KR101372567B1 - Absorbing impact energy apparatus with combining inertial and non-inertial system - Google Patents

Absorbing impact energy apparatus with combining inertial and non-inertial system Download PDF

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Publication number
KR101372567B1
KR101372567B1 KR1020120121681A KR20120121681A KR101372567B1 KR 101372567 B1 KR101372567 B1 KR 101372567B1 KR 1020120121681 A KR1020120121681 A KR 1020120121681A KR 20120121681 A KR20120121681 A KR 20120121681A KR 101372567 B1 KR101372567 B1 KR 101372567B1
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South Korea
Prior art keywords
vehicle
inertia
collision
speed
shock absorbing
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KR1020120121681A
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Korean (ko)
Inventor
김기동
고만기
김동성
김경주
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공주대학교 산학협력단
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    • EFIXED CONSTRUCTIONS
    • E01CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01FADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/14Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E01F15/145Means for vehicle stopping using impact energy absorbers
    • E01F15/146Means for vehicle stopping using impact energy absorbers fixed arrangements

Abstract

The present invention relates to a shock absorber for a road, and more particularly, it is installed in front of a fixed structure on a road such as a median separator or a guide rail installed at a branch point or an access road to effectively absorb a shock when a vehicle collides with a vehicle and a driver. It relates to a shock absorber that can protect.
The present invention provides a shock absorption method by a multi-step speed-time history that is distinguished from the conventional shock absorption method for bringing about a one-step speed-time change in order to solve the above problems.
The present invention has the effect of being able to install the shock absorbing facility in a narrow space as well as economically by installing the shock absorbing method by the three-step speed-time history.

Description

Absorbing impact energy apparatus with combining inertial and non-inertial system using multi-step speed-time history

The present invention relates to a shock absorber for a road, and more particularly, it is installed in front of a fixed structure on a road such as a median separator or a guide rail installed at a branch point or an access road to effectively absorb a shock when a vehicle collides with a vehicle and a driver. It relates to a shock absorber that can protect.

In general, when the fixed structure is located on the road, a shock absorbing device is installed in front of the structure to prevent the accident of the driver and severe damage of the vehicle in the event of a collision due to the driver's carelessness or unavoidable reasons. The shock absorber is installed at the starting point of the central separator or guide rail installed at the junction or the access road of the road, or at the lower end of the pier or the tunnel entrance.

Occupant collision speed ( THIV Speed-time relationship

The shock absorbing facility absorbs the impact energy of the vehicle before it collides with the structure on the road and stops it, or corrects the direction of the vehicle and returns it to the original driving lane. Conventionally, the concept of protection fence design can be applied, and the energy dissipation method is the key to the design of shock absorbers.

Existing shock absorbers generally dissipate collision energy by applying a speed-time history design concept consisting of a linear linear stage, as shown in FIG. By applying the speed-time history design concept composed of the linear stage 1, the passenger collision speed (THIV) limit, which is presented in the road safety facility installation and management guidelines (Ministry of Land, Transport and Maritime Affairs, 2010), was applied. The linear deceleration to satisfy is 12.2g, and when the linear deceleration is 12.2g or more, the occupant collision speed exceeds the limit.

As can be seen in FIG. 2, the minimum required length (the lower area of the vehicle speed-time history) of the shock absorber that satisfies the occupant collision speed when the initial collision speed is 80 km / h (22.2 m / s) is theoretical. 2.1m (vehicle modifications are not taken into account).

Current rating CC2 used in domestic (collision speed 80km / h) minimum length of 3.25m and shock absorbing facility (Shindo Industry: 4.1m, Impact Black Hole: 3.7m, Las Court: 3.25m), the installation space constraints and installation costs Considering this, minimizing the length of the shock absorber should be a major consideration in the design .

Inertia  or Pessimistic  Shock Absorber

Looking at the shock absorbing action of the shock absorber in more detail, it can be divided into inertial and non-inertial according to the aspect of the action, which is proportional to the weight of the shock absorber when the vehicle collides with the shock absorber. Absorption of the impact of the vehicle collided by inertia is an inertial shock absorber, and absorbing the impact of the impacted vehicle by deformation energy using an elastic body such as a spring can be distinguished as an inertial shock absorber.

In addition, the shock absorbing facility may be divided into a restoring type and a non-restoring type according to whether the crash vehicle returns to the vehicle. In general, if a side rail is present, it is a restoration type. In the case of the inertial type described above, the non-resilient type is generally used. Recently published related prior art documents are as follows. In order to minimize the length of the shock absorbing facility, inertia molding and non-inertia molding need to be applied in combination, but studies related to this have not been conducted.

KR 10-0765954 B1 2007. 10. 10. KR 10-0869344 B1 Nov 19, 2008

Disclosure of the Invention An object of the present invention is to disclose a shock absorbing facility that can be installed in a narrow space and has excellent economic efficiency by disclosing an improved shock absorbing method rather than the conventional shock absorbing method that produces a linear speed-time linear change.

Still another object of the present invention is to provide a specific shock absorbing facility that can implement the improved shock absorbing method.

The present invention provides a shock absorption method by a multi-step speed-time history that is distinguished from the conventional shock absorption method for bringing about a one-step speed-time change in order to solve the above problems. The shock absorption method according to the present invention is not a one-step speed-time change, but a multi-step speed change, for example, there is a three-step speed change. have. However, the fact that the speed of the collision vehicle is not changed is explained as described in accordance with the limitations of the description and should be interpreted to include the case where the speed is reduced by other environmental factors other than the dispatch absorber after the collision. The present invention also discloses a shock absorbing device according to the three-step linear speed-time history concept to solve the above problems. This is described in detail as follows.

The present invention provides a shock absorbing method for absorbing impact energy of a crash vehicle, wherein the shock absorbing method gradually reduces the speed of the crash vehicle as the impact of the crash vehicle is absorbed, and the rate of deceleration is two or more different speeds. Disclosed is a multi-stage velocity-time history shock absorbing method comprising a step.

Preferably, the different speed step may include a first sudden deceleration step in which the speed of the crash vehicle is rapidly decelerated after the collision; A second deceleration step of performing a step after the first sudden deceleration step such that there is no change in the speed of the crash vehicle after the passenger collision; And a third deceleration step of decelerating the speed of the crash vehicle after the collision of the passengers as a step after the second reduction speed step.

Preferably, in the first sudden deceleration step, a weight part is provided so that when the vehicle collides with the weight part, the speed of the crash vehicle is rapidly reduced by an inertail force, and the second reduction is performed. The speed step is characterized in that the weight vehicle collided in the first sudden deceleration step is moved away from the crashed vehicle instantaneously, so that the collision vehicle also maintains the reduced speed, the third deceleration step is in contact with the The impact vehicle and the weight portion may be characterized in that the speed is gradually reduced by the elastic means.

The present invention provides an inertia section including a weight part that rapidly reduces the speed of the collision vehicle by inertia, and an empty space part that is formed such that the weight part can move at a reduced speed due to a vehicle collision, and the weight part is the empty space part by a vehicle collision. After passing through, the impact vehicle and the weight portion is characterized by consisting of a non-inertial section consisting of an elastic means and a reaction frame so that the speed is gradually reduced by the strain energy, inertia and non-inertia combined recovery type shock absorption Start the facility.

Preferably, the weight portion is moved by the vehicle collision, in contact with the elastic means to transfer energy, so that the impact is gradually transferred to the elastic means, between the inertial section and the non-inertial section, It may be characterized in that the shock absorbing means is further installed in the front portion.

Preferably, the impact mitigating means may be characterized in that it comprises a transverse steel plate which is in contact with the weight portion of the vehicle impactor and two or more longitudinal steel plates to secure the lateral signboard spaced apart from the elastic means.

Preferably, the shock absorbing facility is provided with a guide rail installed on the ground, the weight is coupled to the guide rail so as to slide, the shock absorbing means is coupled to the guide rail to be slidable, the elastic means The shock absorbing means is made of a fixed front frame and the helical elastic spring is connected to the front frame and the reaction frame is fixed, the front frame may be characterized in that coupled to the sliding guide rail. .

Preferably the weight of the weight portion is 855Kg to 900Kg, the longitudinal length of the empty space may be characterized in that 0.45m to 0.5m.

The present invention has the effect of being able to install the shock absorbing facility in a narrow space as well as economically by installing the shock absorbing method by the three-step speed-time history. The fact that the shock absorber can be installed in a narrow space means that the length of the shock absorber can be reduced.

If the invention as described above can be reflected in the design standards of the national road safety facilities, it is possible to reduce the efficient use of the land and budget.

For example, if the linear speed-time history concept consisting of three steps, which is an embodiment of the present invention, is applied, the required length of the CC2 grade shock absorber can be theoretically reduced to 1.5 m. This can reduce the length by about 30% compared to the prior art (previous one-stage linear design), which is economical and can reduce the limitation of the installation space.

1 to 4 are for explaining the shock absorption method by the multi-step speed-time history of the present invention,
1 is a representation of a shock absorption method using a conventionally known one-step linear speed-time history, and FIG. 2 shows a calculation of a minimum required length of a shock absorption facility by a conventionally known one-step linear-time history.
Figure 3 shows the calculation of the minimum required length of the shock absorbing system by the multi-stage (three-stage) linear speed-time history that is an embodiment of the present invention, Figure 4 is a multi-stage (three-stage) linear, which is an embodiment of the present invention It is for explaining the shock absorption method by the speed-time history.
5 to 7 is a view showing an embodiment of the restoration type shock absorption facility combined inertia and non-inertia using the shock absorption method according to the multi-step speed-time history of the present invention,
5 is a perspective view of the outer surface of an embodiment of the present invention,
6 is a detailed view obliquely showing a part of the interior of the embodiment of the present invention,
7 is an internal plan view for explaining an embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. It is to be understood that the present invention is not limited to the disclosed embodiments, but may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, It is provided to inform.

Impact absorption method by multi-step speed-time history Example

The present invention discloses a shock absorption method based on a multi-step linear speed-time history in order to solve the problems described above. That is, the present invention is a shock absorbing method for absorbing the impact energy of the crash vehicle, the shock absorbing method is the speed of the crash vehicle is gradually reduced as the impact of the impact vehicle is absorbed, the rate of deceleration is two or more It provides a multi-step speed-time history shock absorption method comprising a different speed step.

FIG. 3 is a table showing a minimum required length of a shock absorbing system to which a shock absorbing method using a three-step linear speed-time history, which is an embodiment of the present invention, is shown. FIG. 4 is a multi-stage (3) Step) The table to explain the shock absorption method by linear velocity-time history.

When the shock absorbing method using the linear speed-time history composed of three steps shown in FIG. 3 is applied to the shock absorbing facility, the required length of the CC2 grade shock absorbing facility can theoretically be reduced to 1.5 m. This can reduce the length by about 30% compared to the prior art (previous one-stage linear design), which is economical and can reduce the limitation of the installation space.

This embodiment includes a first sudden deceleration step in which the speed of the crash vehicle is decelerated rapidly after the different speed steps are collided; A second deceleration step of reducing the speed of the crash vehicle after the crash of the passenger after the first rapid deceleration step; And a third deceleration step of decelerating the remaining speed of the crash vehicle after the collision of the passengers as a step after the second reduction speed step.

By applying the three-step linear speed-time history concept shown in FIG. 3, the required length of the CC2 class shock absorber can be theoretically reduced to 1.5 m. This can reduce the length by about 30% compared to the prior art (previous one-stage linear design), which is economical and can reduce the limitation of the installation space.

As shown in FIG. 4, a three-step linear velocity-time history shock absorption method distinguishes a vehicle before and after a passenger collision so that the collision vehicle behaves differently. Absorbs the impact of a crash vehicle so that it can be a non-linear crash vehicle movement. More specifically, in order to implement a shock absorbing system using the three-step linear speed-time history concept, it is necessary to cause a sudden deceleration of the vehicle at the beginning of the crash (Fig. 4, Section 1). Sections (Figure 4, Section 2) are needed. In addition, after the occupant collision speed occurs, the deceleration can be made around 20g PHD (deceleration after impact) limit (Fig. 4, Section 3).

In the first sudden deceleration step, a weight part is provided so that when the vehicle collides with the weight part, the speed of the crash vehicle is drastically reduced by an inertail force, and the second reduction step is the first sudden deceleration step. By reducing and reducing the speed of the vehicle while moving the weight collided with the vehicle collided in the next step, the collision vehicle also significantly cancels the speed, and the third deceleration step is such that the crash vehicle and the weight portion are brought back into contact with each other. By means of means the speed is gradually reduced.

Inertia Pessimism Combined  Of restoration type shock absorber Example

The present invention discloses a shock absorbing system to which the above-described multi-stage linear velocity-time history shock absorbing method is applied, and as an example, proposes a three-stage linear velocity-time history shock absorbing system. Hereinafter, the configuration and operation thereof will be described in detail with reference to the accompanying drawings.

5 to 7 is a view showing an embodiment of a restoration type shock absorber combined with an inertia and a non-inertia using the shock absorption method according to the multi-step speed-time history of the present invention, Figure 5 is an embodiment of the present invention 6 is an exploded perspective view showing a part of the interior of an embodiment of the present invention in an oblique view, and FIG. 7 is an internal plan view for explaining an embodiment of the present invention.

The shock absorbing facility to which the shock absorbing method based on the three-step linear speed-time history, which is an embodiment of the present invention, includes: i) a weight part 100 for rapidly decreasing the speed of the collision vehicle by inertia; and the weight part 100 ) Is an inertial section (P1) consisting of an empty space portion 200 is formed so that the collision speed is reduced by moving by the vehicle collision, and ii) the weight portion 100 is the empty space portion 200 by the vehicle collision After passing through), the collision vehicle and the weight part 100, the non-inertia section (P3) and iii) the weight of the elastic spring 400 and the operating frame 500 so that the speed is gradually reduced by the deformation energy When the part 100 moves by the collision of the vehicle and transmits energy in contact with the elastic spring 400, the inertia section P1 and the non-pipe are mounted so that the impact is gradually transmitted to the elastic spring 400. As the interval (P3) comprising one installed on the front of the impact transition section (P2) in the non sex interval (P3).

The impact transition section (P2) is two or more species for fixing the transverse steel plate 301 and the transverse signage 301 to be spaced apart from the elastic spring 400 in contact with the weight portion 100 during a vehicle collision The shock absorber 300 including the directional steel sheet 302 is configured.

The shock absorbing facility includes an upper cover 10 closing the upper portion, a front cover 20 installed in front of the weight part 100, a fixing stand 30 fixed to the ground at the rear, and the upper cover ( 10) is configured to include both side guard rails 40 installed in the direction perpendicular to the ground from the left and right.

In addition, the interior of the shock absorbing facility is installed on the floor surface guide rail 50 for forming a shock absorbing section in accordance with the vehicle collision is installed.

The weight part 100 is preferably installed in the frame 101 for fixing the weight part 100 in the front and rear side.

It is to form an inertial section (P1) to allow the weight portion 100 to move without resistance due to a vehicle collision from the front cover 10 to the empty space portion 200 from the rear.

At the time when the inertia section P1 ends, the impact transition section P2 is made immediately, and the impact transition tool P2 is configured with an impact relaxation device 300.

The shock absorbing device 300 is two or more species for fixing the transverse steel plate 301 and the transverse signage 301 spaced apart from the elastic spring 400 in contact with the weight portion 100 during a vehicle crash It is preferable to comprise the directional steel sheet 302.

The elastic means is composed of an operation frame 500 to which the impact mitigating device 300 is fixed and an elastic spring 400 connected to the operation frame 500 and a fixing table 30 installed on the ground.

On the other hand, the weight part 100 and the shock absorbing device 300, the operation frame 500 is coupled to the guide rail 50 so as to be slidable, the upper surface of the guide rail 50 when the vehicle collision the operation frame The stopper 600 is prevented from being restored by the elastic spring 400 while being pushed rearward 500.

The stopper 600 has a locking plate 601 to stop the movement of the operation frame 500 at the upper end, and a support spring 602 for operating the locking plate 601 at the lower end of the locking plate 601. ) Is preferably formed.

By weight  Weight etc.

The weight of the weight portion of the shock absorbing facility of one embodiment of the present invention is 900Kg, when considering the manual error of 5% when installing the road facilities the weight of the weight may be from 855kg to 900kg. The longitudinal length of the void is 0.5 m. The optimum length is 0.45m but is within 0.5m considering safety factor and installation error. Therefore, preferably 0.45 m to 0.5 m.

The weight of the weight part is 900Kg, the reason why the longitudinal length of the empty space is preferably 0.45m will be described in detail with reference to FIG.

4 Section  Calculation of 1 section module mass

If the collision vehicle mass is 900kg and the collision speed is 80km / h, the module mass calculation is made to make the occupant collision speed = 40km / h in consideration of the safety factor of 10% against the occupant collision speed limit value of 44km / h.

    Apply the law of conservation of momentum

Figure 112012089061898-pat00001

Figure 112012089061898-pat00002

Figure 112012089061898-pat00003

4 Section  Calculation of 1 section speed-time history

The behavior of the vehicle impacting the concentrated mass can be idealized by the two-degree-of-freedom mass-spring model shown below.

Figure 112012089061898-pat00004

    Considering the equilibrium of free object diagram in the above figure, the equation of motion is determined as

Figure 112012089061898-pat00005

    The solution of the equation above is as follows.

Figure 112012089061898-pat00006

Figure 112012089061898-pat00007

Figure 112012089061898-pat00008

Figure 112012089061898-pat00009

Figure 112012089061898-pat00010

Figure 112012089061898-pat00011

here,

Figure 112012089061898-pat00012

Figure 112012089061898-pat00013

Figure 112012089061898-pat00014

Figure 112012089061898-pat00015
,
Figure 112012089061898-pat00016

Figure 112012089061898-pat00017
,
Figure 112012089061898-pat00018

Figure 112012089061898-pat00019

Figure 112012089061898-pat00020

Using the solution of the above equation of motion, we can calculate the speed-time history graph of the vehicle.

4 Section  2 sections Empty space  Calculation of length

Calculate the time when A 1 = 0.6m according to the definition of occupant collision speed in the road safety facility installation and management guideline, and set Section 2 section of Fig. 4 and calculate the area under the speed-time hysteresis curve. The required length of is 0.45m.

4 Section  3 sections Module Stiffness k 3  Calculation

The module stiffness k 3 of Section 3 of FIG. 4 was calculated by applying a safety factor of 10% to the PHD limit value of 20 g.

The collision behavior of the vehicle can be idealized by a two-degree-of-freedom mass-spring model as shown in the following figure.

Figure 112012089061898-pat00021

Using the above figure, the equation of motion is determined as follows.

Figure 112012089061898-pat00022

In the solution of a two degree of freedom motion equations to an equation of motion it is mentioned above, instead of c m m c + m 1, Δ 1, instead can be obtained by substituting a Δ 3.

The stiffness k 3 = 1000 kN / m of the module making PHD = 18 g is estimated (if m 3 = 100 kg). The length of the module calculated as the area of the section 3 section of Figure 4 is 0.75m.

Estimation of Overall Length of Shock Absorber

In case of 1300kg of collision vehicle and 80km / h of collision speed, the vehicle speed-time history is calculated by using the two-degree of freedom Mass-Spring model by applying the mass of 900kg of the first module and 0.45m of empty space. In this case, the occupant collision speed value is 34km / h and the PHD value is 20g, which satisfies the reference value of the road safety facility installation and management guideline, and the module length calculated as the area of Section 3 section of FIG. 4 is 0.93m.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is clearly understood that the same is by way of illustration and example only and is not to be taken by way of limitation, It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the present invention as defined by the appended claims and their equivalents.

10 Top cover
20 Front cover
30 Reaction Frame
40 Guard Rail
50 Guide Rail
P1 Inertia portion
100 Mass Parts 101 Frame
200 Empty Space
P2 Impact Transition Section
300 Impact Alleviation Device
301 Lateral Steel Plate
302 Longitudinal Thin Steel Plate
P3 Non-Inertia portion
400 elastic spring
500 working frames
500 stopper
501 hanger
502 Support Spring

Claims (8)

  1. delete
  2. delete
  3. delete
  4. Inertia section consisting of a weight portion 100 for rapidly decelerating the speed of the collision vehicle by the inertia and an empty space portion 200 that is formed so that the collision speed can be reduced while moving by the vehicle collision ( P1),
    After the weight part 100 passes the empty space part 200 by the collision of the vehicle, the collision vehicle and the weight part 100 may gradually reduce the speed due to the deformation energy. It consists of a non-inertia section (P3),
    When the weight part 100 is moved by the collision of the vehicle and in contact with the elastic means to transmit energy, the inertia section P1 and the non-inertial section P3 so that the impact is gradually transmitted to the elastic means. As a shock absorbing facility in which a shock transition section (P2) is further installed in the front portion of the non-inertial section (P3) between,
    The shock absorbing facility is installed on the guide rail 50 is installed on the ground,
    The weight part 100 is coupled to the guide rail 50 to be slidable,
    Shock absorbing device 300 is coupled to the guide rail 50 to be slidable,
    The elastic means is made of an operation frame 500 is fixed to the shock absorbing device 300 and the elastic spring 400 is connected to the operation frame 500 and the fixed base 30 is installed on the ground, the operation frame 500 ) Is coupled to the guide rail 50 to be slidable,
    The upper surface of the guide rail 50 is formed with a stopper 600 which prevents the operation frame 500 from being restored by the elastic spring 400 while being pushed backward in a vehicle collision,
    The stopper 600 has a locking plate 601 to stop the movement of the operation frame 500 at the top, and a support spring 602 for operating the locking plate 601 at the lower end of the locking plate 601. Characterized in that comprises a)
    Resilient shock absorption system combining inertia and non-inertia.
  5. delete
  6. 5. The method of claim 4,
    The impact transition section (P2) is a two or more longitudinal steel plate for fixing the transverse steel plate 301 and the transverse signage 301 to be in contact with the weight portion 100 and spaced apart from the elastic spring 400, the vehicle collider. Shock absorbing device 300 made, including (302) is characterized in that it is included
    Resilient shock absorption system combining inertia and non-inertia.
  7. delete
  8. 5. The method of claim 4,
    The weight of the weight portion 100 is 855Kg to 900Kg,
    The longitudinal length of the void is characterized in that 0.45m to 0.5m
    Resilient shock absorption system combining inertia and non-inertia.




KR1020120121681A 2012-10-30 2012-10-30 Absorbing impact energy apparatus with combining inertial and non-inertial system KR101372567B1 (en)

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106320226A (en) * 2016-09-09 2017-01-11 长沙理工大学 Highway anti-collision pad with guide function
KR20170023291A (en) 2015-08-20 2017-03-03 공주대학교 산학협력단 Impact attenuator with buckling
CN106638395A (en) * 2016-11-22 2017-05-10 长沙理工大学 Guardrail terminal
KR101875581B1 (en) * 2015-11-27 2018-07-09 공주대학교 산학협력단 Impact attenuator with tempered glass
CN108643083A (en) * 2018-04-03 2018-10-12 刘华英 A kind of guardrail slowing down frontal impact

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR200289967Y1 (en) * 2002-06-12 2002-09-19 주식회사 연암기술공사 Shock absorption safety apparatus for median strip of bridge
KR101022533B1 (en) * 2010-09-13 2011-03-16 신도산업 주식회사 Wide crash cushion apparatus

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR200289967Y1 (en) * 2002-06-12 2002-09-19 주식회사 연암기술공사 Shock absorption safety apparatus for median strip of bridge
KR200293171Y1 (en) 2002-07-29 2002-10-25 (주)동림컨설턴트 Safety equipment of road using rail reduction apparatus
KR200293170Y1 (en) 2002-07-29 2002-10-25 (주)동림컨설턴트 Shock absorption apparatus of median strip entrance for road using urethane shock absorption rod and spring
KR101022533B1 (en) * 2010-09-13 2011-03-16 신도산업 주식회사 Wide crash cushion apparatus

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20170023291A (en) 2015-08-20 2017-03-03 공주대학교 산학협력단 Impact attenuator with buckling
KR101875581B1 (en) * 2015-11-27 2018-07-09 공주대학교 산학협력단 Impact attenuator with tempered glass
CN106320226A (en) * 2016-09-09 2017-01-11 长沙理工大学 Highway anti-collision pad with guide function
CN106638395A (en) * 2016-11-22 2017-05-10 长沙理工大学 Guardrail terminal
CN108643083A (en) * 2018-04-03 2018-10-12 刘华英 A kind of guardrail slowing down frontal impact

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