JPH1193126A - Protection fence for motor vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make it possible to effectively absorb impact energy when a motor vehicle contacts to a top rail without projections on the upper surface side of the top plate by reducing the numbers of parts thereby making installing work faster and giving a better appearance without giving obstacles to the pedestrians. SOLUTION: A top rail 4 is formed to a hollow shape with an upper plate portion 4a, a bottom plate portion 4b and right and left side plate portions 4c1, 4c2. On the bottom surface of the upper plate portion 4a, a rib 12 which contacts to a plate portion 3a at the driveway side of the support 3 is projected out in one united body. An opening 12 for inserting the upper end portion of the support 3 is provided in the bottom plate portion 4b. Also, a bracket 11 is fixed to the bottom plate portion 4b with bolts 8, and this bracket is fixed to the support 3 by bolts 9. By doing this, the end portion A at the driveway side of the top rail 4 is projected out to the driveway side from the plate portion 3a at the driveway side of the support 3 and constitutes an impact energy absorbing portion.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a protective fence for a vehicle which is erected along a shoulder of a highway or along an end girder of a bridge.

[0002]

2. Description of the Related Art Conventionally, protective fences have been installed as safety measures on the shoulders of expressways and on end girders of bridges. Such protective fences generally have a main cross-beam, commonly called a top rail, installed between the upper ends of a plurality of columns erected at appropriate intervals on the side of roads, bridges, and the like. A lower horizontal beam is erected. The top rail is formed in a hollow shape having a width larger than the column, and by projecting the road side end toward the road from the road side of the column,
The collision energy absorbing unit absorbs the collision energy when the vehicle comes into contact. That is, when the vehicle comes into contact with the protective fence, the vehicle body first comes into contact with the roadway end of the top rail, and the collision energy is absorbed by deformation, bending, or buckling of the roadway end at this time.

[0003] Fig. 7 is a front view showing a part of a conventional protective fence cut away, and Fig. 8 is a sectional view taken along line VIII-VIII in Fig. 7. In these figures, reference numeral 1 denotes a concrete foundation reinforced by reinforcing steel, a plurality of steel bottomed pipes 2 are buried in the foundation 1 at appropriate intervals, and columns 3 are erected on the bottomed pipe 2. doing. A top rail 4 and a lower horizontal beam 5 are erected at the upper end and the middle of the column 3, and these members constitute a vehicle protective fence 6.

The column 3 is made of iron, an aluminum alloy, or the like, and has a rectangular hollow cross section.
That is, it is composed of a side plate portion 3a on the road side, a side plate portion 3b on the road shoulder side, and a pair of side plate portions 3c1, 3c2 orthogonal to the road.

The top rail 4 is made of iron, aluminum alloy, or the like, and is formed in a hollow shape having a substantially rectangular cross section, and is composed of an upper plate portion 4a, a bottom plate portion 4b, and a pair of left and right side plate portions 4c1, 4c2. Side plates 3c1, 3c
2 has a width W1 greater than the width W. The top rail 4 is attached to the column 3 by fixing the top rail 4 at two locations, that is, the upper plate 4a and the bottom plate 4b to the upper end of the column 3 with bolts 7, 8, 9 via brackets. ing. Therefore, two L-shaped brackets 10 into which the bolts 7 are screwed from above the top rail 4 are attached in advance to the upper end side opening of the column 3 by bolts, and the bottom plate 4b of the top rail 4 is An opening 12 into which the upper end of the column 3 is inserted is formed, and a pair of brackets 11 are attached in advance.
The horizontal portion 11a of the bracket 11 is inserted into the hollow portion of the top rail 4 from the opening 12, and
When the upper end of the column 3 is inserted into the hollow portion of the top rail 1 from the opening 12, the vertical portion 11
b is fixed to the side plate portion of the column 3 orthogonal to the roadway by the bolt 9.

Here, the top rail 4 usually forms one long rail by connecting the ends of a plurality of top rail members 4A, 4B... With a sleeve 13, as shown in FIG. The supporter 3 is attached such that the roadway side end A protrudes from the roadway side surface 3a of the column 3 toward the roadway. In the protective fence 6 in which the roadway-side end A of the top rail 4 protrudes toward the roadway from the column 3 as described above, when the vehicle comes into contact with the top rail 4, the roadway-side end A is greatly deformed and damaged. Therefore, the collision energy can be effectively absorbed.

The sleeve 13 has the same outer shape as the inner shape of the top rail members 4A, 4B,..., And is fitted to each end thereof.
4 fixed. Also, the lower horizontal beam 5 forms a single long beam by connecting a plurality of beam members 5A, 5B... With a sleeve 16 similarly to the top rail 4, and forms a long beam on the roadway side of the column 3 (the side plate portion 3a). Bolt 1 on outer surface)
7 fixed.

[0008]

In the above-described conventional protective fence 6 for a vehicle, the upper plate 4a of the top rail 4 is fixed to the bracket 10 from above by bolts 7. The fixing of the upper plate portion 4a by the bolts 7 is necessary for transmitting the collision energy at the time of contact with the vehicle to the column 3 and enhancing the effect of absorbing the collision energy by the top rail 4. That is, when the upper plate portion 4a is not fixed to the column 3, when the vehicle comes into contact with the top rail 4,
Since the top rail 4 is inclined toward the road shoulder side and is broken, the impact absorbing effect is small. On the other hand, if the upper plate portion a is fixed to the column 3, the collision energy is transmitted to the column 3 via the bolt 7. Therefore, the top rail 4 does not incline toward the road shoulder, and the roadside end A is crushed and broken, thereby absorbing the collision energy.

However, in such a conventional protective fence, the upper plate portion 4 of the top rail 4 is bolted.
Since a is fixed to the upper end of the column 3 via the bracket 10, the bolt 7 and the bracket 10 are required, and there is a problem that the number of parts and the number of assembling steps increase and the cost increases. Further, it is necessary to form a hole through which the bolt 7 is inserted into the upper plate portion 4a or to provide a waterproof structure to prevent rainwater from entering the inside, which further increases the manufacturing cost.
Further, if the bolt 7 protrudes to the upper surface side of the top rail 4, there is a problem that the appearance is significantly impaired and the pedestrian may be obstructed.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned conventional problems. An object of the present invention is that there is no projection on the upper surface of the top rail, so that the number of parts can be reduced and the mounting work can be performed quickly. An object of the present invention is to provide a protective fence for a vehicle that has become possible. Further, the present invention is directed to a vehicle for which a top rail does not have a protruding portion, and the top rail does not rotate when the vehicle comes into contact with the top rail, so that collision energy can be effectively absorbed. To provide a protective fence.

[0011]

In order to achieve the above object, a first aspect of the present invention is to provide a vehicle having a plurality of columns erected on a side portion of a road, a bridge or the like at appropriate intervals. A top rail having a width larger than the width of the surface orthogonal to the roadway of the support is installed on the support, and the roadway side end of the top rail is projected from the roadway side of the support to the roadway side so as to serve as a collision energy absorbing portion. In the protective fence, the top rail is formed in a hollow shape with an upper plate portion, a bottom plate portion, and a pair of side plate portions, and a collision energy transmission portion is provided in the hollow portion of the top rail, where a roadway side surface of the support column abuts. An opening is provided in the bottom plate portion, and an upper end portion of the support is inserted into the hollow portion of the top rail from the opening to abut a road side surface against the collision energy transmission portion, and the bottom plate portion is fastened by fastening means. And wherein the fixed to the pillar. In the present invention, when the vehicle comes into contact with the roadway-side end of the top rail, the collision energy transmission unit transmits the collision energy at this time to the pillar, thereby preventing the top rail from rotating toward the road shoulder. Thereby, the collision energy is effectively absorbed.

According to a second aspect of the present invention, in the first aspect, the collision energy transmitting portion is a rib extending in the longitudinal direction of the top rail and integrally protruding from the lower surface of the upper plate portion. Features. In the present invention, since the collision energy transmission portion is a rib, it can be manufactured simultaneously with the extrusion of the top rail, and the number of parts and the number of assembly steps can be reduced. Further, it is not necessary to form a hole for a bolt in the upper plate or to provide a waterproof structure. Further, since the rib abuts on the side of the roadway of the column over the entire width, the rib has sufficient strength and can reliably transmit collision energy to the column.

According to a third aspect of the present invention, in the second aspect, the rib connects the upper plate portion and the bottom plate portion of the top rail. In the present invention, since the upper plate and the bottom plate are connected by the rib, the strength of the top rail can be increased.

According to a fourth aspect, in the second aspect, the rib connects the upper plate portion and the side plate portion of the top rail. In the present invention, since the upper plate and the side plate are connected by the rib, the strength of the top rail can be increased.

Further, the fifth invention is directed to the first, second, and third aspects.
Alternatively, in the invention according to the fourth aspect, the top rail is formed of an extruded shape of an aluminum alloy. In the present invention, when the top rail is formed of an extruded aluminum alloy, the ribs can be easily formed integrally.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail based on an embodiment shown in the drawings. FIG. 1 is a front view showing a part of an embodiment of a vehicle protective fence according to the present invention, which is cut away, FIG. 2 is a sectional view taken along the line II-II of FIG. 1, and FIG. It is an expanded sectional view. The same components as those shown in the section of the prior art are denoted by the same reference numerals, and the description thereof will be omitted as appropriate. In these drawings, in this embodiment, an example of a vehicle protective fence in which a top rail 4 and lower horizontal beams 5 and 20 are erected on a column 3 is shown.

The support 3 is JIS A6061S-T6.
The cross section is formed into a rectangular hollow shape by an extruded shape material of an aluminum alloy or the like, so that four plate portions, namely, a roadway side plate portion 3a facing the roadway, a roadside plate portion 3b facing the roadside, and a right angle to the roadway. And a pair of plate portions 3c1 and 3c2.

The top rail 4 has a J
The cross-sectional shape is integrally formed in a horizontally-long rectangular hollow shape by using an extruded aluminum alloy material such as IS A6061S-T6 to form an upper plate portion 4a, a bottom plate portion 4b, and a pair of left and right side plate portions 4c1 and 4c2. Has a width W1 larger than the width W of the plate portions 3c1 and 3c2 of the column 3.
On the lower surface of the upper plate portion 4a, a collision energy transmitting portion 2 for transmitting the collision energy when the vehicle comes into contact to the column 3 is provided.
2 and a column contact portion 2 with which the upper opening end surface of the column 3 contacts.
3, 24 are provided. Collision energy transmission unit 22
Is a rib formed integrally when the top rail 4 is manufactured, and a side plate portion 4c closer to the roadway than the center of the top rail 4.
By being displaced to the first side, it comes into contact with the outer surface of the roadway side plate portion 3a of the support column 3. Such a rib 22
Since the top rail 4 is made of an extruded profile, it is easy to manufacture, and extends over the entire length of the upper plate portion 4a, so that it comes into contact with the entire width W of the roadway side plate portion 3a.

Here, in the present embodiment, the rib 2
2 shows an example in which the rib 2 is brought into contact only near the upper end of the roadway side plate portion 3a. However, the present invention is not limited to this, and the length, shape, and the like of the rib 22 can be variously changed. The rib 22 is extended to an intermediate position between the upper plate portion 4a and the bottom plate portion 4b, or the upper plate portion 4a and the bottom plate portion 4 as shown in FIG.
b, or as an L-shaped rib 22 as shown in FIG. 6, the upper plate portion 4a and the side plate portion 4c1 on the roadway side.
May be connected.

The column contact portion 23 is formed of a rib integrally projecting from the center of the lower surface of the upper plate portion 4a in the width direction. The strut contact portion 24 is formed of a flat surface provided near the road shoulder side end of the upper plate portion 4a. Prop contact section 23
The lower surfaces of the and 24, that is, the surfaces where the upper open end surfaces of the columns 3 abut, form the same plane. In FIG. 3, reference numeral 25 denotes a screw mounting portion into which a tapping screw for fixing a cover (not shown) which is mounted to cover the openings at both ends of the top rail 4 is screwed.

The bottom plate 4b has an opening 12 into which the upper end of the column 3 is inserted. This opening 12
Are formed so as to be displaced toward the road shoulder side from the center in the width direction of the top rail 4. For this reason, the roadway side end A of the top rail 4 protrudes toward the roadway from the roadway side surface of the column 3 when the top rail 4 is attached to the column 3.

When the upper end of the column 3 is inserted into the top rail 4 through the opening 12, the bottom plate 4b
Are fixed to the left and right side plate portions 3c1 and 3c2 by bolts 9 via brackets 11. The bracket 11 is formed in an L shape, and the horizontal portion 11a is inserted into the top rail 4 from the opening 12 in advance and fixed by the bolt 8, and when the upper end of the column 3 is inserted into the top rail 4,
The vertical portion 11 b is fixed to the column 3 by the bolt 9.

.., 20A, 20B,...
The reference numeral 26 designates a lower horizontal beam member, which is a sleeve connecting the lower horizontal beam members 20A, 20B,. Such a bottom rail 20 is configured the same as the lower horizontal beam 5.

In the vehicular protective fence having such a configuration, since the bottom plate 4b of the top rail 4 only needs to be fixed to the column 3 by the pair of brackets 11, the upper plate 4a is fixed to the column 3. In addition, the number of parts can be reduced without the need for the bolt 7 and the bracket 10 (see FIG. 7) conventionally required, and the work of attaching the top rail 4 to the column 3 is easy. Further, there is no need to make holes for bolts on the upper surface of the top rail 4 or make the holes have a waterproof structure, so that it can be manufactured inexpensively, and since there is no protrusion on the upper surface side of the top rail 4, protection is provided. The appearance of the fence is good and does not disturb pedestrians.

Furthermore, since the ribs 22 are in contact with the side surfaces of the road of the pillars 3, when the vehicle comes into contact with the road side end A of the top rail 4, the top rail 4 does not rotate toward the road shoulder. Since the road side end A is crushed and broken, the collision energy can be effectively absorbed. In this case, the ribs 22 are formed to have a plate thickness substantially the same as the plate thickness of the top rail 4, but may be appropriately set as necessary. Since this rib is in contact with the entire width of the plate portion 3a on the roadway side of the column 3, it is possible to secure a shear force equal to or higher than that of the conventional bolt 7 in terms of strength. Not confirmed. When it is desired to increase the strength of the rib 22, the rib 22 may be formed long as shown in FIGS. 4 to 6, or may be connected to the bottom plate 4b or the side plate 4c1 on the road side. It is easy to secure the strength, and particularly when the top rail 4 is connected to the bottom plate 4b or the side plate 4c1, there is an advantage that the buckling strength of the top rail 4 itself against an external force from the roadway direction can be increased.

The present invention is not limited to the above-described embodiment, and various modifications and changes are possible. For example, the rib 22 is formed in a "G" shape to form the upper plate 4a, the bottom plate 4b, and the side plate 4c1. May be connected. Further, in addition to the ribs 22 that abut on the side of the roadway of the support column 3, ribs that abut on the side of the road shoulder (the outer surface of the side plate portion 3c2) may be provided.

[0027]

As described above, in the protective fence for a vehicle according to the present invention, the collision energy transmitting section provided integrally on the lower surface of the top plate of the top rail transmits the collision energy at the time of contact to the column. With this configuration, when the vehicle comes into contact with the end of the top rail on the roadway side, the top rail does not rotate, and the collision energy can be effectively absorbed. Also, the work of attaching the top rail to the support is easy, and the number of parts can be reduced. Further, since there is no need to make a hole in the top plate of the top rail, there is no need to provide a waterproof structure, and it can be manufactured at low cost.

Further, since the collision energy transmitting portion is a rib manufactured at the same time as the top rail extrusion molding, it is easy to manufacture the top rail.

Further, in the invention in which the upper plate portion and the bottom plate portion or the side plate portions are connected by the rib, the strength of the top rail can be increased.

Further, in the present invention, since there is no protrusion on the upper surface of the top rail, the appearance of the protective fence is good and does not hinder pedestrians.

[Brief description of the drawings]

FIG. 1 is a partially cutaway front view of an embodiment of a vehicle fence according to the present invention.

FIG. 2 is a sectional view taken along line II-II of FIG.

FIG. 3 is an enlarged sectional view showing a mounting structure of a top rail.

FIG. 4 is a cross-sectional view showing another embodiment of the rib.

FIG. 5 is a sectional view showing another embodiment of the rib.

FIG. 6 is a sectional view showing another embodiment of the rib.

FIG. 7 is a front view showing a part of a conventional protective fence for a vehicle in a cutaway manner.

8 is a sectional view taken along line VIII-VIII in FIG.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Foundation, 3 ... Prop, 3a ... Road side plate, 3b ... Roadside side plate, 3c1, 3c2 ... Left and right side plate, 4 ... Top rail, 4a ... Upper plate, 4b ... Bottom plate, 4c1 ... Side plate portions on the road side, 4c2... Side plate portions on the road shoulder side, 11 brackets, 20... Lower tier beams, 22... Ribs (collision energy transmitting portions), A.

Claims (5)

[Claims] 1. A plurality of pillars are erected at appropriate intervals on the side of a road, a bridge, or the like, and a top rail is erected at the upper ends of the pillars. In a vehicular protective fence that is made to protrude from the side of the roadway toward the roadway side to serve as a collision energy absorbing portion, the top rail is formed in a hollow shape with an upper plate portion, a bottom plate portion, and a pair of side plate portions. A collision energy transmitting portion is provided in the hollow portion where the road side surface of the column abuts, an opening is provided in the bottom plate portion, and an upper end portion of the column is inserted into the hollow portion of the top rail from the opening so that the side of the road is the collision energy. A fence for a vehicle, wherein the fence abuts on a transmission portion and the bottom plate portion is fixed to the column by fastening means. 2. The protective fence for a vehicle according to claim 1, wherein the collision energy transmitting portion is a rib extending on a lower surface of the upper plate portion in a longitudinal direction of the top rail and integrally protruding therefrom. Protective fence for vehicles. 3. The protective fence for a vehicle according to claim 2,
A fence for a vehicle, wherein a rib connects an upper plate portion and a bottom plate portion of the top rail. 4. The protective fence for a vehicle according to claim 2, wherein the rib connects the upper plate portion and the side plate portion of the top rail. 5. The vehicle fence according to claim 1, wherein the top rail is formed of an extruded aluminum alloy.