KR101852515B1 - rotating type guardrail - Google Patents

Abstract

The present invention relates to a swing type guardrail installed on a road, and more particularly, to a swing type guardrail installed on a side of a road or a center line lower than a vehicle bumper to rotate in a direction opposite to a wheel rotation direction To prevent a vehicle from being detached from the road, thereby making it possible to fundamentally prevent damage to the vehicle and human life.

Description

[0001] The present invention relates to a rotating type guardrail,

The present invention relates to a swing type guardrail installed on a road, and more particularly, to a swing type guardrail installed on a side of a road or a center line lower than a vehicle bumper to rotate in a direction opposite to a wheel rotation direction Thereby preventing the vehicle from being detached from the road, thereby minimizing damage to the vehicle and human life.

In general, on the road, various safety facilities are provided for traffic accidents such as collision with traffic signs for safe driving of the vehicle. A typical example of this is a guard rail which is installed along the road at both sides of the road and in the middle of the road so as to prevent a moving vehicle from moving out of the road or invading the opposite roadway. Such a guard rail is usually a steel fence or a concrete block consist of.

In the case of iron fences, it is possible to expect a certain degree of buffering effect by deformation due to the collision when using high-tension steel plate. However, there is a concern that the vehicle may penetrate the guard rail.

In addition, there is a problem that the road departure of the vehicle can not be prevented because the two sides of the road, not the road, are divided into a concrete block having a low height of the vehicle bumper or a paint line alone.

Therefore, when it is necessary to positively prevent the vehicle V from departing from the road such as a highway or a highway using a bridge, for example, as shown in Fig. 1, a guard made of a concrete block at the center of the road R, It is general that the rail W is provided at an appropriate height.

However, since the concrete guard rail W is very strong in strength, the vehicle V can be expected to have an excellent effect in preventing the departure of the road, but the vehicle V is not elastic or extremely weak, , There is a problem that a considerable impact energy is delivered to the passenger as it is, and thus there is a high possibility that the vehicle will suffer a fatal injury.

Prior art for solving such a problem has already been proposed, and can be roughly summarized in roughly two ways.

First, there is a fixed shock absorber mounting method in which a shock absorbing elastic sheet or an elastic rod is additionally attached to a guard rail to mitigate an impact when a vehicle collides with a guard rail, and the other is a method in which a vehicle collides with a guard rail The kinetic energy of the vehicle is absorbed by the shock absorbing roller due to the buffering effect of the shock absorbing roller provided on the guard rail of the vehicle, thereby reducing the speed of the vehicle.

The fixed type shock absorber mounting method is disclosed in Korean Registered Utility Model No. 20-0249072 (published on October 19, 2001) and No. 20-0249073 (issued October 19, 2001). In this case, the concrete guardrail is completely wrapped with an elastic sheet made of rubber, or a plurality of elastic rods are arranged at regular intervals on the side surface of the concrete guardrail and fastened with an anchor bolt, .

However, the above-described conventional technique can not be applied to a guard rail constructed by putting the equipment into a field or a guard rail which has already been built, and can be applied only to a new guard rail on a block, There is a problem that it is very difficult to cover the elastic sheet with the protection block reaching several hundred Kg. Furthermore, since the elastic sheet is simply made of rubber, there is a high possibility that the elastic sheet is incinerated when a vehicle fires due to collision.

The rotary shock absorber mounting method is disclosed in Korean Patent Publication No. 10-0293065 (2001.06.15. Announcement), 10-0804736 (2008.02.19. Announcement), 10-1003368 (2010.2.2. Announcement), 10-1052624 , 10-1302709 (Announcement on Mar. 3, 2013), 10-1459708 (Announcement on Dec. 11, 2014) and 10-0522362 (Announcement on Oct. 18, 2005), Korean Patent Publication No. 10-2011-0131966 2011.03.01), the domestic registered utility model public notice 20-0102434 (notice of July 22, 1996), 20-0240540 (notice of November 22, 2001), 20-0281819 (notice of July 13, 2002), 20-0295916 (Announcement), 20-0323064 (2003.04.14), 20-0333027 (2003.12.12), 20-0361189 (2004.09.07.) And 20-0464508 Is disclosed in the domestic public utility model publication 20-2011-0005018 (published on May 19, 2011). In these prior arts, a shock absorbing roller is rotatably coupled to both ends of a shaft rod disposed at regular intervals along the road at regular intervals so that the kinetic energy of the vehicle is absorbed by the impact absorbing roller The speed of the vehicle is reduced, and at the same time, the impact absorbing roller and the guard rail are increased in frictional force to prevent the impact absorbing roller from rotating for a moment.

The conventional shock absorbing rollers 6 are all installed along the road at regular intervals. In other words, the plurality of shock absorbing rollers 6 in the form of a cylinder are formed on the vertical axis perpendicular to the road surface, and since the outer peripheries of the shock absorbing rollers 6 are circular, It is recessed inward along the shape. That is, the shock absorbing roller must be formed like a continuous uneven surface. If the driver does not change the direction by manipulating the steering wheel when the vehicle collides with the shock absorbing roller 6, the impact energy of the vehicle during running, as shown in FIG. 2, The vehicle is rotated on the basis of the contact point between the vehicle and the vehicle, and there is a risk that the vehicle may be overturned due to such a problem. Accordingly, .

On the other hand, the rotary shock absorber mounting method has been proposed in addition to the above-mentioned longitudinally shafted type as well as the transverse axial type. In Korean Registered Utility Model No. 20-0265891 (published on Feb. 22, 2002) and in Korean Patent Laid-open Publication No. 10-2005-0107878 (published on November 16, 2005), a plurality of supports 1 installed vertically at regular intervals on a road are installed A ring-shaped rotary member 3 which is rotatably inserted into the outer peripheral surface of the rail rod 2 so as to be rotatable, So that the rotary member 3 rotates when it is collided with the vehicle.

As shown in FIG. 3, in the transaxle type, although the rotary member 3 is continuously provided through the rail rods 2 in a section between one support rod 1 and the other support rods 1, A gap G is generated in the rotary member 3 which is continuously arranged due to the support 1 between the sections. Due to the support base 1 on which the gap G is generated, the vehicle rotates and collides with the rotary member 3 like the transverse type, and the rotational member 3 is not installed due to the kinetic energy of the running vehicle There is a problem that the vehicle comes into contact with the support table 1 and the vehicle rotates as shown in Fig. Further, in the case of the above-described Japanese Patent Laid-Open Publication No. 10-2005-0107878, since the diameter of the rotary member continuously arranged in the section between one support and the other support is tapered from one side to the other, There is a problem that there is more room for the phenomenon to occur. In addition, the conventional transverse axis type is relatively complicated in construction and is not economical to install and maintain.

Domestic Registration Utility Model Bulletin 20-0265891 (Bulletin of Feb. 27, 2002) Korean Patent Publication No. 10-2005-0107878 (published on November 16, 2005) Korean Patent Registration No. 10-0830950 (2008.05.20. Announcement) Korean Patent Laid-Open No. 10-2011-0131966 (published on December 12, 2011)

SUMMARY OF THE INVENTION It is an object of the present invention to provide a motor vehicle in which a clearance is not provided between a support bar and a rotation bar provided on a transverse axis so as to be rotatable in each section between a support and a support, It is possible to prevent a sudden turn of the vehicle caused by the vehicle wheel jamming due to the gap between the rotation rod and the support and to prevent the sudden turning of the vehicle so as to prevent the vehicle from being damaged or damaged In addition, it is a further object of the present invention to provide a rotatable guardrail in which the safety of an occupant is improved.

It is another object of the present invention to provide a rotary type guard rail in which the installation height of the rotary guardrail is set to the height of the vehicle bumper so that only the vehicle wheel is brought into contact with the rotary guardrail to minimize the possibility of vehicle body breakage.

Still another object of the present invention is to provide a rotary type guardrail whose configuration is simple, simple and robust, and installation and maintenance are economical.

Another object of the present invention is to provide a rotatable guardrail which can be additionally installed on an existing road already equipped with a guardrail.

According to an aspect of the present invention, there is provided a rotatable guardrail provided at a side of a road or at a center of a vehicle and having a height of a vehicle bumper. The guardrail includes a cylindrical body Wherein a shaft rod having a bearing is fixedly provided at an end of the shaft hole and a rotating rod having the same diameter as the diameter of the shaft coupling portion is rotatably supported by the bearing of the shaft rod, And is inserted and installed laterally so as to be in contact with the axial coupling portion.

Further, it is another feature that the diameter of the shaft coupling portion exceeds the diameter of the support.

In addition, the shaft coupling portion and the rotation bar are rotatably coupled through the rotation washer.

In addition, a trapezoidal-shaped direction adjusting groove having a reduced diameter toward the inside is formed in the shaft supporting end portion of the shaft coupling portion.

Further, another feature of the present invention is that a mounting protrusion on which the rotation bar is seated is provided at both lower ends of the shaft coupling portion.

According to the rotary guardrail of the present invention constructed as described above, first, there is no clearance between the support rods and the rotation rods, which are provided in the transverse axis in the section between the support rods installed at regular intervals along the road and the support rods, It is possible to prevent a sudden turn of the vehicle caused by a vehicle wheel jamming due to a gap between a conventional rotation bar and a support and to prevent the vehicle from suddenly turning over when the vehicle runs in two or more sections, Thereby preventing the vehicle from being damaged or damaged, and further improving the safety of the passenger.

Further, the rotatable guardrail of the present invention is installed at the height of the vehicle bumper. Thus, since most of the vehicles that can be contacted with the vehicle are limited to the tires, the present invention is advantageous in minimizing vehicle damage due to contact between the rotatable guardrail and the vehicle.

 Further, the rotatable guardrail according to the present invention has an advantage that it is very economical in installation as well as in maintenance because of a simple, simple and rigid structure in which a rotating rod that rotates as a bearing is coupled and installed between shaft coupling portions coupled to a support .

Further, the rotatable type guard rail according to the present invention is advantageous in that it can be installed easily on the guardrail, the barrier wall, or the existing road equipped with the departure prevention jaws, and can be installed economically.

1 is a perspective view schematically showing a highway as an example of a road;
BACKGROUND OF THE INVENTION Field of the Invention [0001] The present invention relates to a guardrail,
3 is a perspective view showing a conventional horizontal rotation type guardrail.
4 is an exploded perspective view showing the rotatable guardrail of the present invention.
5 is an assembled sectional view of a rotatable guardrail of the present invention.
6 is a state in which the vehicle is impacted on the rotatable guardrail of the present invention.
Fig. 7 is an operating state diagram showing a state in which a vehicle is impacted by a rotatable guardrail according to the present invention. Fig.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described in detail with reference to the accompanying drawings. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. In the following description of the present invention, a detailed description of a technique that is well known in the art or that can be readily carried out by a typical technician from known techniques will be omitted.

The rotary guard rail according to the present invention is installed at the height of the vehicle bumper so that the entire height of the guard rail can be prevented from falling off the road beyond the guard rail provided with the vehicle V. Even if the installed guard rail is impacted, It is a feature that it is installed to be able to do.

As shown in FIGS. 4 and 5, the rotatable guardrail of the present invention installed for the above-mentioned purpose includes a support base 10, a shaft coupling unit 20 installed at an upper end of the support base 10, A shaft rod 30 installed on the shaft rod 30 so as to be rotatable by the bearing 31 with the same diameter as that of the shaft coupling portion 20, (40).

First, the support rods 10 are installed on the side of the road or on the center line at regular intervals and perpendicular to the road surface. The support base 10 installed in this way may have a polygonal cross section, but is preferably a cylindrical tube.

A support coupling 11 may be provided at the upper end of the support 10 for effective coupling with the shaft coupling 20 described later. One end of the support coupling hole 11 is inserted and fixed to the upper end of the support frame 10 and the other end is formed in an arcuate shape corresponding to the shaft coupling portion 20, .

The support base 10, which is continuously disposed along the road, can be used with a reflection band as a visual guidance indicator attached thereto.

The shaft coupling portion 20 is formed with a shaft hole 21 at the center in both ends of the cylindrical body and coupled to the support base 10 in the vertical direction. That is, the shaft coupling portion 20 is coupled to the support coupling hole 11 by a cylindrical tube body to which the shaft rod 30 is coupled at both ends. Preferably, the cylindrical tube body is vertically separated, And the upper and lower shaft engaging portions 20b and 20a of the semicylindrical tubular body joined to each other.

First, the lower shaft coupling portion 20a is formed with a semi-cylindrical first shaft support hole 21a along the center of the end surface in the direction of both ends of the semicylindrical shape, (See FIG. 2). A pair of shaft bores 22 are formed at both ends on the first shaft hole 21a and a first shaft coupling hole 23 is provided at the center between the shaft bores 22.

The seating protrusion 27 is useful when installing or maintaining the rotatable guardrail of the present invention. A bearing 31 of the shaft rod 30 is attached to the end of the rotation rod 40 after the rotation rod 40 is seated on the seat projection ridge 27 of the shaft coupling portion 20 coupled to the support rod 10 And by joining the shaft rod to the shaft coupling portion 20 again, the operation can be performed effectively and easily.

The upper shaft coupling portion 20b is formed in a semicylindrical shape corresponding to the lower shaft coupling portion 20a and has a second shaft hole 21b of the same shape corresponding to the first shaft hole 21a , And a second shaft coupling hole (24) is provided at a position corresponding to the first shaft coupling hole (23) at the center on the second shaft support hole (21b).

The upper and lower shaft coupling portions 20b and 20a formed as described above are inserted through the second shaft coupling hole 24 and the first shaft coupling hole 23, Is fixedly coupled to the support coupling (11) by a coupling means (25) connected to the coupling member (12). The binding means 25 may be any of various known binding means, preferably screws.

Meanwhile, the diameter of the shaft coupling portion 20 formed as described above is preferably larger than the diameter of the support base 10. The diameter of the shaft coupling portion 20 is formed to exceed the diameter of the support base 10 so that the vehicle wheel T advances while impacting the rotatable guardrail of the present invention and passes through the shaft coupling portion 20 It is possible to prevent a phenomenon in which the vehicle wheel T is caught by the support base 10 and the traveling direction is unintentionally tilted.

The shaft rod 30 is fixedly coupled to the shaft hole 21 of the shaft coupling portion 20. The shaft rod 30 preferably has a through hole 32 formed at one end thereof, And a bearing 31 fixed to the stationary washer 34 is installed at the other end formed outside the end of the shaft engaging portion 20. The bearing 31 is fixed to the shaft engaging hole 22 formed on the hole 21a. The coupling means 33 for coupling the shaft rod 30 to the shaft coupling hole 22 of the shaft coupling portion 20 is preferably a screw.

In addition, a trapezoidal direction adjusting groove 26 having a reduced diameter toward the inside may be formed at an end of the shaft support hole 21 of the shaft coupling portion 20. [ Due to the direction adjusting groove 26 thus formed, it is possible to adjust the joining direction of the shaft rod 30 fixedly coupled to the shaft shaft engaging hole 22, thereby adjusting the direction of the shaft 40 do. When the direction of the rotation bar 40 is easily adjusted, it is easy to install the rotatable guardrail of the present invention in the road rotation section.

The rotation bar 40 is a cylindrical tube having the same diameter as that of the shaft coupling portion 20 and both ends of the rotation shaft 40 are coupled to the end of the shaft rod 30 to be rotatable by the bearing 31 of the shaft rod 30 .

A rotating washer 41 may be provided between the rotation bar 40 and the coupling portion of the shaft coupling portion 20 so as to reduce frictional force and enable smooth rotation.

When the vehicle wheel T is rotating at a high speed, the shaft rod 30 configured as described above rotates at a high speed in the direction opposite to the wheel rotation direction to prevent the vehicle wheel T from coming off the shaft rod 30. Therefore, the vehicle V is prevented from moving away from the rotatable guard rail of the present invention.

The operation of the present invention configured as described above will be described with reference to FIG. 6 or FIG.

First, due to the features of the present invention, in which the running vehicle V is installed at less than the height of the vehicle bumper, only the vehicle wheel T comes into contact with the rotatable guard rail as shown in Fig. Therefore, even if the vehicle V impinges on the present invention, the vehicle body is not damaged at all.

When the vehicle wheel T that rotates at a high speed comes into contact with the rotation bar 40, the rotation bar 40 rotates in a direction opposite to the wheel rotation direction in proportion to the wheel rotation speed, So that it does not come off the road beyond the rotary bar 40. The rotation of the rotation bar 40 is enabled by inserting both ends of the rotation bar 40 into the bearing 31 of the shaft rod 30 fixed to the support rod 10 and the shaft coupling portion 20.

When the vehicle wheel T comes into contact with the rotation bar 40, the rotation guard bar according to the present invention detects the direction of the rotation bar 40 without operating the vehicle V, The vehicle V is rotated or moved in an unintended direction due to a wheel engagement phenomenon as shown in FIG. 2, even if the support base 10 and the shaft coupling portion 20 are in contact with each other, And the proceeding direction is maintained as shown in Fig.

This is because the diameter of the shaft coupling portion 20 and the rotation shaft 40 are the same so that the shaft coupling portion 20 does not rotate but has a relatively short length other than the rotation shaft 40 in which the vehicle wheel rotates in the direction opposite to the wheel rotation direction, So that the wheel engagement phenomenon does not occur. Since the support base 10 is formed to be smaller than the diameter of the shaft coupling unit 20 and the rotation bar 40, the wheels do not contact the support base 10 during the passage of the vehicle wheels through the shaft coupling unit 20, It is possible to keep the progress direction as it is.

10: support member 11: support coupling member
12: support rod coupling hole 20: shaft coupling portion
20a: lower side lowered shaft portion 20b: upper shaft coupling portion
21: shaft hole 21a: first shaft hole
21b: second shaft hole 22: shaft coupling hole
23: first shaft coupling hole 24: second shaft coupling hole
25, 33: binding means 26: direction adjusting groove
27: Seagrass 30: Axis
31: Bearing 32: Through hole
34: stationary washer 40: rotating rod
41: rotating washer V: vehicle
T: wheels

Claims (6)

In the case of constructing the rotating type guard rail provided at the side of the road or the center line at the height of the vehicle bumper, a shaft support (21) is formed at the center of the cylindrical body at the upper end of the both side supports And a shaft rod 30 provided with a bearing 31 is coupled to the end of the shaft support hole 21. The rotation shaft 40 having the same diameter as the diameter of the shaft engagement portion 20 ) Is inserted in the lateral direction so as to be rotatable by the bearing (31) of the shaft rod (30) so as to be in contact with the shaft coupling portion (20);
The rotation shaft 40 that rotates in the direction of rotation of the wheel T as the vehicle T touching the high speed rotates and the shaft coupling unit 20 formed with the same diameter as the rotation shaft 40 without gap Is not rotated or deviates from the road in a direction deviating from the road traveling direction even if the vehicle continuously advances while continuously contacting the rotating rod (40) and the shaft coupling portion (20) formed continuously.
The method according to claim 1,
The support base 10 has a support engaging hole 12 having one end inserted and fixed to the upper end of the support frame 10 and the other end corresponding to the shaft engaging portion 20, (11) is installed;
The shaft coupling portion 20 has a semi-cylindrical first shaft support hole 21a formed along the center of both ends of the semicylindrical shape and has shaft joint holes 22, A lower shaft engaging portion 20a having a first shaft engaging hole 23 at the center between the engaging holes 22 and a lower shaft engaging portion 20b having a semicylindrical shape formed to have the same shape corresponding to the first shaft supporting hole 21a An upper shaft coupling portion 20b provided with a second shaft support hole 21b and having a second shaft coupling hole 24 at the center on the second shaft support hole 21b and an upper shaft coupling portion 20b (25) for connecting the first and second shaft coupling holes (23, 24) and the support shaft coupling hole (12) so as to be fixedly coupled to the support coupling hole (11);
The shaft rod 30 has a through hole 32 at one end and is fixedly coupled to the shaft hole 22 through a coupling means 33 and is fixed to the other end formed outside the end of the shaft coupling portion 20 And a bearing (31) constrained to the stationary washer (34) is installed.
The method according to claim 1,
And the diameter of the shaft coupling portion (20) exceeds the diameter of the support base (10).
The method according to claim 1,
Wherein the shaft coupling portion (20) and the rotation bar (40) are rotatably coupled through a rotation washer (41).
3. The method according to claim 1 or 2,
Wherein a direction adjusting groove (26) having a trapezoidal shape is formed at an end of the shaft hole (21) of the shaft coupling part (20) so as to have a smaller diameter toward the inside thereof.
3. The method according to claim 1 or 2,
And a seating protrusion (27) on which the rotation bar (40) is seated is provided at both lower ends of the shaft coupling part (20).

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