KR101585734B1 - Guard Rail Post And Guard Fence Having the Same - Google Patents

Abstract

There is provided a support for a security fence having excellent shock absorption performance and a security fence having the same.
A strut for a guard fence, which is disclosed, comprises: a strut body portion forming a section of a predetermined shape; And a shock absorbing part extending from the strut body part to be integrally formed with the strut body part and forming a shock absorbing space for absorbing an impact at the time of a vehicle collision between the strut body part and the beam have.
Also, the disclosed barrier fence includes: a support vertically disposed at a predetermined interval in the traveling direction of the vehicle; And a beam connecting the struts.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a guard fence,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0002] The present invention relates to a support for use in a security fence installed in a road or a bridge, and a security fence having the support.

Generally, the protection fence prevents the vehicle departing from the normal traveling route during driving and away from the sidewalk or the opposite lane, and absorbs the collision energy through the plastic deformation during the collision of the vehicle, thereby minimizing the damage of the passenger and the vehicle. Means the facilities installed on the roadside, on the boundary of the sidewalk / roadway, or on the median separator. In addition, the guard fence is also used to return the vehicle that is out of the normal driving route back to the normal driving direction.

Such a protective fence is mainly composed of a flexible protective fence having a main function of absorbing impact energy accompanied by a slight deformation when a vehicle collides with a vehicle, And rigid protective fences formed of non-deformable structures.

Figs. 1 and 2 show an example of the above-described flexible security fence 1. Fig.

1 and 2, the barrier fence 1 includes a plurality of struts 10 arranged at regular intervals in a row, a plurality of beams 20 connecting two or three struts 10, So as to support the beams 20 connected to each other by the pillars 10.

At this time, when the vehicle collides with the beam 20 of the guard fence 1, the support 10 serves to prevent the beam 20 from coming off and to resist the impact force.

Referring to FIG. 2, the beam 20 is fastened to the support 10 by fastening members such as bolts and nuts, and the lower end of the support 10 is fixed to the road side. At this time, the pillars 10 are fixed in a state buried in the ground, but they are generally installed on a curb 60 when installed in a bridge.

Meanwhile, a base plate 50 for connecting the column 10 to the curb 60 may be provided. In this case, the lower end of the column 10 may be connected to the base plate 50 and fixed to the curb 60 through a plurality of anchor members 40.

As described above, the barrier fence 1 is installed on the side surface of the road 3 made of the bottom plate concrete and the asphalt pavement, so that it is installed as a safety facility to absorb the impact force at the time of a vehicle collision and prevent the vehicle from being separated from the bridge.

On the other hand, the barrier fence 1 must resist the impact energy given by the grade (SB1 ~ 7 in Korea, TL1 ~ 6 in the US) and resist the impact energy through the support 10.

The cross-sectional shape of the support 10 is formed into various shapes such as a circle, a square, an I-shape and an H-shape through press working and welding. However, the design standard for the structure of the support 10 of the guard fence 1 is And the suitability of the vehicle is determined by the actual vehicle collision test.

Therefore, in order to satisfy the strength performance condition of the actual vehicle collision test, it is necessary to increase the thickness of the beam 20 and the column 10 to improve the strength performance or to sandwich a plurality of reinforcing plates on the front surface (road side surface) However, such a conventional technique has been the biggest cause of the increase in production cost of the barrier fence 1. [

Particularly, since the conventional guard fence 1 forms a strut by welding the strut plates formed by press working or the like, a number of welding works are required for the strut making, and in order to improve the corrosion resistance of the strut formed by welding, Zinc plating operation is performed. Therefore, the conventional barrier fence 1 is not only poor in workability but also has a problem that a post-process such as plating is required.

2, the conventional security fence 1 is provided with a collision absorbing member 20 for absorbing impact between the beam 20 and the support 10 in order to absorb the impact applied to the beam 20, (30) are separately mounted. That is, in order to protect the passenger in the event of a collision of a small car such as a passenger car, a separate shock absorbing member 30 is mounted on the guard fence 1. [

However, since the shock absorbing member 30 is separately manufactured, it causes a rise in production cost, and is installed between the beam 20 and the support 10, it takes a long time and a lot of work.

Korean Patent Publication No. 2006-0072721 (published on June 28, 2006)

SUMMARY OF THE INVENTION The present invention has been made to solve at least some of the problems of the prior art as described above, and it is an object of the present invention to provide a support for a security fence excellent in impact absorption performance and a security fence having the same.

Another object of the present invention is to provide a support for a security fence having excellent workability and improved workability and a security fence having the same.

According to one aspect of the present invention, there is provided a straddle-type straddle-type straddle-type vehicle comprising: And a shock absorbing part extending from the strut body part to be integrally formed with the strut body part and forming a shock absorbing space for absorbing an impact at the time of a vehicle collision between the strut body part and the beam, Provide landings.

For example, the shock absorber may be bent to extend from both ends of the strut body portion to have a 'C' -shaped cross section. At this time, the impact absorbing portion includes a first flange portion bent and extended from both side ends of the pillar body, a second flange facing the first flange, and a side plate connecting the first and second flanges And the width of the shock absorbing space can be determined by the width of the side plate. The second flange may be formed longer than the first flange so that the second flanges extending from both sides of the pillar body are adjacent to each other.

As an example, the impact absorbing portion may have a bent portion formed by being bent from the second flange toward the pillar body portion.

As another example, the impact absorbing portion may be bent and extended from both side ends of the strut body portion to have a cross-sectional shape. At this time, the impact absorbing portion includes a first flange portion bent and extended from both side ends of the supporting body portion, a second flange facing the first flange, a side plate connecting the first and second flanges, And an inner plate opposed to the side plate. The width of the shock absorbing space can be determined by the width of the side plate.

The side plate may have a corrugated portion formed in a longitudinal direction of the side plate to facilitate deformation when a vehicle collides.

The columnar body may have a concavo-convex portion formed in a longitudinal direction of the columnar body portion.

Meanwhile, the holding body portion and the impact absorbing portion may have a cross section that can be integrally formed by roll forming.

According to another aspect of the present invention, there is provided a vehicle comprising: the above-mentioned support column vertically disposed at a predetermined interval in the traveling direction of the vehicle; And a beam connecting the strut.

In addition, the protective fence according to one aspect of the present invention further includes a base plate for mounting the strut on the road, the strut body being completely fixed to the base plate, A portion of the impact absorbing portion that is adjacent to the road is not fixed to the base plate so as to be easily or partially connected to the base plate through spot welding.

According to an embodiment of the present invention having such a configuration, since the shock absorbing part is integrally formed on the support, excellent shock absorbing performance can be exhibited even if the support is not provided separately between the beam and the support. Particularly, it is possible to secure the safety of the passenger by absorbing the impact energy of the vehicle by inducing a local buckling deformation of the impact absorbing portion when the vehicle collides. Furthermore, when a shock absorber is provided on the support and a separate shock absorber is provided between the beam and the support, it is possible to exhibit better shock absorption performance than the prior art.

In addition, according to one embodiment of the present invention, in the case where the holding body portion and the impact absorbing portion have a cross-sectional shape that can be integrally formed by roll forming, since the strut can be integrally formed by roll forming, It is possible to obtain an effect that the processing cost and the construction cost of the support are reduced.

In particular, the conventional protection fence requires a plating operation to secure corrosion resistance. However, in the case of the plated steel, since the welding performance is lowered, the hot dip galvanizing method is carried out after the welding for the formation of the cross- This leads to a problem that the production period and cost are increased. However, according to one embodiment of the present invention, when the support is integrally formed, welding can be omitted or welding can be minimized in order to manufacture a support. Therefore, not only the machining cost due to the welding can be reduced, but also the corrosion-resistant steel sheet subjected to the plating treatment can be used in the forming step of the support (i.e., the roll forming step).

1 is a perspective view showing an example of a conventional barrier fence;
Fig. 2 is a longitudinal section of the guard fence shown in Fig. 1; Fig.
3 is a longitudinal sectional view of a security fence according to an embodiment of the present invention.
4 is a cross-sectional view of a security fence according to an embodiment of the present invention.
5 to 8 are sectional views showing various embodiments of a support for a security fence according to the present invention.
FIG. 9 is a plan view showing a welding state between a support for a security fence and a base plate according to an embodiment of the present invention; FIG.
10 (a) is a perspective view of a support according to an example of the prior art, and (b) and (c) are cross-sectional views of an embodiment of the present invention Fig.
11 is a graph showing the results of strength tests or strength analyzes for various supports shown in Fig.

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. However, the embodiments of the present invention can be modified into various other forms, and the scope of the present invention is not limited to the embodiments described below. Further, the embodiments of the present invention are provided to more fully explain the present invention to those skilled in the art. The shape and size of elements in the drawings may be exaggerated for clarity.

Furthermore, the singular forms "a", "an," and "the" include plural referents unless the context clearly dictates otherwise.

First, referring to Figs. 3 and 4, a barrier fence 200 according to an aspect of the present invention will be described.

3 and 4, a guard fence 200 according to an aspect of the present invention includes a strut 100 and a beam 210, similar to the conventional guard fence 1 shown in Figs. 1 and 2 . For example, the guard fence 200 according to one aspect of the present invention includes a plurality of struts 100 disposed vertically at regular intervals in the traveling direction of the vehicle, and a plurality of struts 100 connecting two or three struts 100 And a beam 210 connected to the support 100. The support 100 supports the beams 210 connected to each other.

The beam 210 is coupled to the strut 100 through the bolt member 230 and the nut member 240 and the lower end of the strut 100 is fixed to the road 3 side.

3 shows a state in which the lower end of the strut 100 is connected to the curb 260 through the anchor member 270 after being connected by the base plate 250. However, But it is not limited to being fixed through the curb 260 and a known method for fixing the column 100 to the road 3 can be used. For example, the pillars 100 may be embedded in the ground, or may be connected to a concrete block installed for each pillars 100 instead of the curb 260.

As described above, various methods known in the art can be used for supporting the column 100 on the road or connecting the column 100 and the beam 210, which are included in the scope of the present invention.

Next, a strut 100 used for a security fence 200 according to an aspect of the present invention will be described with reference to Figs. 5 to 8. Fig.

5 to 8, the strut 100 includes a strut body 110 and an impact absorbing part 120.

5 to 8, the holding body portion 110 may have a cross-sectional shape such as a " D " shape. However, the holding body portion 110 may have an impact Sectional shape of the pillar body 110 is not limited thereto as long as the absorbing part 120 can be integrally connected.

The holding body 110 may include a rear plate 111 disposed at a distance from the road 3 and a side plate 112 extending from the rear plate 111.

At this time, the pillar body 110 has a concave / convex portion 113 formed in the longitudinal direction (vertical direction) of the pillar body 110 so as to suppress local buckling of the pillar body 110 at the time of a vehicle collision can do. At this time, it is preferable that the concave-convex part 113 is formed on the rear plate 111 for suppressing buckling, but it is also possible to form the concave-convex part 113 on the side plate 112.

The shock absorber 120 extends from the strut body 110 so as to be integrally formed with the strut body 110 and is provided between the strut body 110 and the beam 210, Thereby forming a shock absorbing space for absorbing impact.

5 to 7, the impact absorbing portion 120 may have a cross-sectional shape that is bent and extended from both side ends of the pillar body 110 to have a 'C' shape.

That is, the impact absorbing portion 120 includes a first flange portion 121 bent and extended from both side ends of the side plate 112 of the pillar body 110, A second flange 123 and a side plate 122 connecting the first and second flanges 121 and 123. In this case, the width (D) of the shock absorbing space can be determined by the width (length) of the side plate 122. That is, the size of the shock absorbing space can be adjusted by adjusting the width of the side plate 122, so that the design of the shock absorbing part 120 for securing impact performance is facilitated.

5 to 7, the impact absorbing portion 120 is formed to extend from the second flange 123 formed on both sides of the side plate 112 of the pillar body 110, The flange 123 may be longer than the first flange 121. In this case, since the second flange 123 is substantially adjacent to the second flange 123, the second flange 123 forms a closed end face that closes the opened end face of the pillar body 110.

Since the second flange 123 is engaged by the beam 210 as described above, the second flange 123 can have the effect of forming the closed end face of the support 100 even if the second flange 123 is not directly joined.

5 and 6, since the end portion of the second flange 123 can be relatively easily deformed as a free end, it is possible to prevent the second flange 123 from being damaged during transportation or operation of the support 100, So that the operator may be injured by the end of the second flange 123 or the second flange 123 may be damaged. In order to prevent this, it is also possible to partially prevent tapping, silicone coating, spot welding or the like on the portion "A" in Fig. 5 to prevent the second flange 123 from slipping. However, this is not essential to the present invention.

7, the impact absorbing portion 120 may include a bent portion 126 bent from the second flange 123 toward the pillar body 110. As shown in FIG.

This bending portion 126 gives rigidity to the free end region of the second flange 123 so that the second flange 123 can be prevented from being easily deformed, It is possible to prevent the player from being injured even if the player touches the player.

As shown in FIG. 6, the side plate 122 may have a corrugated portion 125 formed in a longitudinal direction (up and down direction) of the side plate 122 to facilitate deformation in the event of a vehicle collision. The corrugated portion 125 is shown only in the strut 100 shown in Fig. 6, but can also be applied to the strut 100 shown in Figs. 5, 7 and 8.

As shown in FIG. 8, the shock absorbers 120 constituting the struts 100 may be formed to have a U-shaped cross section as a whole.

That is, the impact absorbing portion 120 includes a first flange portion 121 bent and extended from both side ends of the side plate 112 of the pillar body 110, A side plate 122 connecting the first flange 121 and the second flange 123 and an inner plate 124 facing the side plate 122 may be provided.

In this way, when each impact absorbing portion 120 formed on both sides of the pillar body 110 forms a closed end surface, not only the side plate 122 but also the inner side plate 124 are resistant to impact, The rigidity of the impact absorbing portion 120 can be expected to be improved as well as the shock absorption of the impact absorbing portion 120. [

In the case of the support 100 shown in FIG. 8, the bending portion 126 may be formed by bending the second flange 123 from the support body 110 side. In this case, the bending portion 126 may play a role of impact resistance.

As described above, according to the embodiment of the present invention, local buckling deformation of the impact absorbing part 120 when the vehicle is impacted can be absorbed to absorb the impact energy of the vehicle, thereby ensuring safety of the passenger.

3 and 4, the struts 100 having the above structure are connected to the first and second flanges 121 and 123 of the strut 100 through the bolt member 230 and the nut member 240, The protection fence 200 is formed.

Meanwhile, the holding body 110 and the impact absorbing part 120 may have a cross-section that can be integrally formed by roll forming. That is, the holding body 110 and the impact absorbing part 120 may be continuously bent to have an integral structure.

In the case where the pillar body 110 and the impact absorbing part 120 are integrally formed as described above, unlike the conventional pillar 10, welding is not necessary or welding can be minimized in order to form the pillars 100 .

Particularly, the conventional barrier fence 1 has a problem in that it requires a cross-section of the support 10 or a hot-dip galvanizing method after the welding, According to an embodiment of the present invention, when the struts 100 are integrally formed, welding can be omitted or welding can be minimized for manufacturing the struts 100. Accordingly, not only the machining cost due to the welding can be reduced, but also the corrosion-resistant steel sheet subjected to the plating treatment can be used in the forming step of the pillars 100 (i.e., the roll forming step).

Meanwhile, the above-mentioned support 100 may be fixed to the road side through the base plate 250, as shown by way of example in Figs. 3, 4, and 9.

9, the holding body 110 is completely fixed to the base plate 250 through a bolt fastening using a line welding (LW) or a separate plate, A portion of the impact absorbing portion 120 adjacent to the road may be not fixed to the base plate 250 or may be partially connected to the base plate 250 through a spot weld PW so that the impact absorbing portion 120 can be easily deformed in the event of a vehicle collision. 9, the pillar body 110 and the first flange 121 of the impact absorbing portion 120 are configured to be completely fixed to the base plate 250 through the line welding (LW) And the second flange 123 and / or the side plate 122 and the base plate 250 are not welded or partly spot welded (PW) so that the lower end of the shock absorber 120 is not constrained in the event of a vehicle collision. ) Can be performed.

As described above, when the portion of the shock absorbing portion 120 adjacent to the road is not joined to the base plate 250 or is weakly engaged, the impact absorbing portion 120 is more easily deformed in the event of a vehicle collision, As a result, the absorption effect of the collision energy can be increased.

Fig. 11 is a view showing a strength test for the conventional strut shown in Fig. 10 (a) and a strength analysis for the strut 100 according to an embodiment of the present invention shown in Figs. 10 (b) and 10 Fig.

10 (b) and 10 (c), a steel material having a thickness of 4.5 mm is used, but the cross-sectional size of the impact absorbing portion 120 is Respectively.

Referring to Fig. 11, in the case of the support 100 having a cross section of Figs. 10 (b) and 10 (c) according to an embodiment of the present invention, .

10 (b) and 10 (c), in the case of FIG. 10 (c) having a width D2 wider than the width D1 of the shock absorbing space in FIG. 10 It can be confirmed that the graph moves to the right as a whole, and it is confirmed that the shock absorbing performance through the impact absorbing part 120 is improved.

10 (b) and 10 (c), the initial stiffness is higher than that of FIG. 10 (a), because the stiffness of the support 100, the base plate 250, the base plate 250 ) And the jig (not shown) are both fixed points, the overall strength that the strut 100 can resist will remain similar even in the actual test.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, but, on the contrary, It will be obvious to those of ordinary skill in the art.

100 ... guarded fence 110 ... pillar body
111 ... rear plate 112 ... side plate
113 ... concave / convex portion 120 ... shock absorbing portion
121 ... first flange 122 ... side plate
123 ... second flange 124 ... inner plate
125 ... wrinkled portion 126 ... bent portion
200 ... Protected fence 210 ... Bo
230 ... bolt member 240 ... nut member
250 ... base plate 260 ... curb
270 ... anchor member

Claims (12)

A holding body part forming a section of a predetermined shape; And
And an impact absorbing portion extending from the strut body portion to be integrally formed with the strut body portion and forming an impact absorbing space for absorbing an impact at the time of a vehicle collision between the strut body portion and the beam,
The impact absorbing portion may include a first flange extending from both side ends of the pillar body, a second flange facing the first flange, and a side plate connecting the first flange and the second flange, And a bent portion formed to be bent from the second flange toward the holding body portion side. delete delete The method according to claim 1,
Wherein the shock absorbing portion is formed such that the second flange extends longer than the first flange so that the second flanges extending from both sides of the pillar body are adjacent to each other. delete The method according to claim 1,
Wherein the shock absorbing portion is bent and extended from both side ends of the strut body portion and has a cross-sectional shape. The method according to claim 6,
Wherein the shock absorbing portion includes a first flange extending from both side ends of the strut body portion and extending from the opposite ends thereof, a second flange facing the first flange, a side plate connecting the first flange and the second flange, And an inner plate facing the inner plate. 8. The method of claim 1 or 7,
Wherein the side plate has a corrugated portion formed in a longitudinal direction of the side plate to facilitate deformation when a vehicle collides. The method according to any one of claims 1, 4, 6, and 7,
Wherein the pillar holding body has a protruding portion formed in the longitudinal direction of the pillar holding body. The method according to any one of claims 1, 4, 6, and 7,
Wherein the holding body portion and the impact absorbing portion have a cross section integrally formed by roll forming. The support according to any one of claims 1 to 4, wherein the support is disposed vertically at a predetermined interval in the traveling direction of the vehicle. And
A beam connecting said strut;
A protective fence comprising. 12. The method of claim 11,
Further comprising: a base plate for mounting the support on the road,
The holding body is completely fixed to the base plate,
The shock absorbing portion is not fixed to the base plate or a portion of the impact absorbing portion adjacent to the road is easily connected to the base plate through spot welding to facilitate deformation in the event of a vehicle collision.

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