KR101089910B1 - Separating type guard rail - Google Patents

Abstract

The present invention can reduce the secondary accidents caused by overturning or climbing of the vehicle by using the upper rail and the lower rail having a first buffer portion with improved rigidity and shock absorbing ability, and can realize an optimized guardrail for road conditions. To a removable guard rail. To this end, a guard rail comprising a plurality of struts installed at regular intervals along the center or one side of the road, and a plurality of rail members continuously installed on the strut to be parallel to the ground, the rail member is formed to have a predetermined width A first buffer having a U-shaped vertical section as a whole comprising a first member, a second member extending downward from one end in the width direction of the first member, and a third member extending parallel to the first member from the end of the vertical member. part; And a fourth member extending downward from the end of the third member to the lower side of the first buffer part.

Guard rail, detachable, upper rail, lower rail, strut, buffer, slit

Description

Separating type guard rail

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a guard rail that prevents the vehicle from falling off. More specifically, the vehicle is overturned by using an upper rail and a lower rail having a first shock absorbing portion having improved rigidity and shock absorbing ability. Or a secondary guardrail capable of reducing secondary accidents due to climbing and realizing optimized guardrails suitable for road conditions.

In general, the guard rail installed at the center or side of the road prevents the departure of the vehicle to protect passengers and pedestrians, and serves to guide the vehicle to run smoothly. Guard rails should be designed to efficiently absorb the impact energy of the collision of the vehicle, thereby minimizing vehicle damage and consequent human injury. In addition, the guardrail should have sufficient rigidity to prevent secondary accidents caused by the vehicle overturning or climbing due to the failure of the guardrail.

1 is an exploded perspective view showing a conventional general guard rail. Conventional guardrail (1) is a plurality of pillars 10 are installed vertically on the ground at regular intervals, and a plurality of rail members 20 are fixed to the pillars 10 continuously parallel to the ground It is composed. At this time, the support 10 has a generally cylindrical shape, as shown in Figure 1, both ends of the rail member 20 is supported by being fastened with bolts (30).

As shown in FIG. 1, the rail member 20 includes a first shock absorbing part 22 curved to have a W-shaped cross section on one surface facing the road. The first shock absorbing portion 22 is formed by press molding or extruding a metal plate material having a predetermined thickness, and deformed by collision of the vehicle to absorb shock energy primarily. Then, the support 10 supporting the rail member 20 absorbs the impact energy secondarily.

On the other hand, the conventional guard rail 1 is provided with a stepped portion 24 which is plastically deformed through a post-processing process at one end of the rail member 20 in order to continuously install the rail member 20 on the support 10. . That is, as shown in FIG. 1, the rail members 20 in the state where the other end of the other rail member 20 ′ overlaps the stepped portion 24 of the rail member 20 on which the other end is fixed to the support 10. 20 ') and the bolt hole 32 formed in the support 10 to be fastened to the bolt 30. Through this, the rail members 20 and 20 'may be connected smoothly.

Hereinafter, the problem of the guardrail according to the prior art as described above. First, the conventional guard rail 1 is not designed to exhibit maximum rigidity with respect to a constant cross-sectional area of the rail member 20. For this reason, in order to satisfy the standards prescribed by the related laws and regulations such as the Road Traffic Act, the rail member 200 may be manufactured from a thick metal plate, or the length of the rail member 20 and the space between the pillars 10 may be reduced. In this case, the weight of the rail member 20 increases, thus increasing the labor intensity during the installation of the guard rail 1 or the manufacturing and installation cost of the guard rail 1 is high.

Second, since the first guard 22 of the rail member 20 is integrally molded and has a uniform cross-sectional shape, the conventional guard rail 1 has no impact characteristics such as collision height or collision strength of a crashing vehicle. It is not considered. For example, the conventional guard rail 1 is generally installed at the same height so as to match the bumper height of a passenger car. As a result, the bumper collides with the upper end of the rail member 20 when the large vehicle collides. As a result, the rail member 20 may be distorted or severely broken and the vehicle may be overturned or climbed, causing a large accident. This means that the shock absorbing ability of the rail member 20 is not properly exhibited during the collision of a large vehicle. In addition, the conventional guard rail 10 has a problem in providing a monotonous road scenery because the cross-sectional shape of the rail member 20 is uniform.

Third, the conventional guard rail 1 has a problem that the rail members 20 are weakly connected so that the connection part is easily broken during a collision of the vehicle. That is, as shown in Figure 1 because the connecting portion of the rail members (20, 20 ') depends only on the tension of the bolt 30, the bending rigidity of the rail member 20 during vehicle collision is not properly exhibited, As a result, the shock absorbing ability of the guard rail 10 is deteriorated.

Fourth, the conventional guard rail 1 has a problem that the visibility of the driver's outer side or the opposite side of the road is not sufficiently secured because the first shock absorbing portion 22 of the rail member 20 is integrally formed. In addition, even if a part of the rail member 20 is damaged, it is disadvantageous in terms of cost because it must be replaced.

The present invention is to solve the above problems, an object of the present invention is to provide a detachable guard rail that can improve the shock absorbing capacity and rigidity of the first buffer portion, and can actively cope with the crash characteristics of various vehicles.

Another object of the present invention is to provide a detachable guard rail that is easy to install the rail member, the connection portion of the rail members are tightly coupled and is not easily broken by the collision of the vehicle.

It is still another object of the present invention to provide a detachable guardrail that can be manufactured and installed in various forms to improve the aesthetics of the road as well as to ensure a sufficient visibility of the driver.

An object of the present invention as described above is a guardrail comprising a plurality of struts 100 installed at regular intervals along the center or one side of the road, and a plurality of rail members continuously installed on the strut 100 to be parallel to the ground. In this case, the rail member includes first members 211a and 211b elongated to a predetermined width, second members 213a and 213b extending downward from one end in the width direction of the first members 211a and 211b, and a second member. First buffer parts 210a and 210b each having a vertical cross-section having a U-shape formed in cross section consisting of third members 215a and 215b extending parallel to the first members 211a and 211b from the ends of the 213a and 213b; And a fourth member extending from the ends of the third members 215a and 215b to the lower side of the first shock absorbing portions 210a and 210b and having both longitudinal ends fixed to the support 100 by the fastening means 310. And 230a, 230b; and the rail member is a separate guard rail, characterized in that the first buffer portion (210a, 210b) is arranged up and down to form the upper rail (200a) and the lower rail (200b) Can be achieved by

In this case, the second members 213a and 213b include the first slit S1 and the second slit S2 formed at predetermined lengths at the upper end and the lower end of the longitudinal direction, respectively, and the fourth members 230a and 230b are provided. The third slit S3 has a predetermined length at the upper end of the longitudinal end, respectively, and the upper rail 200a and the lower rail 200b are shaped to fit through the first slit S1 to the third slit S3. Each of them is installed in succession. In addition, the upper rail 200a and the lower rail 200b are plastically deformed at one end in the longitudinal direction of the first buffer parts 210a and 210b to reduce the vertical cross-sectional area, and a plurality of the upper rail 200a and the lower rail 200b are installed in succession. do.

On the other hand, the object of the present invention as described above is a guard configured to include a plurality of struts 100 installed at a predetermined interval along the center or one side of the road, and a plurality of rail members continuously installed in the strut 100 to be parallel to the ground In the rail, the rail member includes first members 211a and 211b elongated to a predetermined width, second members 213a and 213b extending downward from one end in the width direction of the first members 211a and 211b, and a second member. The first buffer portion 210a, 210b having a vertical cross section having a U-shape as a whole, consisting of third members 215a, 215b extending parallel to the first members 211a, 211b from the ends of the two members 213a, 213b. ; And extending downwards from the other end in the width direction of the first members 211a and 211b past the ends of the third members 215a and 215b, and both ends of the longitudinal direction are fixed to the support 100 by the fastening means 310. And fourth members 230a and 230b to be installed, and the rail member includes first buffer parts 210a and 210b disposed up and down to form an upper rail 200a "and a lower rail 200b". It can also be achieved by a separate guard rail characterized in that.

At this time, the first buffer portion (210a, 210b) is plastically deformed in one longitudinal direction is reduced vertical cross-sectional area, the fourth slit (S4) of a predetermined length at the end of the third member (215a, 215b) on the other end A plurality of upper rails 200a "and lower rails 200b" are respectively provided in series by shape fitting through the other ends of the first buffer parts 210a and 210b and the fourth slit S4.

In addition, the first shock absorbing portion (210a, 210b) is plastically deformed in one longitudinal direction, the vertical cross-sectional area is enlarged, the fifth slit (S5) of a predetermined length at the end of the third member (215a, 215b) at one end A plurality of upper rails 200a "and lower rails 200b" may be provided in series by shape fitting through one ends of the first buffer parts 210a and 210b and the fifth slit S5, respectively. .

On the other hand, in the detachable guard rail according to the present invention as described above, there is further provided a reinforcing column 101 for supporting the intermediate portion of the upper rail (200a, 200a ") and the lower rail (200b, 200b"). In this case, the first through holes 231 are formed at both ends and middle portions of the upper rails 200a and 200a "and the lower rails 200b and 200b" of the fourth members 230a, 230b, 230a "and 230b". The fastening means further includes a bolt 231 for fixing the upper rails 200a and 200a ″ and the lower rails 200b and 200b ″ to the support 100 through the first through hole 231.

In addition, the upper rails 200a and 200a ″ and the lower rails 200b and 200b ″ may be installed in the support 100 by connecting fourth members 230a, 230b, 230a ″ and 230b ″. In this case, the fourth members 230a, 230b, 230a ″ and 230b ″ may be integrated by laser welding or spot welding.

In addition, the upper rails 200a and 200a "and the lower rails 200b and 200b" have fourth members 230a, 230b, 230a ", and 230b" respectively above and below the first buffer parts 210a and 210b. It may be installed in the strut 100 in a state where it is located.

In addition, the first cushioning portion 210b of the lower rails 200b and 200b ″ may have a smaller vertical cross-sectional area than the first buffering portion 210a of the upper rails 200a and 200a ″. In addition, the lower rails 200b and 200b ″ may be formed using a plate material thinner than the upper rails 200a and 200a ″.

In addition, each of the first members 211a and 211b and the third members 215a and 215b may further include a first cushioning bone 221 formed by convex or concave plastic deformation along the longitudinal direction.

In addition, the second members 213a and 213b may further include a reinforcement bone 223 formed by convex or concave plastic deformation along the longitudinal direction, and may have a shape curved outward at a predetermined curvature.

In addition, the detachable guardrail according to the present invention is a fixed portion 410 fixed in a state surrounding one side of the outer peripheral surface of the support 100, and the second buffer portion having a U-shaped horizontal section extending from the fixed portion 410 A support 400 made of 420 may be further provided, and the fourth members 230a, 230b, 230a ″ and 230b ″ may be fixedly installed to the second buffer 420.

In addition, in the detachable guard rail according to the present invention, a pair of upper rails 200a and 200a ″ and lower rails 200b and 200b ″ disposed up and down may be installed in the support 100.

As described above, the detachable guard rail according to the present invention has the advantage that the stiffness and the shock absorbing ability are greatly improved by providing a first buffer having a U-shaped cross section. In addition, the rail member is composed of the upper rail and the lower rail can be appropriately disposed on the shore at a predetermined interval. In addition, the first buffer part of the upper rail and the lower rail may be manufactured in various forms by varying the rigidity and size, respectively. As a result, it is possible to proactively cope with the collision characteristics of the vehicle and provide an optimized guardrail for road conditions.

In addition, the upper rail and the lower rail of the present invention can be manufactured lightly compared to the conventional integrated rail member, it can be installed continuously by the shape fitting through the slit, it is easy to install the guard rail. In addition, since the connection portion of the upper rail and the lower rail is tightly coupled, it can be prevented from being easily damaged by the collision of the vehicle.

Although the present invention has been described in connection with the above-mentioned preferred embodiments, it will be readily apparent to those skilled in the art that various other modifications and variations are possible without departing from the spirit and scope of the invention. Are all within the scope of the appended claims.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In adding reference numerals to components of each drawing, the same reference numerals are used for the same components as much as possible even though they are shown in different drawings.

[First Example ]

First, the detachable guardrail according to the first embodiment of the present invention will be described with reference to the accompanying drawings.

FIG. 2 is a perspective view illustrating an installation example of the detachable guard rail according to the first exemplary embodiment of the present invention, FIG. 3A is a cross-sectional view taken along line AA of FIG. 2, and FIG. 3B is a line AA′-A ″ of FIG. 2. This is the cross section. As shown in FIG. 2, the detachable guard rail according to the first exemplary embodiment of the present invention has a plurality of struts 100 vertically installed on the ground, and a plurality of guards continuously fixed to the struts 100 so as to be parallel to the ground. It consists of the rail members 200a and 200b. At this time, the rail members (200a, 200b) of the present invention is composed of an upper rail (200a) and a lower rail (200b).

The strut 100 is installed at regular intervals along the center or one side of the road. As shown in FIG. 2, the strut 100 may have a horizontal cross section having a rectangular shape or may have a circular or H shape. At this time, it is preferable to increase the overall rigidity of the guard rail by widening the contact areas with the rail members 200a and 200b by making the horizontal cross section of the support 100 into a rectangular shape or an H shape. The strut 100 supports the rail members 200a and 200b by fastening the end portions of the upper rails 200a and the lower rails 200b by fastening means such as bolts 310 to the rail members 200a and 200b. Secondary absorption of the applied impact energy. Meanwhile, as shown in FIG. 2, a reinforcing column 101 supporting an intermediate portion of the upper rail 200a and the lower rail 200b may be further installed. The rail members 200a and 200b may be additionally supported by the reinforcement column 101 and thus may be manufactured by increasing the unit length, thereby reducing the installation cost of the guard rail.

The rail members 200a and 200b are divided into upper rails 200a and lower rails 200b according to positions disposed vertically on the support 100. The rail members 200a and 200b are manufactured by plastically processing a metal sheet made of carbon steel, aluminum alloy, or the like using a press, an extruder, a roll forming machine, or the like. The rail members 200a and 200b may achieve a reduction in manufacturing cost through mass production in a simple structure. Since the upper rail 200a and the lower rail 200b have the same structure, only the structure of the upper rail 200a will be described below.

4 is a perspective view illustrating the upper rail of FIG. 2. The upper rail 200a includes a first buffer part 210a that absorbs impact energy by being deformed when the vehicle collides, and a fourth member 230a for fixing to the support 100 and the reinforcement column 101.

The first buffer part 210a includes a first member 211a, a second member 213a, and a third member 215a, and has a vertical cross section of a C shape. The first member 211a is formed to have a predetermined width and has a rectangular shape. The second member 213a extends downward from one end in the width direction of the first member 211a. The third member 215a extends from the end of the second member 213a. In this case, it is preferable that the first and third members 211a and 215a form a right angle with the second member 213a. Unlike this, the first member 211a and the third member 215a may be formed to have the same acute angles as the second member 213a, respectively. That is, the second member 213a may be provided so as to be perpendicular to the ground. As such, the first shock absorbing portion 210a having the vertical cross-section of the 'C' shape absorbs the impact force of the vehicle applied to the second member 213a by deforming the first and third members 211a and 215a. In addition, in the first buffer part 210a, the first and third members 211a and 215a support both ends of the second member 213a to increase bending rigidity of the upper rail 200a.

The fourth member 230a extends from the end of the third member 215a to the lower side of the first buffer portion 210a. On the other hand, the first through hole 231 for fixing to the support 100 and the reinforcement column 101 by using fastening means such as bolts 310 at both ends and the middle of the longitudinal direction of the fourth member 230a. Formed. In addition, a plurality of second through holes 233 formed at regular intervals between the first through holes 231 to be coupled to the fourth member 230b of the lower rail 200b by using a fastening means such as a rivet 320. It is provided. At this time, the first through hole 231 and the second through hole 233 is preferably formed vertically long for the assembly tolerance of the upper rail (200a) and the lower rail (200b).

In addition, the upper rail 200a includes first to third slits S1, S2, and S3 respectively formed at both ends in the longitudinal direction as shown in FIG. 4. In this case, the first slit S1 and the second slit S2 are formed at predetermined lengths on the upper and lower ends of the second member 213a, respectively. The third slit S3 is formed at a predetermined length on the upper end of the fourth member 230a. Meanwhile, according to the present exemplary embodiment, first to third slits S1, S2, and S3 are formed at both ends of the rail members 200a and 200b, respectively, so that one of the upper rails 200a and the lower rails 200b is not distinguished. It is manufactured in the shape of makes assembly and installation very easy. Unlike the upper rail 200a and the lower rail 200b, the first to third slits S1, S2, and S3 may be formed only at one end of the upper rail 200a and the other end of the lower rail 200b. It may be. In addition, even when only the first slit S1 is formed at both ends of the rail members 200a and 200b, assembly and installation are possible.

On the other hand, the connection portion for continuously installing the rail members (200a, 200b) can be connected in a general shape fit rather than the connection method through the slot described above. That is, although not shown in the drawing, one end portion in the longitudinal direction of the first buffer portion 210a, 210b may be plastically processed to reduce the vertical cross-sectional area, and the shape may be matched with the other ends of the other rail members 200a and 200b.

The upper rail 200a and the lower rail 200b having the above structure are installed in the support 100 and the reinforcement column 101 as shown in FIGS. 2 and 3A. That is, the fourth member 230a of the upper rail 200a and the first buffer portion 210a of the upper rail 200a and the first buffer portion 210b of the lower rail 200b form a predetermined interval D. The fourth member 230b of the lower rail 200b overlaps with each other. In this case, the distance D between the first buffer parts 210a and 210b may be adjusted by increasing or decreasing the widths of the fourth members 230a and 230b. In addition, the upper rail 200a and the lower rail 200b are hardened by the bolt 310 and the nut 312 through the first through holes 231 formed in the fourth members 230a and 230b and the reinforcement column 101. Is fastened. In addition, as the upper rail 200a and the lower rail 200b are additionally fastened to the fourth members 230a and 230b by the rivet 320 as shown in FIG. 2, the overall rigidity of the detachable guard rail is further enhanced. On the other hand, the upper rail (200a) and the lower rail (200b) as shown in Figure 3, the first buffer portion (210a, 210b) is different in height (H) and width (W) the overall rigidity and impact of the guard rail Can change the absorption capacity.

Meanwhile, the detachable guard rail according to the present embodiment may include first to third slits S1 formed on the upper rail 200a and the lower rail 200b, which are first installed on the support 100, as shown in FIGS. 2 and 3B. The upper rail 200a 'and the lower rail 200b', which are installed later through S2 and S3, have a structure in which the shape is coupled to each other. Looking at the coupling structure in detail, the third member 215a 'of the upper rail 200a' which is later installed in the second slit S2 of the upper rail 200a installed first is fitted at the same time the upper rail 200a ), The third member 215a is fitted to the third slit S3 of the upper rail 200a which is later installed. Then, the first member 211b 'of the lower rail 200b', which is installed later, is fitted into the first slit S1 of the lower rail 200b. And, the four upper rails (200a, 200a ") and the lower rails (200b, 200b") are fastened to the support (100) at the same time with the bolt 310 and the nut 312. Through the coupling structure, the upper rail 200a and the lower rail 200b are continuously installed on the support 100, and the upper rail 200a and the lower rail 200b are connected to each other with a large contact area to provide a conventional guard. Bonding force is greatly strengthened compared to the rail. As a result, when the vehicle collides, the connection portions of the upper rails 200a and 200a ″ and the lower rails 200b and 200b ″ may be easily prevented from being damaged. On the other hand, although not shown in the figure, it is also possible to further strengthen the coupling force by additionally fastening the connection portion of the upper rails (200a, 200a ") and the lower rails (200b, 200b") with a fastening means such as a bolt or rivet.

Figure 5a is a cross-sectional view showing the deformation of the plate thickness of the upper rail and the lower rail. The detachable guard rail according to the present embodiment may be formed using a plate having a lower rail 200b thinner than the upper rail 200a. For example, the thickness T1 of the upper rail 200a and the thickness T ₂ of the lower rail 200b may be manufactured in a ratio of 2: 1. That is, when the vehicle collides, the lower rail 200b having a lower rigidity has a larger deformation amount than the upper rail 200a, and the vehicle may be prevented from overturning or climbing due to the support of the upper rail 200a.

FIG. 5B is a cross-sectional view illustrating that the size of the first buffer part is modified in FIG. 3A. In the detachable guard rail according to the present exemplary embodiment, as shown in FIG. 5B, the first shock absorbing portion 210b of the lower rail 200b has a smaller vertical cross-sectional area than the first shock absorbing portion 210a of the upper rail 200a. Can be. For example, the height H ₁ of the first shock absorbing portion 210a of the upper rail 200a and the width W ₁ of the height H ₂ of the first shock absorbing portion 210b of the lower rail 200b. ) And width (W ₂ ) can be made larger. This can obtain an effect similar to that of varying the thickness of the upper rail 200a and the lower rail 200b described above. In addition, the upper rail (200a) can satisfy a high bumper height and a large protective force, such as a large truck, the lower rail (200b) satisfies a lower bumper height and a relatively small protective force, such as a passenger car requires at the same time You can. This enables the design of optimized guardrails for road conditions.

6A to 6C are cross-sectional views showing modifications of the rail member according to the first embodiment of the present invention.

As shown in FIG. 6A, the rail members 200a and 200b of the present invention may include first buffer bones 221 formed along the lengthwise direction of the first members 211a and 211b and the third members 215a and 215b, respectively. It may be provided. At this time, the first buffer bone 221 is convex or concave plastic deformation. Therefore, the first cushioning bone 221 is deformed before other parts of the first members 211a and 211b and the third members 215a and 215b when the vehicle collides with each other. Therefore, the first buffer portion 210a, 210b absorbs the impact energy generated by the first buffer bone 221 primarily from the second members 213a, 213b, and then deforms the impact energy by the deformation of the other portion. Will be absorbed differentially. This maintains the overall rigidity of the rail members 200a and 200b and brings about an effect of increasing the shock absorbing ability. On the other hand, in order to further increase the shock absorbing ability, the first buffer bone 221 may be formed in several pairs.

In addition, the rail members (200a, 200b) of the present invention may be provided with a reinforcing bone 223 formed along the longitudinal direction in the second member (213a, 213b) as shown in Figure 6b. The reinforcement bone 223 has a convex or concave plastic deformation shape. The reinforcement bone 223 may further enhance the rigidity and the shock absorbing ability of the first buffer parts 210a and 210b.

In addition, the rail members 200a and 200b of the present invention may have a shape in which the second members 213a 'and 213b' are curved outward with a predetermined curvature, as shown in FIG. 6C. The second members 213a 'and 213b' of the deformed form as described above have an effect similar to that of the reinforcement bone 223 described above, and may make the appearance of the rail members 200a and 200b curved. This can improve the road landscape more aesthetically.

7A to 7C are schematic perspective views illustrating that the upper rail and the lower rail of the present invention are coupled in different ways. As shown in FIG. 7A, the upper rail 200a and the lower rail 200b do not depend on the fastening means such as the bolt 310 or the rivet 320, and the fourth members 230a and 230b are spot-bonded to each other. Can be. In addition, the upper rail 200a and the lower rail 200b may be coupled by laser welding along the laser welding line L as illustrated in FIG. 7B. Meanwhile, as shown in FIG. 7C, when the upper rail 200a is formed of a thicker plate than the lower rail 200b, the end portion A of the fourth member 230a of the upper rail 200a may have a thickness of the lower rail 200b. Rolling may be performed to be integrated with the fourth member 230b of the lower rail 200b.

FIG. 8A is a cross-sectional view showing that the support is further provided in the first embodiment of the present invention, and FIG. 8B is a perspective view showing the support of FIG. 8A. On the other hand, the guardrail according to the first embodiment of the present invention, as shown in Figure 8a and 8b may be further provided with a support (400). The supporter 400 is composed of the fixing part 410 and the second shock absorbing part 420 so that the struts 100 and 101 and the rail members 200a and 200b are spaced at a predetermined interval. And, the support 400 serves to additionally absorb the impact energy applied to the rail members (200a, 200b) during the collision of the vehicle.

The fixing part 410 is fastened by the bolt 310 and the nut 312 in a state in which one side of the outer circumferential surface of the support 100 or the reinforcement holder 101 is wrapped, and is fixed to the support 100 or the reinforcement holder 101. In addition, the second buffer part 420 extends from the fixing part 410 to have a U-shaped horizontal section, and the fourth members 230a and 230b of the rail members 200a and 200b are bolts 310 and nuts. 312 is fastened and fixed. As shown in FIGS. 8A and 8B, the supporter 400 is bent to form a metal plate, and a fixing part 410 and a second buffer part 420 are formed, and both ends are welded to each other. In addition, the shear reinforcement plate 430 is preferably provided at the connection portion between the fixing part 410 and the second buffer part 420 so as to prevent excessive deformation of the support 100 and 101 and the support 400. . In addition, by forming a pair of second buffer bones 440 on both side surfaces of the second buffer part 420, it is preferable to induce a constant deformation during a collision of the vehicle to increase the shock absorbing ability.

9 is a cross-sectional view showing another example of installation of the detachable guard rail according to the first embodiment of the present invention. The detachable guardrail according to the present invention may have different arrangements of the rail members 200a and 200b as shown in FIG. 9. That is, the fourth member 230a of the upper rail 200a is positioned above the first buffer part 210a, and the fourth member 230b of the lower rail 200b is lower than the first buffer part 210b. The upper rail 200a and the lower rail 200b may be installed on the support 100 by being positioned in the support 100. In this case, the first shock absorbing portion 210a of the upper rail 200a and the first shock absorbing portion 210b of the lower rail 200b are spaced at a predetermined interval D, and thus the driver's outer side of the road or the opposite side of the road. The field of view can be secured.

10 is a cross-sectional view showing still another example of installation of the detachable guard rail according to the first embodiment of the present invention. As described above, the pair of upper rails 200a and the lower rails 200b disposed up and down may be disposed in the upper and lower portions of the struts 100 and 101, respectively, to be installed in two layers. That is, the support (400) is installed on the upper and lower portions of the support (100, 101), respectively, and a pair of rail members (200a, 200b) are respectively installed on the support (400). In this case, the pair of rail members 200a and 200b respectively installed on the upper and lower portions of the pillars 100 and 101 may be appropriately designed to have different dimensions, and may be installed as two or more layers. Thus, the guardrail of the present invention can increase the height of the barrier wall by installing a pair of rail members (200a, 200b) in a double layer, it can be usefully applied to the road of the large vehicle running.

[Second Example ]

Hereinafter, a detachable guard rail according to a second embodiment of the present invention will be described with reference to the accompanying drawings.

11A and 11A are perspective views showing a rail member according to a second embodiment of the present invention, and FIG. 11 is a cross-sectional view showing an example of installation of a detachable guard rail using the rail members of FIGS. 11A and 9B. The detachable guardrail according to the second embodiment of the present invention has a shape different from that of the detachable guardrail according to the first embodiment, as shown in FIGS. 11A and 11A. Since the rest of the configuration and their coupling relationship is the same as in the first embodiment, detailed description thereof will be omitted.

The rail members 200a "and 200b" according to the present embodiment are composed of first buffer parts 210a and 210b and fourth members 230a "and 230b". At this time, the overall shape of the first buffer portion (210a, 210b) is the same as the first embodiment. That is, it consists of the 1st member 211a, 211b, the 2nd member 213a, 213b, and the 3rd member 215a, 215b, and has a C-shaped vertical cross section.

The fourth members 230a "and 230b" extend downward from the other end in the width direction of the first members 211a and 211b beyond the ends of the third members 215a and 215b as shown in FIGS. 11A and 11A. do. The rail members 200a "and 200b" according to the present embodiment have a closed cross section in contrast to the first embodiment. The rail members 200a "and 200b" may be manufactured by bending the metal plate, and the ends of the third members 215a and 215b may be welded and fixed to the fourth members 213a "and 213b". According to the present embodiment, the first members 211a and 211b and the third members 215a and 215b are supported by the fourth members 213a "and 213b", and thus, the first members 211a and 211b are supported by the fourth members 213a "and 213b". By preventing the sharp deformation of the buffer (210a, 210b) there is an effect that the overall rigidity of the guard rail is further increased.

On the other hand, as shown in Figure 11a to connect the two rail members (200a ", 200b"), the first buffer portion (210a, 210b) has a shape in which the vertical cross-sectional area is reduced by plastic deformation of one end in the longitudinal direction. A fourth slit S4 of a predetermined length is formed at the end of the third members 215a and 215b at the other ends of the first buffer parts 210a and 210b. Therefore, a plurality of upper rails 200a "and lower rails 200b" are continuously installed by fitting the other end of the first buffer parts 210a and 210b and the fourth slit S4.

In contrast, as illustrated in FIG. 11A, the first buffer parts 210a and 210b may have a shape in which the vertical cross-sectional area is enlarged by plastic deformation of one end portion thereof in the longitudinal direction. A fifth slit S5 of a predetermined length is formed at the ends of the third members 215a and 215b at one ends of the first buffer portions 210a and 210b. Therefore, a plurality of upper rails 200a "and lower rails 200b" may be continuously installed by one end of the first shock absorbing portions 210a and 210b and by the fifth slit S5.

1 is an exploded perspective view showing a conventional general guard rail.

2 is a perspective view showing an example of installation of the detachable guard rail according to the first embodiment of the present invention.

3A is a cross sectional view taken along the line A-A of FIG. 2;

FIG. 3B is a cross sectional view taken along line A ″ -A ″ of FIG. 2;

4 is a perspective view illustrating an upper rail of FIG. 2;

5A and 5B are cross-sectional views illustrating that the plate thickness of the upper rail and the lower rail and the size of the first buffer part are modified in FIG. 3A.

6A to 6C are cross-sectional views showing modifications of the rail member according to the first embodiment of the present invention.

7A to 7C are schematic perspective views showing that the upper rail and the lower rail of the present invention are coupled in different ways.

8A is a sectional view showing that the support is further installed in the first embodiment of the present invention.

8B is a perspective view of the support of FIG. 8A.

9 is a cross-sectional view showing another example of installation of the detachable guard rail according to the first embodiment of the present invention.

10 is a cross-sectional view showing still another example of installation of the detachable guard rail according to the first embodiment of the present invention.

11A and 11A are perspective views showing a rail member according to a second embodiment of the present invention.

12 is a cross-sectional view showing an example of installation of a detachable guard rail using the rail member of FIGS. 11A and 11A.

<Description of the symbols for the main parts of the drawings>

100: prop 101: reinforcement holder

200a, 200a ": Upper rail 200b, 200b": Lower rail

210a, 210b: first buffer part

211a and 211b: first member

213a, 213b: second member

215a, 215b: third member

221: first buffer bone 223: reinforcement bone

230a, 230b: fourth member

231: first through hole 233: second through hole

310: bolt 320: rivet

400: support 410: fixed part

420: second buffer portion 430: shear reinforcement plate

440: the second buffer bone

S1 ~ S5: Slit

Claims (18)

In the guardrail consisting of a plurality of struts 100 installed at regular intervals along the center or one side of the road, and a plurality of rail members continuously installed on the strut 100 to be parallel to the ground, The rail member The first members 211a and 211b formed to have a predetermined width, the second members 213a and 213b extending downward from one end in the width direction of the first members 211a and 211b, and the second members 213a and 213b. First buffer parts 210a and 210b formed of third members 215a and 215b extending from one end to one side of 213b and having a vertical cross section having a C shape as a whole; And And fourth members 230a and 230b extending downward from the ends of the third members 215a and 215b and below the first buffer parts 210a and 210b. The buffer parts 210a and 210b are disposed up and down to form an upper rail 200a and a lower rail 200b. The second members 213a and 213b have first slits S1 and second slits S2 formed at predetermined lengths at upper and lower ends of the longitudinal ends, respectively, and the fourth members 230a and 230b may be formed. And a third slit S3 formed at the upper end of the longitudinal end portion each having the predetermined length, and The upper rail (200a) and the lower rail (200b) is a detachable guard rail, characterized in that a plurality of each is continuously installed in the shape fit through the first slit (S1) to the third slit (S3). delete The method of claim 1, The upper rails 200a and the lower rails 200b are plastically deformed in the longitudinal ends of the first buffer parts 210a and 210b to reduce the vertical cross-sectional area, and a plurality of the upper rails 200a and the lower rails 200b are continuously aligned. Detachable guard rail, characterized in that installed. In the guardrail consisting of a plurality of struts 100 installed at regular intervals along the center or one side of the road, and a plurality of rail members continuously installed on the strut 100 to be parallel to the ground, The rail member The first members 211a and 211b formed to have a predetermined width, the second members 213a and 213b extending downward from one end in the width direction of the first members 211a and 211b, and the second members 213a and 213b. First buffer parts 210a and 210b formed of third members 215a and 215b extending from one end to one side of 213b and having a vertical cross section having a C shape as a whole; And And fourth members 230a and 230b extending downward from the other ends in the width direction of the first members 211a and 211b past the ends of the third members 215a and 215b. The first shock absorbing portion (210a, 210b) is arranged up and down to form an upper rail (200a ") and a lower rail (200b"), One end portion of the first buffer portion 210a and 210b is plastically deformed in the longitudinal direction to reduce the vertical cross-sectional area, and a fourth slit S4 having a predetermined length is formed at the end of the third member 215a and 215b at the other end. Become, A plurality of upper rails (200a ") and the lower rails (200b") are each provided in succession by a plurality of shape fitting through the other end of the first buffer portion (210a, 210b) and the fourth slit (S4). Detachable guard rail. delete 5. The method of claim 4, One end portion of the first buffer portion 210a and 210b is plastically deformed in the longitudinal direction to enlarge the vertical cross-sectional area, and a fifth slit S5 of a predetermined length is formed at the end of the third member 215a and 215b in the one end portion. Formed, A plurality of upper rails (200a ") and the lower rails (200b") are each provided in succession by a plurality of shape fitting through the one end and the fifth slit (S5) of the first buffer portion (210a, 210b). Detachable guard rail. The method according to claim 1 or 4, Separation guardrail, characterized in that the reinforcement support 101 is further provided for supporting the middle portion of the upper rail (200a, 200a ") and the lower rail (200b, 200b"). The method of claim 7, wherein First through holes 231 are formed at both ends and middle portions of the upper rails 200a and 200a "and the lower rails 200b and 200b" of the fourth members 230a, 230b, 230a "and 230b", respectively. Become, Fastening means including a bolt 231 for fixing the upper rails 200a, 200a "and the lower rails 200b, 200b" to the support 100 through the first through hole 231 is further provided. Detachable guardrail, characterized in that. The method according to claim 1 or 4, The upper rails 200a and 200a ″ and the lower rails 200b and 200b ″ are separated from each other by the fourth members 230a, 230b, 230a ″ and 230b ″ and installed on the support 100. Guardrail. 10. The method of claim 9, And the fourth member (230a, 230b, 230a ", 230b") is integrated by laser welding or spot welding. The method according to claim 1 or 4, The upper rails 200a and 200a "and the lower rails 200b and 200b" have the fourth members 230a, 230b, 230a "and 230b", respectively, above and below the first buffer part 210a and 210b. Detachable guard rail, characterized in that installed in the holding (100) in a state located in each. The method according to claim 1 or 4, The first guard portion (210b) of the lower rail (200b, 200b ") is a separate guard rail, characterized in that the vertical cross-sectional area is formed smaller than the first buffer portion (210a) of the upper rail (200a, 200a"). The method according to claim 1 or 4, The lower rail (200b, 200b ") is a removable guard rail, characterized in that formed using a thinner plate than the upper rail (200a, 200a"). The method according to claim 1 or 4, The first guard (211a, 211b) and the third member (215a, 215b) are separated guards, characterized in that each further provided with a first buffer bone 221 formed by convex or concave plastic deformation along the longitudinal direction rail. The method according to claim 1 or 4, The second member (213a, 213b) is a detachable guardrail, characterized in that further provided with a reinforcement bone 223 formed by convex or concave plastic deformation along the longitudinal direction. The method according to claim 1 or 4 The second member (213a, 213b) is a detachable guard rail, characterized in that it has a shape curved outward with a predetermined curvature. The method according to claim 1 or 4, Supporting part 400 consisting of a fixing part 410 fixed in a state surrounding one side of the outer peripheral surface of the support 100 and a second buffer part 420 extending from the fixing part 410 and having a U-shaped horizontal cross section ), And the fourth member (230a, 230b, 230a ", 230b") is fixed to the second buffer part (420). The method according to claim 1 or 4, The upper and lower pairs of the upper rails (200a, 200a ") and the lower rails (200b, 200b") are formed in a double layer detachable guard rail, characterized in that installed on the support (100).

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