JP4791176B2 - Rear-end energy absorber - Google Patents

Description

  The present invention relates to a rear-end collision energy absorbing device that is placed on a road surface or fixed to a road surface and absorbs collision energy when an automobile collides to ensure the safety of an occupant.

Guard fences, guard rails, safety cones, water drums, sand bags, etc. are widely used as conventional impact energy absorbing devices.

  On the other hand, it is a molded product such as foamed plastic formed in the shape of almost a triangular prism, and one of the slopes is placed on the road and placed on the road. It has been proposed that a heavy object embedded in the vicinity of the ridge line of the vehicle is rotated around a fulcrum so as to dig into the lower surface of the front of the vehicle and stop the vehicle (Patent Document 1).

In addition, a vehicle collision shock absorber has been developed in which a sheet-like portion is integrally extended from a shock absorbing body using a shock absorbing material such as urethane resin toward an entering car along the entering direction ( Patent Document 2).

Further, the seat member includes a buffer body that is deformed by a vehicle collision and cushions an impact to the vehicle and stops the vehicle, and a seat member that is stepped on by the vehicle at the time of the collision. A dual structure having a bifurcated portion and a double structure portion extending vertically from the bifurcated portion and stacked in two sheets, and having the buffer body sandwiched between the sheets of the double structural portion. There has also been proposed a vehicle collision shock absorber provided with a joining means for releasably joining the upper and lower sheets to the open end of the part (Patent Document 3).

Japanese Patent Publication No. 2-11687, Claims (Claim 1) JP-A-11-280030, FIGS. 10 to 12 JP 2003-74024 A, Claims (Claim 1)

However, in the safety cone and the water drum, when an automobile collides, it is dangerous to be easily blown away by the powerful kinetic energy of the automobile. In particular, the water drum is extremely dangerous because in winter, the water in the water drum freezes and changes into a hard concrete block, so that it cannot absorb or reduce the external impact force applied to the occupant.

Moreover, although sand bags are difficult to be blown away when a car collides, even if a car collides at a low speed, the pile easily collapses, and if it collapses, the function of suddenly stopping the car is reduced. For this reason, there is a problem that maintenance is always required, and installation requires a lot of work to stack a number of sand bags one by one.

On the other hand, the vehicular security protector described in Patent Document 1 must secure a sufficient evacuation area at the rear, and must be managed so that no person or the like enters the area. In addition, when the vehicle jumps in and collides, it is difficult to absorb the rear-end collision energy of the vehicle at the installation position, that is, it is blown off or collapses to stop the vehicle safely.

Since the vehicle collision shock absorbers described in Patent Document 2 and Patent Document 3 collide with the buffer body after traveling on the sheet-shaped portion, the sheet-shaped portion is pressed by the weight of the automobile. It is not blown away, and the shock absorbing body is deformed by receiving an impact on the spot, so that the collision energy can be absorbed. However, the assembly and installation work is troublesome in actual use in the field, and furthermore, the braking effect of the tire itself mounted on the car cannot be exhibited, and the collision buffer itself is a sliding material such as a ski. Since it runs as a car and slides along with the car it rides on, there is a problem that it is difficult to absorb the rear-end energy of the vehicle at the installation position.

The present invention has been intensively studied in view of the above circumstances, and the object of the present invention is simply to provide a rear-end collision energy absorption device for absorbing and mitigating rear-end collision energy when a vehicle collides to ensure occupant safety. To provide in a special structure.

In order to achieve the above object, the invention of claim 1 is fitted into a base portion (61) fixed to a road surface, a guide path (62) provided in the base portion, and the guide path (62), When the vehicle collides from the front by the guide path (62), the base (56) is moved from the front to the rear, and the base (56) is erected at the front end of the base (56). A partition wall (52) formed so as to have an L-shape as a whole, a plurality of shock-absorbing members (55) capable of absorbing and reducing impact by pressing and deforming, and the shock-absorbing member (55) Housings (51a, 51b) for containing the shock absorbing members (55) before and after the partition wall (52) by the housings (51a, 51b) and the partition wall (52), respectively. Including front compartment (53) and rear compartment Housing (51a, 51b) that defines (54), and when the vehicle collides from the front, the energy of the collided vehicle is connected to the base (56) in an L-shape. It acts as energy directed rearward with respect to the partition wall (52) and the front compartment (53), and the impact buffer member (55) in the rear compartment (54) can be crushed. It is characterized by

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According to a second aspect of the present invention, in the rear-end collision energy absorbing device according to the first aspect, the rear-end collision energy absorption performance of the shock absorbing member is different in each of the compartments (53, 54), and the rear-end collision energy absorption performance when a vehicle collides. It is characterized by being pressed and deformed from the smaller compartment.

According to the rear-end collision energy absorption device according to the second aspect of the present invention, the rear-end compartment and the rear-end compartment can be formed so that the rear-end collision energy absorption performance is different. The chamber is first crushed. Next, for example, the crushed front compartment and the partition wall are guided integrally by the foundation guide path and moved backward, and further, the compartment having a high impact energy absorption performance is crushed (pressed, deformed). Can be formed). In other words, in addition to the above-described functions, it can be installed at a location (for example, a road junction such as an expressway) that cannot be handled by a conventional shock absorber, thereby contributing to ensuring safety.

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Next, in the invention of claim 3, the shock absorbing member (55) includes a side wall portion continuously bulging outward from both ends of the central flat plate portion and a flat plate-like front portion continuing to the other end of the side wall portion. A cross-section having a side wall and a flat rear side wall is formed as a metal hollow pipe shape having a substantially 8-character shape, and a plurality of substantially elliptical tube portions having different major and minor diameters are connected to each other. It is characterized by comprising an impact buffering portion (14) .

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According to collision energy absorbing device according to the invention of claim 3, as the metallic hollow pipe cross section is substantially 8-shaped shape, it is formed in a shape obtained by connecting two or more substantially elliptical ring moiety having different diameter and short diameter It includes what is. In this case, since the substantially elliptical ring having a different dimensional shape is formed in an approximately 8-character shape, first, the large-diameter annular portion (ring portion) is pressed and deformed, and then the small-diameter annular portion (ring portion) is pressed. Can be transformed. In other words, in addition to the above actions, the external impact force applied to the occupant can be absorbed and reduced step by step, and the action of absorbing and reducing the impact energy load (impact force) on the occupant can proceed more slowly. To do.

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According to the present invention, even when an external impact force (a collision energy) of a certain level or more is applied to the vehicle, the impact buffer member is pressed and deformed, and the external impact force applied to the occupant can be absorbed and reduced. In addition, it is lighter than water drums and many sand bags, and does not freeze in winter and change into a hard concrete block. That is, even if it is installed in a freezing area or a freezing place, the external impact force can be absorbed and reduced with certainty, and the safety of passengers can be ensured.

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Hereinafter, embodiments of the present invention will be described based on examples, but these are merely representative examples, and various design changes can be made without departing from the gist of the invention of the above claims. To do.

FIG. 1 is a partially broken exploded perspective view schematically showing a rear-end collision energy absorbing device 10 of a reference example, and FIG. 2A is a main part schematically showing a state of the rear-end collision energy absorbing device 10 before a vehicle collision. FIG. 2B is a transverse cross-sectional view schematically showing a state after a vehicle collision. FIG. 3 is a longitudinal sectional view schematically showing a state in which the lid member 16 is attached to the housing 11.

In the figure, a rear-end collision energy absorbing device 10 includes a bottomed housing 11 made of a hard resin or a thin metal plate, and an impact buffering member 12 built in the housing 11, and the entire shape is formed in a water drum shape. Has been.

The impact buffering member 12 includes an inner frame 13 in which two metal plates 13a are connected in a ring shape, and an impact buffering portion 14 fixed to the inner frame 13 by a fastening fitting 19 or by welding. The buffer member 12 is fixed and held in a cylindrical shape, and the strength of the housing 11 and the shock buffer member 12 is reinforced.

Note that a fixed ring plate 15 made of a thin metal plate is provided at the upper end of the inner frame 13 so as to cover the impact buffering portion 14, a fixed ring plate 15 ′ is welded and fixed inside the inner frame 13, or the fixed ring plate 15. Tongue pieces 15 a ′ are provided on the outer peripheral ends of the shock absorbers 14, and shock-absorbing portions 14 are fixed (or welded) to the tongue pieces 15 a ′ (see FIG. 4). 16 can be worn (see FIG. 3).

In addition, an outer frame (not shown) is provided instead of the inner frame, and the impact buffering portion 14 is fixed to the outer frame with a fastening metal fitting 19 (or by welding). It is assumed that the shock absorbing portion 14 may be fixed between the frame and the outer frame. In other words, the frame may be either one or both of an outer frame and an inner frame for fixing the shock buffering portion, and a disk-shaped board and lid provided inside the shock buffering member as the frame. A member, a bottom wall with a housing, and the like are included.

The shock-absorbing portion 14 includes a flat plate-shaped central portion 14a, side wall portions 14b and 14b continuously bulging outward from both ends of the central portion 14a, a front side wall 14c and a rear portion connecting the side wall portions 14b. It consists of a side wall 14d, and its cross section is formed in the shape of a metal hollow pipe having a substantially 8-character shape.

It should be noted that instead of the shock buffering portion 14 having a cross section of approximately 8 characters, a metal hollow pipe having a cross section of approximately Ω shape is connected to form a substantially 8 shape, or a metal having a generally Ω shape. The design can be changed in various ways, for example, by combining a plurality of single hollow pipes to form an approximately 8-character shape.

When the vehicle collides with the rear-end collision energy absorbing device 10 (rear-end collision), the housing 11 is pressed and crushed, and further, the side wall portions 14b and 14b of the shock absorbing member 14 are also pressed and crushed and deformed into a small shape. Along with this, the vehicle motion et ne energy (collision energy) is absorbed, so that can be reduced. Further, when the vehicle collides (rear collision), the central flat plate portion is provided in the central portion, so that the rear collision energy (external impact force) of the vehicle can be guided only to the side wall portion that bulges outward. That is, these side wall portions can be reliably pressed and deformed in the front-rear direction without being randomly pressed and deformed, and accordingly, the collision energy can be absorbed and reduced.

As shown in FIG. 5, the rear-end collision energy absorbing device 10 a of the reference example further includes an impact buffering portion 14 ′ having a substantially 8-shaped cross section and assembled in a hollow cylindrical body inside the impact buffering portion 14. However, the inner frame 13 (or outer frame), the fixing ring plate 15 'and the like are not provided. The impact buffer portion 14 'functions not only in the same manner as the inner frame 13 (or outer frame) and the fixed ring plate 15', but is also crushed and pressed into a deformed shape when the vehicle collides (rear collision). Therefore, along with this, the kinetic energy (rejection energy) of the vehicle can be absorbed and reduced.

The rear-end collision energy absorbing device of the reference example has an advantage that the structure is simple and can be manufactured relatively easily, and can be easily and freely moved and installed. When installing the rear-end collision energy absorbing device of these embodiments, it is preferable to fill the housing with water, sand, gravel or the like. This is because water, sand, gravel, etc. act as weights, making it difficult for them to be blown away by the powerful kinetic energy of the vehicle.

Next, FIG. 6 is a perspective view schematically showing one installation state of the rear-end collision energy absorbing device 30 of the reference example, and FIG. 7 is a front view of the rear-end collision energy absorbing device 30. 8 is a cross-sectional view taken along line AA in FIG. 7, and FIG. 9 is a cross-sectional view taken along line BB in FIG.

In the figure, the rear-end collision energy absorbing device 30 is built in a housing 31 made of hard resin or a thin metal plate, two legs 34 and 34 provided on the rear side of the housing 31, and the housing 31. The shock absorbing member 32 is provided, and the lower end portion of the leg portion 34 is directly embedded and fixed on the road surface, or the lower end of the leg portion 34 is fixed to the base 35 provided on the road surface X with a fastening fitting. Is installed.

The shock buffering member 32 includes an shock buffering portion 33a that is tightly fixed to a support wall 36 that is continuous with a support 34 'that is erected on a leg 34, and an impact buffering portion 33b that is sequentially assembled to the shock buffering portion 33a. It consists of.

Each shock-absorbing portion 33a, 33b has a flat plate-shaped central portion 14a, side wall portions 14b, 14b continuously bulging outward at both ends of the central portion 14a, and a front side wall connecting the side wall portions 14b. 14c and the rear side wall 14d, the cross section of which is formed into a metal hollow pipe shape having a substantially 8-character shape. Instead of the shock absorbing portion 14, a metal hollow pipe having a substantially Ω-shaped cross section is used. The points that can be changed in various ways, such as by connecting them to form an approximately 8-character shape, or by combining a plurality of single Ω-shaped metal hollow pipes into an approximately 8-character shape, etc. It is as follows.

Therefore, according to the rear-end collision energy absorbing device 30, in addition to the above-described effects, the lower end portion of the leg portion 34 is directly embedded and fixed to the road surface, or the lower end of the leg portion 34 is attached to the base 35 provided on the road surface by the fastening bracket. Since it is fixed, it is possible to obtain an operational effect that it is difficult to be easily blown away when a vehicle or the like collides.

Next, FIG. 10 is a perspective view schematically showing a collision energy absorbing device 40 of the reference example, FIG. 11 is a cross-sectional view showing a shock absorbing member 43 of the rear-end collision energy absorbing device 40 schematically.

The rear impact energy absorbing device 40 is the same as the rear impact energy absorbing device 30 described above, wherein the legs 34 to 34 'are provided as a single post 44 at an eccentric position of the housing 41. It is designed and mounted so as to dispose the buffer member 43.

These rear-end collision energy absorbing devices 30 and 40 also have an advantage that they can be manufactured relatively easily because of their simple structure, and can be easily and freely moved and installed, and can be easily flipped when a vehicle or the like collides. In addition, it is difficult to reduce the number of impact buffer portions 43a and the installation space. In particular, the rear-end collision energy absorbing device 40 can be retrofitted to an existing support pole 44 such as a traffic light or a power pole, and prevents damage or collapse of the traffic light or the power pole when a vehicle or the like collides. You can also

Next, FIG. 12 is a front view of a rear-end collision energy absorbing device 50 of the real施例, FIG. 13 is a side view of the collision energy absorbing device 50. FIG. 14 is a cross-sectional view taken along line AA in FIG.

In the figure, the rear-end collision energy absorbing device 50 includes a housing 51 (51a, 51b), a base portion 56, and a partition wall 52 (base portion 56 and partition wall 52 that are continuously provided integrally with the front end portion of the base portion 56). Are connected in an L-shape), and are respectively built in a front compartment 53 and a rear compartment 54 formed respectively in front and behind the partition wall 52, and in the front compartment 53 and the rear compartment 54, respectively. The shock absorbing member 55 is provided, and the base 56 is engaged with the guide path 62 of the foundation 61 during installation.

The shock buffering member 55 is composed of a plurality of shock buffering parts. As the shock buffering part, a side wall part continuously bulging outward from both ends of the central flat plate part and the other end of the side wall part are provided. It is preferable that the cross section having a continuous flat front side wall and a flat rear side wall is formed in the shape of a metal hollow pipe having a substantially 8-shaped cross section. It is different from each other, and it is preferable that it is formed so as to be pressed and deformed from a compartment having a small rear-end collision energy absorption performance when the vehicle collides. Further, the shock buffering portion may be formed into a substantially 8-character shape by connecting a metal hollow pipe having a substantially Ω-shaped cross section, or a plurality of single metal hollow pipes having a substantially Ω-shaped cross section. As described above, it can be formed by assembling pieces and various design changes are possible.

In particular, when the buffer absorbing member developed by the present inventors is used, not only is it excellent in the function of buffering the collision impact of the vehicle, but it can be recycled even if it is deformed or damaged by the vehicle collision. .

The foundation 61 has a guide path 62 and is firmly fixed and installed so as to be immovable by concrete hardening on the road. When the base 56 of the rear-end collision energy absorbing device 50 is fitted and the vehicle collides (rear-end). The entire rear-end collision energy absorbing device 50 can be reliably moved rearward.

Next, the operation of the rear-end collision energy absorbing device 50 when the vehicle collides will be described.
FIG. 15 is a cross-sectional view of an essential part schematically showing a first stage state that occurs when a vehicle traveling at high speed collides with the rear-end collision energy absorbing device 50. It is also a principal part cross-sectional view schematically showing a state when a vehicle traveling at low speed collides. FIG. 16 is a main part longitudinal cross-sectional view schematically showing the operation that occurs next, and FIG. 17 is a main part cross-sectional view schematically showing a state change in the second stage.

In the figure, when a vehicle traveling at high speed collides with the rear-end collision energy absorbing device 50, first, for example, the shock absorbing member 55 in the front compartment 53 having a lower rear-end collision energy absorption performance is crushed and becomes a small piece ( (See FIG. 15).

Next, the base 56 and the partition wall 52 are connected in an L shape, and the collision energy of the vehicle that has collided acts as a powerful energy directed rearward with respect to the front partition chamber 53 and the partition wall 52, and Since the base 56 moves to the rear wall while being guided by the guide path, the impact buffering member 55 in the rear compartment 54 is further crushed and becomes a pet.

In the case of a vehicle collision during low-speed traveling, it is obvious that the state change of the first stage is stopped, for example, the state change of the second stage is not reached.

That is, according to the rear-end collision energy absorbing device, not only a vehicle collision during low-speed traveling, but also an impact energy load (impact force) absorption and reduction action for a passenger can be obtained even when a vehicle traveling at high speed crashes. Even if it is installed at a place where a conventional shock absorber cannot sufficiently respond, for example, a road branch point of an expressway, the impact energy load (impact force) ) Can be absorbed and reduced, and the safety of passengers can be ensured. Moreover, according to the rear-end collision energy absorbing device according to the present invention, since the structure is simple, it can be manufactured relatively easily, and can be moved and installed easily and freely.

According to the present invention, even if the vehicle collides, it is not easily blown off. Further, for example, a traffic light or a power pole is designed as a support, and when these are configured to be provided at an eccentric position of the rear-end collision energy absorbing device (for example, an impact buffer member is designed to be disposed only on the vehicle passing side). In addition to the above-described effects, the number of impact buffering members can be reduced, the mounting space can be reduced, and breakage and collapse of the traffic signal, power pole, etc. can be prevented.

According to the present invention, when the vehicle has a frontal collision, for example, the vehicle is guided by the foundation guideway and moved backward. Even when the traveling vehicle collides, the impact energy load (impact force) on the occupant can be gently absorbed and reduced.

According to the present invention, since the shock absorbing member is formed as a metal hollow pipe having a cross section of approximately 8 characters, the ring portion has a dimensional shape (its size, major axis minor axis ratio, thickness, etc.), long The shock absorption performance can be adjusted by adopting two ring parts with different shaft minor axis ratios and changing the thickness of the ring part.

The most typical embodiments of the present invention have been described above. However, these are merely representative examples, and various design changes can be made without departing from the gist of the present invention.

Figure 1 is a partially cutaway exploded perspective view illustrating the additionally collision energy absorbing device schematically. 2A is a cross-sectional view of the main part schematically showing the state of the rear-end collision energy absorbing device before the vehicle collision, and FIG. 2B is a cross-sectional view of the main part schematically showing the state after the vehicle collision. FIG. FIG. 3 is a longitudinal sectional view schematically showing a state in which a lid member is attached to the rear-end collision energy absorbing device. FIG. 4 is a longitudinal sectional view of a main part schematically showing a state in which tongue-like pieces are provided on the outer peripheral ends of the fixing ring plate, and the shock-absorbing portion is fixed to these tongue-like pieces with a fastening metal fitting (or welding). . FIG. 5 is a cross-sectional view of an essential part schematically showing another embodiment of the rear-end collision energy absorbing device. The impact buffering portion is further provided inside the impact buffering portion and has an approximately 8-shaped cross section and assembled to a hollow cylindrical body, and is not provided with an inner frame (or outer frame), a fixing ring plate, or the like. There is a feature. FIG. 6 is a perspective view schematically showing one installation state of the rear-end collision energy absorbing device of the reference example. FIG. 7 is a front view of the rear-end collision energy absorbing device. FIG. 8 is a sectional view taken along line AA in FIG. FIG. 9 is a cross-sectional view taken along line BB in FIG. FIG. 10 is a perspective view schematically showing another rear-end collision energy absorbing device. FIG. 11 is a cross-sectional view schematically showing an impact buffering member of the rear-end collision energy absorbing device. FIG. 12 is a front view of the rear-end collision energy absorbing device of the present invention. FIG. 13 is a side view of the rear-end collision energy absorbing device. FIG. 14 is a cross-sectional view taken along line AA in FIG. FIG. 15 is a cross-sectional view of an essential part schematically showing a first stage state that occurs when a vehicle traveling at high speed collides with the rear-end collision energy absorbing device. It is also a principal part cross-sectional view schematically showing a final state when a vehicle traveling at low speed collides. FIG. 16 is a main part longitudinal cross-sectional view schematically illustrating the operation following the state of the first stage. FIG. 17 is a cross-sectional view of the main part schematically showing the state change in the second stage.

10 ... add impact energy absorbing device 10a ... add impact energy absorbing device 11 ... housing 12 ... shock absorbing member 13 ... frame (inner frame or outer frame)
13a ... Metal plate 14 ... Shock absorbing portion 14 '... Impact buffering portion 14a ... Flat central portion 14b ... Side wall portion bulging outward 14c ... Front side wall 14d ... Rear side wall 15 ... Fixed ring plate 15' ... Fixed Ring plate 15a ... Tongue piece 15a '
16 ... cover member 30 ... add impact energy absorbing device 31 ... housing 32 ... shock absorbing member 33a ... impact buffering portion 33b ... shock absorbing portion 34 ... leg portion 34 '... struts 35 ... base 36 ... support wall 40 ... add collision energy absorbing 41 ... housing 43 ... shock absorbing member 43a ... shock absorbing portion 44 ... strut 50 ... add impact energy absorbing device 51 ... housing 51a ... housing 51b ... housing 52 ... partition wall 53 ... front compartment 54 ... rear compartment 55 ... impact Buffer member 56 ... Base 61 ... Foundation 62 ... Guideway X ... Road surface

Claims (3)

A foundation (61) fixed to the road surface;
A guideway (62) provided in the foundation,
A base (56) that is fitted into the guide path (62) and is moved from the front to the rear when a vehicle collides from the front by the guide path (62);
A partition wall (52) which is erected on the front end of the base (56) and formed so that the entire shape of the base (56) is L-shaped;
A plurality of shock-absorbing members (55) capable of absorbing and reducing impact by pressing and deforming;
A housing (51a, 51b) for housing the shock absorbing member (55), and the housing (51a, 51b) and the partition wall (52), before and after the partition wall (52), A housing (51a, 51b) for defining and forming a front compartment (53) and a rear compartment (54) each including an impact buffer member (55);
When the vehicle collides from the front, the energy of the collided vehicle is rearward with respect to the partition wall (52) and the front partition chamber (53) connected to the base (56) in an L shape. The rear-end collision energy absorbing device is characterized in that the impact buffer member (55) in the rear compartment (54) can be crushed . The impact energy absorption performance of the impact buffer member is different in each of the compartments (53, 54), and is pressed and deformed from the compartment with the smaller impact energy absorption performance when a vehicle collides. collision energy absorbing device according to 1. The impact buffering member (55) has a side wall portion that bulges outward continuously at both ends of the central flat plate portion, and a flat front side wall and a flat rear side wall continuous to the other end of the side wall portion. The surface is formed as a metal hollow pipe shape having an approximately 8-character shape , and is composed of a plurality of impact buffering portions (14) formed in a shape in which two types of substantially elliptical tube portions having different major and minor diameters are connected. The rear-end collision energy absorption device according to claim 1 or 2, characterized in that

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