KR100683579B1 - Lane departure warning bar with impact absortion function - Google Patents

Abstract

A plane departure prevention system having shock absorbing capacity is provided to assemble and install easily by handwork without special equipment, to restore and replace damaged products caused by a vehicle collision easily and to have high modulus of elasticity by equipping a wire between a pair of shock absorbers as a connector and an elastic body such as plate springs on two ends to be compressed by the wire. The lane departure prevention system having shock absorbing capacity comprises a pair of supports(100,100') composed of a support plate fixed to a road surface by a bolt and a nut, a body extended from the support plate and opened upward, a shaft housing(150) formed to house a rotary shaft when coupling a body and a cover and fitted with a spherical sliding bearing(140), and a cover put on the top of the body and fixed by a bolt, and a pair of shock absorbers(200,200') tapered toward the supports, coupled with each other by a wire(300) while a pair of contact surfaces are engaged with each other, and composed of a casing(204) coated with an elastic layer made of urethane, a fixed cover(208) screwed on the end and provided with a rotary shaft(210) having a screw thread(214) to couple with a fixing nut(218), a bracket(220) screwed on the opposite side to the rotary shaft and provided with a moving hole(225) to insert a movable shaft(260) which is composed of a screw thread(264), a wire connection(266) and a guard(262) and fitted with a hollow shaft(230) with plural plate springs(240). Hereon the movable shaft connected to both ends of the wire compress the plate springs by a compression cap(250) and moves to absorb impact at a vehicle collision.

Description

Lane departure prevention rod for shock absorption {LANE DEPARTURE WARNING BAR WITH IMPACT ABSORTION FUNCTION}

1 is a perspective view showing that the shock absorbing lane departure prevention rod according to the prior art is installed on the road surface.

Figure 2 is a perspective view showing a part of the impact absorbing lane departure prevention rod according to the prior art.

Figure 3 is a longitudinal sectional view of the shock absorbing lane departure prevention bar according to the prior art shown in FIG.

Figure 4 is a side view showing a shock-absorbing lane departure prevention rod in accordance with a preferred embodiment of the present invention.

5 is a cross-sectional view showing a longitudinal section of FIG.

Figure 6 is a partial cutaway perspective view of Figure 4 for explaining the structure of the coupling method and the elastic body of the shock absorber end.

7 is a partial cross-sectional view for explaining the structure of the contact surface facing the shock absorber.

Figure 8 is a partial cross-sectional view for explaining the operation and structure of the impact-absorbing lane departure prevention rod in accordance with a preferred embodiment of the present invention during a collision of the vehicle.

<Description of Symbols for Main Parts of Drawings>

100: support 110: support plate 120: body

130: cover 140: bearing 150: bearing hole

200: shock absorber 204: casing 208: fixed cover

210: rotating shaft 220: bracket 225: moving hole

230: hollow shaft 240: leaf spring 250: compression

260: moving shaft 265: fixing nut 300: wire

The present invention relates to a lane departure prevention rod, and more particularly to a shock-absorbing lane departure prevention rod.

The inventor of the present invention filed a patent for 'Shock-absorbing lane departure prevention rod' (Application No. 10-2003-0036811) on June 9, 2003, published on June 9, 2003 and published on August 30, 2005. It was decided to register on the date. As disclosed in Korean Unexamined Patent Publication No. 10-2004-0105436, the present invention is installed on the road surface or the center line of a vehicle road, and the vehicle invades the center line or minimizes the damage to the vehicle body when the vehicle is collided. It relates to a shock-absorbing lane departure prevention rod for preventing the departure.

1 and 2, the shock-absorbing lane departure preventing rod according to the present invention has a cross section 50, 50 'facing each other through elastic means so as to be able to flow relatively up, down, left, and right. Physics consists of a pair of shock absorbers (20, 20 '), and supports the shock-absorbing lane departure prevention rod to be able to rotate and move up and down, left and right at both ends, and the support (10, 10') fixed to the ground do. In addition, the impact-absorbing lane departure preventing rod is characterized in that the height from the ground to the center is 10 to 20cm.

1 to 3, in the shock absorbing lane departure preventing rod according to the present invention, a pair of supports 10 and 10 'and a pair of shock absorbers 20 and 20' become one unit. It will be installed as a plurality of road guard rails.

First, the support 10 is fixed to the road surface by inserting a plurality of bolts (not shown) protruding from the road surface in advance through bolt holes 14 formed in the support plate 12 made of metal and fastening nuts (not shown). . On the other hand, the support portion 16 extending in the direction perpendicular to the road surface is formed in the central portion of the support plate 12, the upper portion of the support portion 16 is formed with a cylindrical fixing portion 18, the central portion inside The spherical contact sliding bearing 32 through which is inserted is inserted. Here, the height from the ground to the center of the sliding bearing 32 is set to 10-20 cm. On the other hand, the shock absorber 20 takes the form of a hollow core 22 made of aluminum alloy, the outer elastic layer 24 is formed. In addition, a plurality of friction portions 26 are formed on the surface of the elastic layer 24.

On the other hand, the fixing cover 28 is screwed to the end of the support 10 side of the shock absorber 20, so that the rotating shaft 30 is inserted into the sliding bearing 32 in the center of the fixing cover 28 to protrude It is formed, and is coupled to the fixing nut 38 through a screw thread 36 formed at the end of the rotary shaft (30). Therefore, the shock absorber 20 is rotatable about the rotating shaft 30, and is fixed to the upper and lower left and right by the sliding bearing (32).

On the other hand, the pair of shock absorbers (20, 20 ') are connected by the intermediate connector 40 in a state where the cross section is in contact with each other. Referring to FIG. 3, the intermediate connector 40 is accommodated in the intermediate connector receiving grooves 21 and 21 ′ formed in a spherical shape at the center of the cross section of the shock absorber 20, and the intermediate connector receiving grooves 21 and 21. The outer circumferential surfaces of ') are engaged with each other in contact with each other with spherical shapes corresponding to each other. The intermediate connector 40 connects a pair of fixed shafts 42 and 42 'to each other, and one end of each of the fixed shafts is orthogonal to each other in the hinge holes 41 and 41' formed in the intermediate connector 40. The hinge is rotatably connected by the hinge shafts 48 and 48 ', and a thread is formed at the other end so that the fixing nut 43 is fastened.

On the other hand, the fixed shaft 42 is mounted with an elastic means. That is, the hollow shaft 44 having a flange is inserted into one end of the fixed shaft 42, and one end surface of the flange is in contact with the inner wall of the end of the shock absorber 20. In addition, a thread is formed at the other end of the hollow shaft 44. The other end surface of the flange is inserted into the outer peripheral portion of the hollow shaft 44 in a state in which a plurality of plate-shaped leaf springs 46 are stacked. After the spring is stacked, the stopper 47 is inserted, and then the nut 43 is fastened to the thread formed at the other end of the fixed shaft 42 to fix the fixed shaft 42 and the shock absorber 20. do.

Such a configuration provides an impact-absorbing lane departure prevention rod that can not only effectively absorb a shock applied to the vehicle while preventing the vehicle from leaving the lane, but also minimize damage that can be applied to the vehicle body.

However, the conventional shock-absorbing lane departure prevention rod is an intermediate connector 40 serving as a universal joint in the space (ie, intermediate connector receiving groove 21) formed in the central cross-section as shown in Figure 3, By being composed of a plurality of constituent members constituting the fixed shaft 42 and the elastic means connected in both directions, there is a problem in the manufacturing process difficult to assemble and fix by hand from the outside. In particular, when the overall length of the intermediate connector is long, a problem arises in that special equipment is manufactured, assembled and fixed.

In addition, due to the complex coupling method between the pair of shock absorbers there is a problem that the repair of the damaged product due to the collision of the vehicle and the replacement of parts is not easy.

In addition, since the two supports 10 are respectively inserted in both ends of the pair of shock absorbers in the transverse direction, the support 10 is fixedly installed on the ground. As shown in the bar to be continuously installed on the road, due to the contact portion of the support 10 and the support 10 due to the unstable fixing on the road surface there is a problem that the rigidity is poor and vulnerable to impact.

The present invention is to provide a shock-absorbing lane departure prevention rod that can be easily assembled and installed manually without special equipment.

In addition, it is to provide a shock-absorbing lane departure prevention rod for easy repair and replacement of parts damaged by the collision of the vehicle.

In addition, to provide a shock-absorbing lane departure prevention rod that can be connected in series or in parallel by inserting both shafts in one support.

According to an aspect of the present invention, there is provided a pair of shock absorbers having an axial hollow therein; A wire passing through the hollow and coupled to both ends of the shock absorber through an elastic body; The shock absorber is rotatably supported at both ends, and includes a support fixed to the ground, wherein the shock absorber is provided with a shock absorbing lane departure prevention rod having a cross section facing each other so as to be able to flow relatively up, down, left and right.

The shock absorber preferably has a tapered shape in which the longitudinal section is circular and the diameter decreases toward the support side.

In addition, the shock absorber may include a metal core and a friction part coupled to an outer circumferential surface of the metal core and made of an elastic material. Here, the metal core is made of an aluminum alloy, the stretchable material is preferably a urethane material. At this time, it is preferable that the friction part has irregularities of a predetermined pattern in the axial direction.

On the other hand, the shock absorber is located in the hollow, the basket is coupled to the end of the shock absorber and has a basket-shaped bracket having a moving hole on the bottom surface perpendicular to the axial direction, and an elastic body disposed inside the bracket An elastic coupling part may be provided, and the wire may pass through the moving hole and the elastic body and include a locking part coupled to the end of the wire such that the wire does not fall out.

Here, the elastic body is a plurality of plate-shaped leaf springs, one end of the wire is fixed and the other end further comprises a moving shaft is formed, the moving shaft is passed through the moving hole and the leaf spring, Preferably, the locking portion comprises a nut coupled to the screw thread and a cylindrical cap interposed between the leaf spring and the nut.

Hereinafter, with reference to the accompanying drawings to describe a preferred embodiment of the shock-absorbing lane departure preventing rod according to the present invention in more detail, in the description with reference to the accompanying drawings in the same or corresponding configuration regardless of reference numerals Elements are given the same reference numerals and redundant description thereof will be omitted.

Figure 4 is a side view showing a shock-absorbing lane departure prevention rod in accordance with a preferred embodiment of the present invention, Figure 5 is a cross-sectional view showing a longitudinal cross-sectional view of Figure 4, Figure 6 illustrates the structure of the shock absorber end coupling method and the elastic body 4 is a partially cutaway perspective view of FIG. 4, and FIG. 7 is a partial cross-sectional view for describing a structure of an opposing contact surface of the shock absorber.

Referring to Figures 4 to 7, the shock absorbing lane departure prevention bar according to the present embodiment is composed of a pair of the support 100 and a pair of shock absorbers 200 as a whole, the road by installing a plurality of them It will act as a guard rail for.

First, the support 100 is composed of a support plate 110, the body portion 120, the storage unit 150, and the cover 130.

The support plate 110 is a plate-like member fixed to the road surface and has a structure fixed to the road surface by bolts and nuts (not shown) on the leg-shaped portions protruding to both sides of the body portion 120, and from the support plate 110. The wall of the surface is extended to the upper side is formed in the body portion 120 of the quadrangular shape open upper side. Here, grooves are formed in the upper surface of the opposite side wall constituting the body portion 120 and the lower surface of the cover portion 130 are respectively seated, the upper surface of the body portion 120, the cover portion ( When the 130 is placed and fixed to the body portion 120 by bolts, the shaft shaft 120 is seated and accommodated by forming the bearing hole 150 when the body portion 120 and the cover portion 130 are coupled to each other.

The spherical contact sliding bearing 140 penetrates into the bearing hole 150. The sliding bearing 140 may rotate in the axial direction while being inserted into the bearing hole 150 and may swing in the up, down, left, and right directions. At this time, the height from the ground to the center of the sliding bearing 110 is set to 10 ~ 20 cm. If the height is less than 10 cm, the bottom surface of the shock absorber 200 may touch the road surface, and the vehicle may ride over the guard rail. In addition, when the height exceeds 20cm, in the case of a passenger car, the front of the bumper is not directly in contact with the tire, so the height is preferably in the range of 10 to 20cm. As a result, only the tires of the vehicle collide with each other, or at least the bottom of the bumper of the vehicle collides, thus not directly damaging the vehicle body.

On the other hand, the shock absorber 200 has a tapered shape in which the longitudinal cross-section is circular and the diameter decreases toward the support 100 side as a whole. The cross-sectional diameter of the support 100 side is minimum and the shock absorber 200 faces the cross section. The diameter is formed to be maximum. Through this, when the vehicle moves forward while sliding in a state where the vehicle hits the shock absorber 200, the vehicle moves in a zigzag along the taper shape, thereby reducing the braking distance. In addition, the shock absorber 200 is basically composed of a casing 204 having a hollow inside in the shape of a circular cross-section, can be made of a variety of materials, but preferably made of aluminum alloy for strength and light weight Do. In addition, it is preferable to coat an urethane elastic layer (not shown) on the outer surface of the casing 204 to cushion the impact from the collision of the vehicle.

It is preferable that the surface of the casing 204 has a predetermined pattern of irregularities similar to the wave wave in the axial direction as shown. This causes the tire to continuously hit the unevenness as the vehicle slides forward, thereby gradually reducing the kinetic energy of the vehicle as well as causing vibrations in the vehicle body. If you hit 200, you can wake up from drowsiness.

On the other hand, the fixing cover 208 is screwed to the end of the support 100 side of the casing 204, the rotating shaft 210 is inserted into the sliding bearing 140 in the center of the fixing cover 208 is formed to protrude do. The rotating shaft 210 is formed with a screw thread 214 at an end thereof, placed in the bearing hole 150 with the sliding bearing 140 fitted thereto, and the fixing nut 218 is fastened to the screw thread 214. Therefore, the shock absorber 200 is rotatable about the rotating shaft 210 and is fixed to the upper and lower left and right by the sliding bearing 140. Accordingly, when the tire of the vehicle collides with the shock absorber 200 while the vehicle tire rotates, the shock absorber 200 is rotated by friction with the tire, thereby preventing the vehicle body from passing over the shock absorber 200.

A pair of shock absorbers (200, 200 ') are coupled to each other so that the cross-section facing each other in a flowable up, down, left, and right, is coupled by the wire 300 in a state in which the cross-section is in contact with each other. Referring to FIG. 7, a contact cover 270 is screwed to an opposite end of the casing 204, and a through hole 272 is formed in the center of the contact cover 270 to penetrate the wire 300. . A rotating groove 274 is formed at the outer circumferential portion of the through hole 272, and a spherical contact surface 276 is formed at the outer circumferential surface of the rotating groove 274, and a semi-circular spherical protrusion has a longitudinal section at the outer circumferential portion of the contact surface 276. 278 is formed.

On the other hand, the shock absorber 200 ′ in contact with the contact cover 270 ′ is coupled to the opposite end as shown in FIG. 7, and the through hole 272 penetrated at a corresponding position to insert the wire 300 therein. And a contact surface 222 'and a spherical groove 278' formed on the outer circumferential portion of the contact surface 276 and the spherical protrusion 278 opposite to the cross-sectional shape. Therefore, the opposing cross sections of the pair of shock absorbers 200 and 200 'are joined by a wire 300 having a high strength metal material with the pair of contact covers 270 and 270' engaged with each other. That is, the pair of contact surfaces 276 and 276 ', the spherical protrusion 278 and the spherical groove 278' are coupled to each other in engagement with each other.

The pair of shock absorbers (200, 200 ') is maintained in contact coupling at the opposite ends of the pair of shock absorbers (200, 200') by a wire (300) coupled via an elastic body inside the two ends. The configuration and operation will be described with reference to FIG. 5.

First, the end of the wire 300 is integrally coupled with the moving shaft 260. The moving shaft 260 is composed of a threaded portion 264 formed at one end, a wire connecting portion 266 formed at the other end thereof and fixed to an end of the wire 300, and a guard portion 262 at the center portion. .

On the other hand, the end of the shock absorber 200 is provided with a bracket 220 which is disposed inside the hollow, the bracket 220 is a basket shape open to one side as a whole, the edge is bent and extended to the outside, fixed In the cover 208 is screwed to the surface opposite to the rotation axis (210). In addition, the bracket 220 includes a movement hole 225 penetrated in the axial direction at the center of the bottom surface, and the movement shaft 260 is fitted into the movement hole 225.

The hollow shaft 230 is inserted into the moving shaft 260. A flange is formed at one end of the hollow shaft 230, and a thread is formed at the other end. One end surface of the flange of the hollow shaft 230 is in contact with the inner bottom surface of the bracket 220, the other end surface of the flange of the plurality of plate-shaped leaf spring 240 is laminated state of the hollow shaft 230 It is inserted in the outer circumference. Here, the leaf spring 240 is a central portion protruding in one direction in the form of a plate, it is preferable to insert the number and direction to be stacked differently. Here, the spring laminated in one direction acts as an independent spring itself, and the larger the number of springs, the greater the spring constant, so that it can be arbitrarily adjusted as necessary, so that the specific number is not limited, and the spring is not limited to this. The range of shocks can be effectively absorbed. In addition to these leaf springs, the embodiment using a conventional coil spring can be considered.

After stacking the plurality of leaf springs 240, the spring fixing nut 235 is fastened to the thread formed at the other end of the hollow shaft 230, and the compression cap 250 and the fixing nut 265 are sequentially moved to the moving shaft 260. After insertion into the fixing nut 265 to the threaded portion 264, the elastic coupling of the moving shaft 260 and the shock absorber 200 is completed.

Except for the hollow shaft 230 and the compression cap 250 can be considered an embodiment of a simple configuration that the fixing nut 265 can directly press the leaf spring 240, but the compression cap having a hollow cylindrical structure ( 250 prevents the fixing nut 265 from being broken by allowing the leaf spring 240 to be pressed instead of the fixing nut 265, and the hollow shaft 230 is fitted to the outer circumferential surface of the guard part 262 to prevent the breakage of the fixing nut 265. 262 has the advantage of minimizing the frictional forces generated during relative movement. In the same manner, the opposite shock absorber 200 ′ is elastically coupled to the moving shaft 260 ′.

Figure 8 is a partial cross-sectional view for explaining the operation and structure of the impact-absorbing lane departure prevention rod in accordance with a preferred embodiment of the present invention when a vehicle crashes. A case in which a vehicle collides with the shock absorber 200 will be described with reference to FIG. 8.

In FIG. 8, reference numeral 400 denotes a tire of a vehicle, and when the tire 400 collides with each other, the pair of shock absorbers 200 and 200 ′ cause the triangle to form C as shown. To swing in the direction of the arrow. As a result, the gap between the contact surfaces 276 and 276 '(see FIG. 7) is widened so that the wire 300 is stretched. That is, the wire 300 is drawn out by a predetermined distance from the opposing end face of the shock absorber (200, 200 '). At this time, the moving shaft 260 connected to both ends of the wire 300 moves while compressing the leaf spring 240 through the compression cap 250, thereby absorbing the impact due to the collision of the vehicle.

On the other hand, when the tire 400 falls from the shock absorbers 200 and 200 ', the pair of shock absorbers 200 and 200' return to their original positions while the compressed plate spring 240 expands. At this time, the surfaces of the pair of shock absorbers 200 and 200 'contact each other are formed as spherical surfaces so that even if the shock absorbers 200 and 200' are rotated, the contact occurs continuously and smoothly returns to the original position.

Although the preferred embodiments of the present invention have been described above, those skilled in the art may variously modify and modify the present invention without departing from the spirit and scope of the present invention as set forth in the claims below. It will be appreciated that it can be changed.

According to the present invention having the configuration as described above, by having a configuration comprising a wire as a connecting means between the pair of shock absorbers, and the elastic body is compressed by the wire at both ends, easily assembled and installed manually without special equipment It is possible to easily recover the damaged products and replace parts due to the collision of the vehicle, it is possible to provide a high elastic modulus shock-absorbing lane departure prevention rod.

In addition, by forming the bearing hole is divided into the body portion and the cover portion in the support, it is possible to provide a shock-absorbing lane departure prevention rod that can be connected in series or in parallel to both shafts in one support.

Claims (7)

delete delete delete delete delete A pair of shock absorbers having an axial hollow therein, the opposing cross sections being movable so as to be movable up, down, left and right relatively; A wire passing through the hollow and coupled to both ends of the shock absorber through an elastic body; Supporting the shock absorber rotatably at both ends, and includes a support fixed to the ground, The shock absorber is a basket-shaped bracket located in the hollow and the edge is coupled to the end of the shock absorber and having a movement hole on the bottom surface perpendicular to the axial direction; Including an elastic coupling portion including an elastic body disposed in the bracket, The wire penetrates the moving hole and the elastic body, and a shock-absorbing lane departure preventing rod having an engaging portion coupled to the end of the wire so that the wire does not fall out. The method of claim 6, The elastic body is a plurality of plate-shaped leaf spring, One end of the wire is fixed and the other end further comprises a moving shaft formed with a thread, The moving shaft penetrates the moving hole and the leaf spring, and the engaging portion is a shock absorbing lane departure prevention rod consisting of a nut coupled to the screw thread, and a cylindrical compression cap interposed between the leaf spring and the nut.

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