KR100380184B1 - A Guide Rail For Shock Absorbing Of The Road - Google Patents

Abstract

The present invention is provided on the road side to guide the driving of the vehicle, to protect the pedestrians from the collision of the vehicle, and to a shock absorbing guide rail of the road to prevent the fall of the vehicle is installed on the cliff or the like. To this end, a plurality of H-beams 20 standing vertically at regular intervals on the ground 28; A center rail 22 attached to a surface of the H beams 20 facing the road, the center rail 22 having a predetermined length in the longitudinal direction and having a “c” shape in which a vertical section in the longitudinal direction is vertically continuous; A guide rail 24 having both ends overlapping each other with the cross section by a predetermined length between adjacent center rails 22; And fastening means for fastening the center rail 22 and the guide rail 24 in the overlapping joint area. Characterized in that it comprises a.

Description

A Guide Rail For Shock Absorbing Of The Road}

The present invention relates to an automobile shock absorbing guide rail installed on a road, and more particularly, to a shock absorbing guide rail of a road having a high rigidity and preventing a vehicle from entering a sidewalk during a collision. .

Guide rails were installed along the roads to guide the car's progress on the side of the highway, between the sidewalks and the driveway, and to prevent the car from entering the sidewalk in the event of a crash. When the guide rail collides with the driving vehicle, it must be able to absorb the impact energy while being deformed.

1 is a front view of a conventional shock absorbing guide rail installed on both sides of the road, Figure 2 is a cross-sectional view of the A-A cross-sectional view shown in FIG. 1 and 2, pillars 15 are erected at regular intervals along the road 13. And between the pillar 15 and the pillar 15 is connected by a guide rail (10). As shown in FIG. 1, the first guide rail 10a and the second guide rail 10b overlap in the region of the pillar 15. In addition, the first guide rail 10a, the second guide rail 10b, and the bolts 17 and the nut 12 penetrate all of the pillars 15. In the overlapped area between the first guide rail 10a and the second guide rail 10b, the rivets 19 are formed at the upper and lower positions of the bolt 17 for more secure fastening. As shown in FIG. 2, the first guide rail 10a and the second guide rail 10b have a double cross section in the longitudinal direction, and the first guide rail 10a and the second guide rail 10b are Substantially the same part.

Hereinafter, the assembly process of the conventional guide rail having the configuration as described above will be briefly described.

First, the pillars 15 are installed at regular intervals along the road 13 at the edge of the road 13. Then, the first guide rail 10a and the second guide rail 10b are overlapped by a predetermined width in the pillar 15 region, and then fastened by using the bolt 17 and the nut 12. After the bolt 17 is fastened, the rivet 19 is joined between the first guide rail 10a and the second guide rail 10b. The guide rail can be continuously installed by continuously performing the assembly process as described above for each pillar 15.

However, the conventional guide rail as described above has a disadvantage in that the fastening force is weak because the guide rail and the pillar are simply fastened by a single bolt. In addition, there is a safety problem that the guide rail and the pillar contact each other only at one point, and thus do not absorb shock when a large vehicle or a high-speed vehicle crashes. In addition, since the cross-sectional shape of the guide rail is not designed to exert maximum rigidity for a certain cross-sectional area, thicker materials can be used to satisfy the standards prescribed by relevant laws and regulations such as the Road Traffic Act, and the gap between the pillar and the guide rail can be narrowed. There was only a factor of waste.

The present invention has been made to solve the above problems, the first object of the present invention is installed on the side of the road to induce the running of the vehicle, to protect the pedestrian from the collision of the vehicle, installed on the cliff, etc. fall of the vehicle It is to provide a guide rail for shock absorption of the road to prevent.

A second object of the present invention is to provide a guide rail for shock absorption of a road that effectively absorbs impact energy in the event of a collision of a large vehicle or a high-speed driving vehicle.

It is a third object of the present invention to provide a guide rail for shock absorption of a road that can use a thinner steel sheet while maintaining the same impact absorption and rigidity as compared with a conventional guide rail, and the distance between the pillar and the pillar can be increased. will be.

Objects of the present invention as described above, a plurality of H-beams 20 that are vertically maintained at regular intervals on the ground (28); A center rail 22 attached to a surface of the H beams 20 facing the road, the center rail 22 having a predetermined length in the longitudinal direction and having a “c” shape in which a vertical section in the longitudinal direction is vertically continuous; A guide rail 24 having both ends overlapping each other with the cross section by a predetermined length between adjacent center rails 22; And fastening means for fastening the center rail 22 and the guide rail 24 in the overlapping joint area. It can be achieved by a guide rail for shock absorption of the road comprising a.

In addition, the cross section of the center rail 22 preferably has a shape formed by connecting a pair of "c" shapes arranged up and down.

In addition, the fastening means may be a long bolt and nut (26, 27) for vertically penetrating in the overlapping region to fasten the center rail 22 and the guide rail (24).

In addition, the object of the present invention as described above, a plurality of H-beams 20 to be vertically maintained at a constant interval on the ground (28); Each of the H beams 20 is attached to a surface facing the road, and has a predetermined length in the longitudinal direction, and a cross section perpendicular to the longitudinal direction is formed by connecting a pair of "c" shapes arranged up and down. A center rail 32 having; A guide rail 30 having both ends overlapping each other with the cross section by a predetermined length between the adjacent center rails 32, and a center region of the areas in contact with the center rails 32 cut by a predetermined length; And long bolts and nuts 26 and 27 that vertically penetrate in the overlapping joint area and integrally fasten the center rail 32 and the pair of guide rails 30 to each other. It may be achieved by a rail.

In addition, the H beam and the center rail may be fastened by using one of the rivet joints, the bolt joints, or the weld joints, or a suitable mixture.

1 is a front view of a conventional shock absorbing guide rail installed on both sides of a road;

2 is a cross-sectional view taken along the line A-A shown in FIG.

3 is an exploded perspective view of a shock absorbing guide rail of a road according to the first embodiment of the present invention;

4 is a front view of the guide rail shown in FIG. 3 assembled;

5 is an exploded perspective view of a shock absorbing guide rail of a road according to a second embodiment of the present invention;

6 is a cross-sectional view taken along line B-B in FIG. 5.

Other objects, obvious advantages and novel features of the present invention will become more apparent from the following detailed description and the preferred embodiments according to the accompanying drawings.

Hereinafter, a guide rail for shock absorption of a road according to a first embodiment of the present invention will be described.

3 is an exploded perspective view of a shock absorbing guide rail of a road according to the first embodiment of the present invention, Figure 4 is a front view of the guide rail shown in Figure 3 assembled. As shown in Fig. 3 and 4, the H-beam 20 is provided on the ground 28 along the road at regular intervals on the road side, the highway side. The H beam 20 is buried underground by a predetermined length, and the long side of "H" is buried to the road. The center rail 22 is attached to the upper end of the H beam 20.

The center rail 22 is cut to a predetermined length, and then bent in a zigzag such that the cross section is continuous in the shape of "c". Each bent portion in the cross section is about 90 degrees, and has a shape formed by connecting between a pair of "c" shape arranged up and down. The center rail 22 having such a cross section is disposed so that the concave surface of the letter “C” on both sides faces the delivery side, and the convex surface faces the driveway side. A pair of rivet joints 29 are fixed to the center rail 22 and the H beam 20 in contact with each other. At this time, the rivet joint 29 is not made at the road site, but made in the factory for fast construction.

Each guide rail 24A, 24B is a part of the same shape which pressed the steel plate, and each bending part is about 90 degrees in the cross section, and has a shape formed by connecting between a pair of "c" shape arranged up and down. . Therefore, the ends of the center rail 22 can be fitted by fitting the overlapping joint. However, in order to facilitate assembly, the cross section is formed to a size smaller than the cross section length of the center rail 22.

The long bolt 26 has a length corresponding to the height of the center rail 22, the male thread is formed at the end, the nut 27 can be fastened. The first guide rail 24a is overlapped by a predetermined length at one end of the center rail 22 and the long bolt 26 is penetrated in the vertical direction at the overlapped portion. After penetrating, the nut 27a is fastened to the end of the long bolt 26 to fasten the center rail 22 and the first guide rail 24a. In this way, the first guide rail 24a and the second guide rail 24b are fastened to both ends of the center rail 22, and the guide rails are continuously constructed in such a manner that the center rails 22 are repeated.

5 is an exploded perspective view of the shock absorbing guide rail of the road according to the second embodiment of the present invention, Figure 6 is a cross-sectional view of the B-B line shown in FIG. As shown in FIGS. 5 and 6, the H beam 20, the long bolt 26 and the nut 27 are similar to the first embodiment shown in FIG. 3. The difference is that the width of the center rail 32 is narrower than that of the first embodiment, and the central area of both ends of the guide rail 30 is cut by a predetermined length to facilitate assembly. That is, the first guide rail 30a is overlapped with one side of the center rail 32, and the second guide rail 30b is overlapped with the center rail 32 and the first guide rail 30a at the same time. . Then, the first guide rail 30a, the second guide rail 30b, and the center rail 32 are simultaneously integrally fastened using one long bolt 26 and a nut 27.

In addition, when the road is installed in a curved portion of the first guide rail (30a) and the second guide rail (30b) by cutting a portion of both ends to maintain a predetermined angle with respect to the center rail 32 and In addition, the center rail 32 may also incline a portion of the cross section so that the guide rail 30 may be fastened while being maintained at a predetermined angle.

According to the above-described shock absorbing guide rails of the road according to the first and second embodiments, while providing sufficient compressive stiffness at the "c" shaped part of the cross section of the guide rails 24 and 30 when the vehicle collides, Absorb impact force. In addition, the bending occurs in the longitudinal direction of the guide rails 24 and 30 and has sufficient bending rigidity due to the 'c' shape. The impact force is also transmitted to the center rail 22 through the guide rails 24 and 30. Since the center rail 22 also has a similar shape, it exhibits the same rigidity and shock absorbing force as the guide rails 24 and 30. The force and the impact force transmitted to the center rail 22 are transmitted to the H beam 20 again. Due to the characteristic of (20), the impact force applied in the direction of the center rail 22 can be resisted with high bending stiffness.

Although the fastening by the long bolt and the nut is started as a fastening method between the center rail and the guide rail, the present invention is not limited thereto, and may be fastened by using a rivet joint or a weld joint, or by appropriately mixing them. In addition, the rivet joint is disclosed as a fastening method between the center rail and the H beam, but the present invention is not limited thereto, and bolt joints and welding joints may be alternatively selected or appropriately mixed.

In addition, the cross-sectional shape of the center rail or the guide rail may also have three "C" shapes or four "C" shapes in addition to a pair of "C" shapes.

In addition, by installing the center rail and guide rail on both sides of the H-beam, respectively, it can also be used as a center separator by installing on the center line of the road.

According to the guide rail for shock absorption of the road according to the present invention as described above, it is installed on the side of the road to induce the running of the vehicle, to protect the pedestrian from the collision of the vehicle, the advantage of being installed on the cliff to prevent the fall of the vehicle There is this.

In addition, it is possible to effectively absorb the impact energy during the collision of large vehicles or high-speed driving vehicles. In addition, a thinner steel sheet can be used while maintaining the same impact absorption and rigidity as compared with the conventional guide rail, and the distance between the H beam and the H beam can be increased, thereby reducing the resource and cost.

Although the invention has been described with reference to the preferred embodiments mentioned above, many other possible modifications and variations can be made without departing from the spirit and scope of the invention. Accordingly, the appended claims are intended to cover such modifications and variations as fall within the true scope of the invention.

Claims (4)

A plurality of H-beams 20 vertically spaced at regular intervals on the ground 28; A center rail 22 attached to a surface of the H beams 20 facing the road, the center rail 22 having a predetermined length in the longitudinal direction and having a “c” shape in which a vertical section in the longitudinal direction is vertically continuous; A guide rail 24 having both ends overlapping each other with the cross section by a predetermined length between adjacent center rails 22; And Fastening means for fastening the center rail 22 and the guide rail 24 in the overlapping joint area; Guide rail for shock absorption of the road comprising a. The guide rail for shock absorption of a road according to claim 1, wherein a cross section of the center rail has a shape formed by connecting a pair of "c" shapes arranged up and down. The method of claim 1 or 2, wherein the fastening means is a long bolt and nut (26, 27) for penetrating the center rail 22 and the guide rail 24 vertically through the overlapping region. The road guide rail for shock absorption. A plurality of H-beams 20 vertically spaced at regular intervals on the ground 28; Each of the H beams 20 is attached to a surface facing the road, and has a predetermined length in the longitudinal direction, and a cross section perpendicular to the longitudinal direction is formed by connecting a pair of "c" shapes arranged up and down. A center rail 32 having; Guide rails 30 having both ends overlapping each other with the cross section by a predetermined length between the adjacent center rails 32, and a center region of the areas in contact with the center rails 32 cut in a predetermined length; And The guide rail for shock absorption of the road, characterized in that the long bolt and nut (26, 27) integrally penetrating the center rail 32 and the pair of guide rails 30 through the vertical joint area. .