from the lateral direction. In the present invention, by connecting to the guard fence main body with a connecting steel material, the total weight of the guard fence main body to be connected, the pull-out resistance of the anchor and the shearing force of the anchor, and the sliding resistance of the rooting portion can be used, so that the guard can fall or slide. Can be reduced or prevented. FIG. 8B is a diagram showing an example of a member for installing the protective steel plate 16 and the insertion tube 17, and aligns the holes with the protective steel plate 16 having a hole having the same diameter as the inner diameter of the insertion tube 17. The insertion tube 17 is welded as described above, and the member wound around the insertion tube 17 by the belt 18 so that the insertion tube 17 does not tilt is inverted in order to make it easier to understand. When the ready-mixed concrete is poured into the formwork to create the shock absorbing portion 10, the member of FIG. 8B is placed in the ready-mixed concrete so that the insertion pipe 17 is on the bottom and hardened. ) Can be manufactured. The inner diameter of the insertion tube 17 is not particularly limited as long as the shock absorber 13 can be inserted and fixed, and the shock absorber 13 may have a size that is substantially in contact with the inside of the insertion tube 17 and is fixed. There may be a gap between the absorber 13 and the inside of the insertion tube 17, and if necessary, the gap may be filled with a resin such as sand, mortar, polyurethane, or the like and fixed. Further, even if there is a gap between the shock absorber 13 and the inside of the insertion tube 17, it is not always necessary to fill the gap as long as the shock absorber 13 wobbles a little. Since the impact on the impact absorber 13 at the time of a vehicle collision is in the lateral direction and hardly acts in the upward direction, there is little possibility that the impact absorber 13 will come off due to the collision. Further, by installing the protective steel plate 16 on the upper part of the insertion pipe 17, when the vehicle collides with the impact absorber 13 and a lateral force is applied to the impact absorber 13, the concrete around the insertion pipe 17 is damaged. You can prevent it from happening. By providing a mounting part in the shock absorbing part that makes it easy to install and remove the shock absorber, in the event of a vehicle collision, the shock absorber bent due to the collision is removed and a new shock absorber is installed to protect it. It can be used continuously without replacing the fence body.

As one embodiment of the present invention, a protective fence to which a shock absorber can be attached and detached may be used. The guard fence is a guard fence having a shock absorbing portion having a mounting portion of a shock absorber, a final stop portion, and a connecting end portion, and the shock absorber absorbs a shock by bending due to a vehicle collision. It is a shock absorber, and the shock absorbing portion is provided with a plurality of mounting portions having a height lower than that of the connecting end portion and capable of mounting the shock absorbing body so as to extend above the shock absorbing portion. After the absorber is attached, it is a portion where the collision vehicle collides with the impact absorber while traveling, and the final stop portion is directed from the end portion of the impact absorption portion on the connecting side toward the connection end portion of the protection fence. It is a protective fence to which the shock absorber can be attached, which is a portion that is inclined upward and stops the vehicle that does not stop at the shock absorbing portion. Such a guard fence can be equipped with a shock absorber at the time of installation in the field, and the type of the shock absorber to be attached can be changed depending on the installation location. Further, even if the shock absorber bends, it can be replaced with a new shock absorber and continuously used as a guard fence having a shock absorbing function.

FIG. 9 is a diagram showing an example in which the shock shock absorber 1 is installed. A normal guard fence is connected, and the impact shock absorber 1 is connected to the end thereof by a connecting plate near the connecting end 12. In FIG. 9, in order to lower the impact side end portion of the impact shock absorber 1 to reduce the impact when the collision vehicle collides with the collision side end portion and to make it easier to be guided on the impact absorption unit 10, shock buffering is performed. The lower part of the device 1 is buried in the road. The height of the lower surface of the bumper is about 170 mm for light passenger cars, about 300 mm for ordinary passenger cars, and about 400 mm for large trucks. Or, if it is 170 mm or less, the impact at the time of collision with the collision side end can be reduced even for a light passenger car. In the impact shock absorber 1, the impact absorber 13 has a U-shape, but the shape of the impact absorber 13 is not particularly limited, and examples thereof include a rod shape, a pipe shape, and a plate shape. Further, in order to prevent the impact absorber from scattering at the time of a collision, the impact absorber may be fixed to the guard fence main body with a string, a wire or the like. In FIG. 9, a wire is connected between the impact absorber and the impact absorber, and the wire is fixed to the slope of the final stop portion.

FIG. 10 is a diagram showing other embodiments of the shape and arrangement of the impact absorber. The left side of FIG. 10 is a view showing a cross section of the impact shock absorber 2-1 in the lateral direction, in which rod-shaped or pipe-shaped impact absorbers 23-1 are arranged one by one in the longitudinal direction. The right side of FIG. 10 is a view showing a cross section of the impact shock absorber 2-2 in the lateral direction, and two rod-shaped or pipe-shaped impact absorbers 23-2 are arranged in the longitudinal direction. 11 to 13 are diagrams showing other embodiments of the shape of the shock absorbing portion. In the impact shock absorber 3 of FIG. 11, the impact absorbing unit 10 has a two-step stepped shape. In the impact shock absorber 4 of FIG. 12, the impact absorbing unit 10 and the final stop unit 11 have a stepped shape. In this case, the portion where the impact absorber 13 is installed is referred to as the impact absorbing unit 10, and other than that. The stepped portion of is called the final stop portion 11. In the present invention, the inclination of the final stop portion 11 also includes a stepped shape. In the impact shock absorber 5 of FIG. 13, the impact absorbing portion 10 and the final stop portion 11 are in a series of slopes (inclined upward toward the connecting end portion), and in this case, the impact absorbing body 13 is installed. The portion that is used is referred to as a shock absorbing portion 10, and the other portion is referred to as a final stop portion 11. The impact shock absorber of the present invention may be manufactured at a factory (precast), carried into an installation site, and installed, or concrete may be poured into a formwork at the installation site by casting on site.

In one embodiment of the impact shock absorber of the present invention, a plurality of U-shaped impact absorbers are arranged on a concrete or metal base so as to be arranged in the traveling direction of the collision vehicle. FIG. 14 is a diagram showing a conventional guardrail whose upper part is a guardrail or the like and a guardrail made of H steel at the lower part, and FIG. 14A is an example in which a single-sided beam type guardrail is attached. b) is an example in which a double-sided beam type guardrail is attached. FIG. 15 is a cross-sectional view in the lateral direction showing an embodiment of the impact shock absorber of the present invention installed at the end thereof. A U-shaped impact absorber 63 is attached to the upper inner surface of a metal base 60, for example, an H-shaped steel by welding or the like, and the impact absorbers 63 are attached so as to line up in the longitudinal direction. Further, the base 60 is fixed to the road surface by the anchor 65. The final stop is not provided, but the mechanism for stopping the other colliding vehicles is the same as for the concrete base. FIG. 16 is a diagram showing a modified example of the impact shock absorber shown in FIG. FIG. 16A shows an example in which the U-shaped impact absorber 63 is attached to the outside of the H-shaped steel by welding or the like, and FIG. 16B shows an example in which a sheath tube is welded to the upper inner surface of the H-shaped steel by welding or the like. By fixing it and inserting and attaching the shock absorber 63 here, it is possible to replace it even if it collides and bends. In FIG. 16 (c), concrete is placed around the sheath pipe of FIG. 16 (b) to make the circumference of the sheath pipe more rigid, and the weight is also increased in order to increase the resistance to sliding and falling. is doing. FIG. 17 is a schematic view showing a state in which the impact shock absorbers of FIGS. 15 and 16 are attached to the temporary guard fence of FIG. The H steel under the temporary guard fence of FIG. 14 and the base 60 of the impact shock absorber of FIGS. 15 and 16 are connected by a connecting steel material. FIG. 18 is a diagram showing a guardrail with a guardrail or the like at the upper part and a concrete block or the like as a foundation (base) at the lower part, and FIG. 18A is an example in which a single-sided beam type guardrail is attached. 18 (b) is an example in which a double-sided beam type guardrail is attached. FIG. 19 is an example of a shock absorber in which a U-shaped shock absorber is attached to a concrete base. In the impact shock absorber of FIG. 19, a sheath tube is attached to a concrete base, and a shock absorber is attached by inserting the sheath tube into the sheath tube. FIG. 20 is a schematic view showing a state in which the impact shock absorber of FIG. 19 is attached to the temporary guard fence of FIG. The concrete block under the temporary guard fence of FIG. 18 and the base of the impact shock absorber of FIG. 19 are connected by a connecting steel material. As described above, in the shock shock absorber of the present invention, a plurality of shock absorbers are fixed or detachably attached to a concrete or metal base so as to be lined up in the longitudinal direction of the base, and the end portion of the guard fence is attached. Includes shock shock absorbers installed or coupled to. In this case, if the base of the shock shock absorber is made of concrete and the guard fence connected to the concrete base is a concrete guard fence or a guard rail or guard pipe and the base is made of concrete, the shock shock absorber When the base of the concrete is made of metal and the guard fence connected to the metal base is a metal guard rail or guard rail or guard pipe and the base is made of metal, or when the target of the combination is replaced. including.

In one embodiment of the impact shock absorber of the present invention, a plurality of impact absorbers having a U-shape and different spacing between both ends of the U-shape are arranged on a concrete or metal base, and a front impact is generated in the arrangement. A portion in which the distance (width) between both ends of the U-shape in the rear impact absorber is wider than the distance (width) between both ends of the U-shape in the absorber is included. Here, the rear means the direction toward the branch of the road or the end side of the guard fence when the shock shock absorber is installed, and the front means the opposite direction. The fact that the distance between both ends of the rear impact absorber is wider than the distance between both ends of the front impact absorber does not necessarily mean that this relationship with the adjacent impact absorbers is necessary, and the arranged impacts are arranged. Any of the absorbers may be in this relationship. Further, it is preferable to include a portion in the arrangement so that the distance between both ends of the U-shape in the shock absorber is gradually widened. The gradual increase in the distance between both ends means that the distance between both ends of the rear impact absorber is wider than the distance between both ends of the front shock absorber in the adjacent shock absorbers. Including such an arranged portion means that there is such an arranged portion in the arrangement of the shock absorber. Therefore, a portion where the distance between both ends gradually widens and a portion where the gap between both ends does not change or becomes narrow may be included. Further, the array may be composed of only the portion where the distance between both ends gradually increases. Further, the distance (interval) between the adjacent shock absorbers may be the same or different in the arrangement of the shock absorbers. As in the case of the shock absorber 1, for the shock absorber arranged in front, that is, the shock absorber that the collision vehicle collides with at the initial stage, the strength is lowered and / or between the shock absorber and the shock absorber. Increase the spacing to stop the vehicle while reducing the impact on low-speed and / or light-weight collision vehicles, and increase the strength of the impact absorber behind it and / or impact with the impact absorber. The distance between the absorber and the shock absorber may be narrowed to stop a high-speed and / or heavy-duty collision vehicle that does not stop at the shock absorber arranged in front.

The impact shock absorber of this embodiment will be described with reference to FIGS. 21 and 22. 21 and 22 are examples in which the array is configured only in the portion where the distance between both ends gradually increases. The impact shock absorber 7 on the left side of FIG. 21 has a plurality of impact absorbers 73 having a U-shape and different spacing between both ends on the upper surface of a concrete base 70 having a substantially trapezoidal upper surface in which the width of the upper surface is gradually widened. Are attached side by side so that the distance between both ends gradually increases, with both ends of the U-shape facing down. Then, the base 70 is fixed to the road surface by the anchor 75. The right side of FIG. 21 is a diagram of a cover for covering the impact shock absorber 7 with a cover having a display for calling attention to the driver of the vehicle. The content of the display is not particularly limited as long as it calls the driver's attention, but as an example, the cover 79 has a black line on a yellow background. The impact shock absorber 8 on the left side of FIG. 22 has a plurality of impact absorbers 83 having a U-shape and different distances between both ends on the upper surface of a concrete base 80 having a substantially trapezoidal upper surface in which the width of the upper surface is gradually widened. Are attached side by side so that the distance between the two ends gradually increases, with both ends of the U-shape facing down. The shock shock absorber 8 is fixed on the road by embedding the base 80 in the road surface as shown in the figure on the right side of FIG. 22. Further, the figure on the right side of FIG. 22 is a diagram in which a cover 89 having a black line on a yellow background for drawing the attention of the driver of the vehicle is put on the impact shock absorber 8. 21 and 22 are views for explaining the feature portion of the present invention, and the shock shock absorbers 7 and 8 are further extended in the direction in which the distance between both ends of the shock absorbers 73 and 83 is widened, and a larger number of shock absorbers 7 and 8 are provided. The shock absorbers 73 and 83 may be arranged side by side. The impact shock absorbers 7 and 8 direct the front of the impact absorbers 73 and 83 (the one having a narrow distance between both ends) in the direction in which the vehicle collides, so that the impact absorbers 73 and 83 move in the traveling direction of the colliding vehicle. line up. The vehicle that collides with the shock shock absorber 7 or 8 advances and stops while bending the shock absorber 73 or 83 on the base 70 or 80. In the case of the present embodiment, the arrangement of the impact absorbers includes a portion in which the distance between both ends of the rear shock absorber is wider than the distance between both ends of the front shock absorber, or because the shock shock absorbers 7 and 8 are used. Since the widths of both ends of the impact absorber 73 or 83 are gradually widened, the vehicle that collides with the impact shock absorber does not go straight and collides with the impact absorber even if the traveling direction shifts to the left or right. Can be done. Further, even when the vehicle collides diagonally from the side surface of the impact shock absorber, it can collide with the impact absorber from the front direction instead of the side surface of the U-shaped impact absorber. Therefore, the impact of the collision vehicle can be efficiently reduced. 21 and 22 are examples when the base is made of concrete, but the base may be made of metal. FIG. 23 shows an example of the impact shock absorber 9 in which the same base as the impact shock absorber 7 shown in FIG. 21 is used and the arrangement of the shock absorbers is changed. The shock shock absorber 9 has a base 90 having the same shape as the shock shock absorber 7, and the base 90 is fixed to the road surface by the anchor 95. Further, a U-shaped shock absorber 93 is attached to the base 90. In the shock shock absorbers 7 and 8, the front surface of the U-shaped shock absorbers 73 and 83 faces the front of the shock shock absorber, whereas in the shock shock absorber 9, the side surface of the U-shaped shock absorber 93 is impacted. It faces the front of the shock absorber. Further, in the shock shock absorber 9, a line connecting both ends of the shock absorber 93 in a U shape is formed along the edge of the upper surface of the concrete base 90 having a substantially trapezoidal upper surface in which the width of the upper surface is gradually widened. Since the vehicles are arranged so as to be substantially parallel to the edge of the upper surface of the base 90, the vehicle colliding with the shock shock absorber does not go straight and can collide with the shock absorber even if the traveling direction shifts to the left or right. .. Further, even when the vehicle collides diagonally from the side surface of the impact shock absorber, it can collide with the impact absorber from the front direction of the U-shaped impact absorber. Therefore, the impact of the collision vehicle can be efficiently reduced. Similar to the shock shock absorbers 7 and 8, the shock shock absorber 9 may also be covered with a cover having a display for calling attention to the driver of the vehicle. Further, FIG. 24 is a diagram showing an example in which the impact shock absorber 7, 8 or 9 is installed. This is an example of installation on the wall railing of the high bridge branch, and if the width of the shock shock absorber is constant, a vehicle that deviates from the shock shock absorber may collide with the wall railing (left side of FIG. 24). In the case of the device 7, 8 or 9, since the width of the shock absorber widens toward the wall balustrade, the colliding vehicle is surely collided with the shock absorber (the figure on the right side of FIG. 24), and the colliding vehicle and the driving are performed. The impact on the person can be reduced.

In one embodiment of the shock absorber of the present invention, the total projected area of the shock absorber is the total projected area of the shock absorber when the shock shock absorber is irradiated with parallel light horizontally from the side surface side of the shock shock absorber. It is a shock shock absorber having a ventilation structure, which is equal to or less than the total area of the distance between the body and the shock absorber. Here, "horizontal" means horizontal to the road surface when the impact shock absorber is installed on the road surface. Further, the side surface side of the shock shock absorber means that the shock shock absorber is viewed from the side by 90 ° when viewed from the front. This will be described with reference to FIGS. 25 and 26. The upper figure of FIG. 25 is a diagram of the shock shock absorber of FIG. 21. Light parallel to this shock absorber is irradiated from the side surface side of the arrow. As shown in the lower figure of FIG. 25, the direction of irradiating the light is 90 ° laterally when the shock shock absorber is viewed from the front. A surface P perpendicular to the road surface and orthogonal to the irradiation light is placed on the opposite side of the shock shock absorber from the light source. FIG. 26 is a diagram showing an image projected on the surface P. The total area of the image of the shock absorber 73, that is, the total projected area of the shock absorber (the total of the black-painted parts surrounded by the dotted line in FIG. 26) is the distance between the shock absorber and the shock absorber 76. Is less than or equal to the total area of (the total of the white-painted portions surrounded by the dotted line in FIG. 26). The dotted line in FIG. 26 represents a surface surrounded by the outer side surface of the impact absorber images at both ends, the line connecting the upper ends of each impact absorber image, and the upper surface of the base between the impact absorber images at both ends. Further, the area of the space between the impact absorber and the impact absorber is defined in the projection drawing when the U-shaped impact absorber is projected from other than the side surface direction as in the impact shock absorber shown in FIG. 23, for example. Includes the area of space inside the U-shape. Shock absorber With such a structure, when a crosswind is received, the wind passes between the shock absorber and the shock absorber, and the resistance of the wind is reduced. Therefore, even when the shock shock absorber is installed in a place where the wind is strong, or in the case of a storm such as a typhoon, the risk of the shock shock absorber falling or slipping is reduced. Therefore, even if measures for fixing anchors or increasing the weight are normally required, it is not necessary to take these measures, or it is possible to reduce these measures. In addition, this ventilation structure can reduce resistance not only to wind but also to water. Therefore, it is possible to reduce the risk of tipping or slipping even in a place affected by the overdraft wave when a typhoon arrives and the wave becomes high, or when water overflows from a river or a drainage ditch due to a typhoon or the like. Therefore, the ventilation structure in the present invention also functions as a water passage structure, and from this viewpoint as well, it is possible to eliminate or reduce the anchor fixing and the weight-increasing measures as described above. Further, from the viewpoint of further improving the ventilation action and the water flow action, in addition to the projected area from the side surface side, the projected area when parallel light is horizontally irradiated to the shock shock absorber from the front side of the shock shock absorber. It is preferable that the total projected area of the shock absorber is equal to or less than the total area of the distance between the shock absorber and the shock absorber, and parallel light is horizontally transmitted from the side surface side to the front side of the shock absorber. It is more preferable that the total projected area of the shock absorbers is equal to or less than the total area of the distance between the shock absorbers and the shock absorbers regardless of the irradiation. With such a structure, better ventilation and / or water passage effect can be obtained regardless of the direction in which wind or water is blown or flows. In addition, it is possible to remove the warning cover in preparation for the influence of wind and water, and to remove the warning cover in advance when overtopping waves or storms are expected.

Since the impact shock absorber of the present invention can reduce the impact on a colliding vehicle and a driver, it is possible to reduce the impact on a colliding vehicle and a driver. It can be suitably used for the part. In particular, it can be suitably used for a branch of a road, an end of a temporary guard fence surrounding an area under construction, and the like.

1 Shock absorber 10 Shock absorber 11 Final stop 12 Connecting end 13 Shock absorber 14 Attention display board 15 Anchor 16 Protective steel plate 17 Shock absorber insertion tube 18 Belt 2-1 Shock absorber 23-1 Shock absorber 2-2 Shock absorber 23-2 Shock absorber 3 Shock shock absorber 4 Shock shock absorber 5 Shock shock absorber 6 Shock shock absorber 60 Base 63 Shock absorber 65 Anchor 7 Shock shock absorber 70 Base 73 Shock absorber 75 Anchor 76 Impact Spacing between absorber and shock absorber 79 Cover 8 Shock absorber 80 Base 83 Shock absorber 89 Cover 9 Shock shock absorber 90 Base 93 Shock absorber 95 Anchor E Collision side end ES Collision side end Inclined surface S Shock absorption Side of the part P Projected surface

Claims (12)

A shock shock absorber in which a plurality of shock absorbers that absorb impact by bending due to a vehicle collision are arranged on a road surface or a concrete or metal base so as to be lined up in the traveling direction of the collision vehicle. The shock absorbing device according to claim 1, wherein the shape of the shock absorber is U-shaped, rod-shaped, pipe-shaped, or plate-shaped. The shape of the shock absorber is U-shaped, and the shock absorber is arranged so that both ends of the U-shape are on the bottom and the line connecting the two ends has an inclination with the longitudinal direction of the shock shock absorber. The impact shock absorber according to claim 1 or 2. A plurality of U-shaped shock absorbers having different distances between both ends of the U-shape are arranged, and in the arrangement in which the shock absorbers are arranged, the impact absorbers behind the front end of the shock absorbers are arranged. The impact shock absorber according to claim 3, wherein the distance between both ends includes a wider portion. The shock shock absorber according to claim 4, wherein the arrangement includes a portion arranged so that the distance between both ends of the shock absorber is gradually widened. In the projected area when parallel light is horizontally irradiated to the shock absorber from the side surface side of the shock shock absorber, the total projected area of the shock absorbers is the area of the distance between the shock absorbers and the shock absorbers. The impact shock absorber according to any one of claims 1 to 5, which has a ventilation structure, which is less than or equal to the total. The shock shock absorber according to any one of claims 1 to 6, wherein the shock absorber is made of a steel rod. A claim comprising a plurality of shock absorbers fixed or detachably attached to a concrete or metal base so as to line up in the longitudinal direction of the base, and installed or connected to the end of a guard fence. Item 6. The impact shock absorber according to any one of Items 1 to 7. The impact shock absorber according to claim 8, wherein the guard fence is a concrete guard fence, a guard rail, or a guard pipe. It has a shock absorbing part, a final stop part and a connecting end part.
The impact absorbing portion has a height lower than that of the connecting end portion, and is provided with a plurality of impact absorbers arranged so as to extend above the impact absorbing portion so as to be arranged in the longitudinal direction. The part that collides with the absorber,
The final stop portion is characterized in that it is a portion that inclines upward from the end portion of the impact absorbing portion on the connecting side toward the connecting end portion of the guard fence and stops the vehicle that does not stop at the impact absorbing portion. The impact shock absorber according to any one of claims 1 to 9. It is characterized by being provided with a connecting portion with an adjacent guard fence that resists the force for sliding the shock shock absorber and the overturning moment that occur when the vehicle collides with the shock shock absorber from an oblique or lateral direction. The shock shock absorber according to any one of claims 1 to 10. A guard rail with a shock absorber with a mounting part for the shock absorber, a final stop and a connecting end.
The shock absorber is a shock absorber that absorbs a shock by bending due to a vehicle collision.
The shock absorbing portion is provided with a plurality of mounting portions having a height lower than that of the connecting end portion and capable of mounting the shock absorber so as to extend above the shock absorbing portion, and after mounting the shock absorber. , The part where the collision vehicle collides with the impact absorber while traveling.
The final stop portion is a portion that inclines upward from the end portion of the impact absorbing portion on the connecting side toward the connecting end portion of the guard fence and stops the vehicle that does not stop at the impact absorbing portion.
The connecting end is a guard fence to which the shock absorber can be attached, which has a connecting portion connected to another guard fence.

Images