KR101875581B1 - Impact attenuator with tempered glass - Google Patents

Abstract

The present invention relates to a vehicle collision energy attenuator. More specifically, by using a glass (more specifically, a laminated tempered glass plate) member, the motion of the energy attenuator after the vehicle collision is made different in two or more sections, thereby minimizing the depth of the energy attenuator, And is intended to disclose an energy attenuator having high compatibility.
Accordingly, the present invention can simplify and easily implement the deceleration step after the vehicle collision in two or more stages. Through this, it is possible to reduce the size of the entire facility (above all, the depth of the facility), which is economical and can be installed in a narrow space.

Description

TECHNICAL FIELD [0001] The present invention relates to a vehicle collision energy attenuator having a laminated glass plate made of tempered glass,

The present invention relates to a vehicle collision energy attenuator. More specifically, by using a member formed of glass to minimize the depth of the energy-attenuating device by making the motion of the energy-attenuating device after the vehicle collision different in two or more sections, a more economical and field-compatible energy attenuating device is disclosed .

[Glass as shock damping means]

BACKGROUND ART [0002] Vehicles, trains, boats or airplanes have been used variously to mitigate the impacts externally applied to transportation facilities and devices for people to come and go or carry luggage.

The present invention is to use ' glass ' as an energy attenuating means in a collision energy attenuator for protecting a passenger of an automobile traveling in a traffic facility, particularly a road. The origins from which the glass was artificially produced date back to ancient times and were mainly used for crafts. After the Industrial Revolution, the 'plate glass' was separated from the glass and the production system was established industrially. The present invention is to use the glass plate as an energy attenuating means of the collision energy attenuator of the traffic facility. In particular, the present invention attempts to utilize the physical characteristics of a tempered glass made of hardened glass through the heat treatment. In this regard, it will be described in "Specific contents for carrying out the invention".

Prior art technologies used in transportation technology such as 'glass', especially 'tempered glass', can be easily found in transportation such as automobiles, trains, ships or airplanes.

For example, according to the data disclosed by the Korean Intellectual Property Patent Application No. 10-2012-0066686 (Jun. 22, 2012), when the performance to mitigate the shock applied from the outside is excellent, A laminated glass for use as a vehicle glass having excellent impact relaxation performance and an interlayer for laminated glass. Such technologies are commonly applied to vehicles, trains, boats, aircraft, etc., that is, windows for vehicles (vehicles).

On the contrary, the present invention uses glass as a means for attenuating the collision energy of the collision energy attenuator installed on the road, and thus differs in viewpoint from the above-described prior arts. The prior art in which the glass is applied to the impact energy attenuating means of the collision energy damping apparatus as in the present invention is not confirmed.

On the other hand, the inventor of the present invention uses the glass as the impact energy attenuating means as in the present invention, in the process of attenuating the collision energy of the " passenger vehicle ", to utilize the " This is because it is judged that the glass can perform such a function. A detailed description thereof will be given in "Specific contents for carrying out the invention", and hereinafter, a crash energy damping device as a road facility will be introduced.

[Collision energy attenuation device as road facility]

In general, when a fixed structure is located on the road, a collision energy attenuation device is installed in front of the structure, and when a collision accident occurs due to carelessness or unavoidable reason of the driver, the driver's accident, severe damage to the vehicle, prevent. The collision energy attenuator is installed at the starting point of the center separator or the guide rail installed at the junction of the road or the access road, or installed at the lower end of the bridge, tunnel entrance,

Such a vehicle collision energy attenuator should be installed in consideration of 'passenger impact speed (THIV)' and 'occupant acceleration (PHD)'. This will be explained in detail later.

As a prior art related to this, there is a 'vehicle impact restoration shock absorbing mitigation device' disclosed in Korean Patent Laid-Open Publication No. 10-2006-0065554 (June 16, 2006). The prior art is related to a restoration-type shock absorption mitigation system that absorbs shocks in the event of an automobile collision and minimizes the shock transmitted to the driver, and thus has a certain point in common with the present invention. However, the prior art discloses a restoration-type shock absorber mitigating device that absorbs kinetic energy by using the elastic restoring force of the spring while changing the direction of the force from the horizontal direction to the vertical direction when the kinetic energy due to the collision of the vehicle is applied. Only.

It has not been possible to disclose a means for adjusting the motion phase of a collision energy damping apparatus that efficiently discloses a new collision energy damping means such as the glass of the present invention to be described later or an efficient consideration of the occupant impact velocity and the occupant acceleration.

As another prior art, there is "road shock absorber" disclosed in Korean Registered Patent Application (B1) No. 10-0869344 (November 12, 2008). The prior art has a certain point in common with the present invention in that it is a shock absorbing device which is installed in front of a fixed structure to effectively absorb a collision impact of a vehicle to protect a vehicle and a driver. However, the prior art discloses only that the coil spring absorbs the impact applied at the time of collision of the vehicle with elastic energy in accordance with the displacement of the movable frame in the horizontal direction, and at the same time disperses the impact in the vertical direction with respect to the displacement Only.

That is, it fails to disclose a means for adjusting the motion phase of the impact energy damping device, which effectively discloses a new impact energy damping means such as the glass of the present invention described later, or considering the occupant impact speed and the occupant acceleration.

In the meantime, the present inventor of the present invention discloses a restoration type shock absorber combined with a tube-forming and non-tube-forming method using a multistage velocity-time history disclosed in Korean Registered Patent Application No. B1-1372567 (Apr. 4, The present invention has a common point with the present invention in that it controls the motion phase of the collision energy damping device as in the present invention described later. However, unlike the present invention described later, since the weight portion is used, the load of the facility is increased, There is a problem of falling. The present invention is intended to improve this prior art to make the motion phase of the collision energy damping device more simple and easier, and to propose a new collision energy attenuation means.

Korean Patent Publication (A) No. 10-2012-0066686 (June 22, 2012) Korean Patent Publication (A) No. 10-2006-0065554 (June 14, 2006) Korean Registered Patent Publication (B1) No. 10-0869344 (November 12, 2008) Korean Registered Patent Publication (B1) No. 10-1372567 (April 4, 2014)

The present invention intends to disclose an improved vehicle impact energy attenuator. The improved vehicle collision energy damping device is configured to reduce the depth of the vehicle collision energy damping device by making the deceleration step after the vehicle collision more than one step.

Thus, it is possible to provide a vehicle collision energy attenuator which can be installed in a narrow space and is also economical.

The present invention also discloses a simpler and simpler structure and material for realizing the deceleration step after the above two-step vehicle collision.

In order to solve the above problems, the present invention provides a vehicle collision energy attenuator satisfying constant THIV and PHD, wherein the collision energy attenuation by the vehicle collision energy attenuator includes three or more steps, The first energy dissipating device including two or more energy dissipating devices, wherein the first energy dissipating device acting at the moment of impact, causes the deceleration of the impacting impact vehicle to be immediately canceled, until the impacting vehicle is attenuated by the second energy dissipating device So that the vehicle is allowed to move at a constant speed.

The energy attenuator includes a structural frame, an energy dissipating device, and a fixed frame, wherein the structural frame includes a first sliding frame and a second sliding frame installed from the front to the rear, and the first sliding frame and the second sliding Wherein an empty space is formed between the frames and the energy dissipating device includes a first energy dissipating device for dissipating energy without applying force to the second sliding frame when the first sliding frame is pushed back by a vehicle impact .

Wherein the first sliding frame is formed with a first rail and the side wing is formed on the second sliding frame, wherein the side wing and the first rail are slidably engaged with each other, And the second sliding frame does not apply a force by sliding on the second sliding frame.

The energy dissipating device further includes a second energy dissipating device for dissipating energy when the first sliding frame is pushed back and the second sliding frame is pushed back when the second sliding frame is pushed .

Wherein the first energy dissipating device is formed of glass and the first energy dissipating device is formed by connecting the first sliding frame and the fixing table so that energy is applied to the second sliding frame and the second energy dissipating device And the first energy dissipating device dissipates the energy alone.

The first energy dissipating device may cause the collision vehicle to decelerate due to the collision moment resistance so as to be brittle and fail to resist so that the collision vehicle is allowed to move at a constant speed until energy is attenuated by the second energy dissipating device .

The first energy dissipating device may be a glass material.

The glass may be tempered glass which is crushed into particles by impact.

The end of the first energy dissipating device is fixed by a fixed frame 41c,

And a protrusion (41b) for charging the side surface of the first energy dissipating device to collapse the first energy dissipating device at the time of a vehicle collision.

And an intermediate support portion supporting an intermediate portion of the first energy dissipating device.

And the intermediate supporting portion forms a part of the second sliding frame.

The energy dissipating device of the present invention is applied to the vehicle collision energy damping device described above, wherein the energy dissipating device generates a deceleration of the collided vehicle by a moment of collision, .

Further, the present invention discloses an energy dissipating apparatus to which tempered glass is applied, which is formed by laminating tempered glass.

The present invention discloses an improved vehicle collision energy damping apparatus through the above-mentioned problem solving means.

The improved vehicle collision energy damping device can be made simpler and easier to decelerate after a vehicle collision using two or more steps by using a glass material. Through this, it is possible to reduce the size of the entire facility (above all, the depth of the facility), which is economical and can be installed in a narrow space.

FIG. 1 shows a deceleration curve after a vehicle collision of a conventional safety facility, and FIG. 2 shows a deceleration curve after a vehicle collision according to an embodiment of the present invention. 3 is intuitively shown.
FIG. 3B is a conceptual view illustrating operation in a vehicle collision to explain the present invention. 4 and 5 are sectional views showing the operation of one embodiment of the present invention, wherein FIG. 4 shows the state before the vehicle collision, and FIG. 5 shows the state after the vehicle collision.
FIGS. 6 to 8 conceptually illustrate a 'vehicle collision energy attenuator' according to an embodiment of the present invention. FIG. 6 is an overall perspective view, FIG. 7 is a plan view, and FIG.
9 is a view showing an embodiment of a second energy dissipating device applied to an embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The present invention may be embodied in other specific forms without departing from the spirit and scope of the invention as defined in the appended claims. It is provided to inform.

The shock absorber functions to absorb the impact energy of the vehicle before it collides with the structure on the road, to stop the vehicle before it collides with the road structure, to correct the direction of the vehicle, and to return to the original driving lane. Can be applied to the existing design concept of the fence, and the energy dissipation method is the key to the design of the shock absorbing facility.

FIG. 1 shows a deceleration curve after a vehicle collision of a conventional safety facility, and FIG. 2 shows a deceleration curve after a vehicle collision according to an embodiment of the present invention. 3 is intuitively shown.

The X axis represents the elapsed time after collision, and the Y axis represents the vehicle speed. THIV (occupant crash speed) and PHD (occupant acceleration) are displayed on the drawing. The definition of 'THIV' and 'PHD' in the Road Safety Facilities and Management Guidelines of the Ministry of Land, Transport and Traffic is as follows.

THIV (Theoretical Head Impact Velocity): One of the indexes for evaluating the risk of collision of passengers when a vehicle collides with a safety facility, The instantaneous relative speed of the vehicle and the idealized occupant head when the head hits the virtual plane of the interior space of the vehicle while the vehicle is decelerating due to collision with the facility.

PHD (Post-impact Head Deceleration, maximum acceleration after passenger-compartment collision): After the passenger hit the virtual surface of the vehicle interior, Of the average acceleration of 10 m / sec.

According to the 'Handbook of Vehicle Collision Safety Facilities Collision Test Work Handbook' of the Ministry of Land, Transport and Maritime Affairs in 2015, the fence end fence treatment facility evaluates the passenger collision speed (THIV) and occupant acceleration (PHD) It is required to satisfy the evaluation threshold value in the table below.

[Table 1]

For example, the area under the speed-time graph (lower shaded area in FIGS. 1 to 3) of the present embodiment satisfying the passenger protection performance evaluation criteria (threshold values of THIV and PHD) (Ie, the deformation length of the structure), that is, the minimum depth to be secured by the safety facility (hereinafter referred to as "safety facility minimum depth").

According to the conventional deceleration curve (FIG. 1), the linear depreciation rate for satisfying the THIV limit value of 44 km / h (12 m / s) is 12.2 g, and when the linear depreciation rate is 12.2 g or more, The collision speed exceeds the limit value. As shown in FIG. 1, the conventional shock absorber generally dissipates the impact energy by applying the concept of speed-time hysteresis design composed of one-stage linear (section ①). By applying the concept of speed - time hysteresis consisting of one - step linear structure, it meets the criteria set forth in the guidelines for the installation and management of road safety facilities (Ministry of Land, Transport and Traffic).

The safety facility using the existing deceleration curve can be relatively simple in structure due to the simple energy dissipation procedure, and even if the structure is complicated, only the deceleration due to the one-stage linearity is considered. However, since the deceleration curves are straight lines, the deformation length of the structure is long and inefficient, and it is difficult to control the safety factor of the passenger safety index THIV and PHD. The present invention is intended to solve such a problem. In addition, the technical idea to be proposed by the present invention is to dramatically lower the 'safety facility minimum depth' while satisfying the evaluation criteria of the occupant protection performance. To this end, the present invention intends to use the above-mentioned 'glass' as a means of collision energy attenuation.

FIGS. 2 and 3 are graphs showing the relationship between speed and time after the vehicle collision, which is a technical background of the present invention. Unlike the prior art graph of FIG. 1, a three-step linear deceleration graph is used . In the case of such a safety facility, the deformation length of the structure can be innovatively reduced by using the deceleration according to the three steps (rapid deceleration → constant speed → deceleration) , and it is easy to control the THIV and PHD so that the safety facility can be practically used. However, the energy dissipation procedure consists of steps that complicate the structure of the safety facility. However, the present invention attempts to solve this problem by using glass as a collision energy attenuation means.

More specifically, THIV in FIGS. 1 to 3 represents a value assuming that the distance from the head position of the first occupant to the impact surface is 0.6 m (the upper area of the graph). The graph after THIV measurement value must satisfy PHD. On the other hand, in comparison with FIG. 1, when the area under the graphs of FIGS. 2 and 3 is viewed, the first section in which the velocity change largely occurs before the time for measuring the THIV value is formed, The area under the graph of FIG. 2 is reduced in comparison with that of FIG. 1 as a whole.

However, despite such an epoch-making effect, it has been difficult to provide a safety facility capable of three speed changes, in particular, two speed changes in the previous stage, .

That is, there is a difficulty in providing a collision energy attenuation means that causes a large deceleration immediately after the collision (section (1) in FIGS. 2 and 3), but maintains a relatively constant velocity thereafter (section (2) in FIGS. The 'constant velocity' means that the deceleration is relatively slow. Unlike the section, it means that the resistance is removed and becomes constant velocity.

The present invention intends to achieve the above-mentioned effects by means of such a means that the brittle fracture means is used as the collision energy attenuation means. For example, "glass" can be applied.

That is, the present invention is intended to solve the aforementioned difficulties. The road safety facility proposed by the present invention discloses a primary energy dissipating device for easily forming the first section and the second section. The primary energy dissipating device can achieve its function as an element having structural and material characteristics. The first stage is divided into the first stage and the second stage by dividing the stage before the brittle destruction and the stage after the brittle failure. . That is, by using the brittle fracture of the glass, the energy is dissipated in a short time to form a section where a large deceleration is obtained, and thereafter a sudden displacement is generated. The second section should have a relatively small deceleration. If possible, it is also desirable to make the deceleration close to zero.

FIG. 3B is a conceptual view illustrating operation in a vehicle collision to explain the present invention. 4 and 5 are sectional views showing the operation of one embodiment of the present invention, wherein FIG. 4 shows the state before the vehicle collision, and FIG. 5 shows the state after the vehicle collision. (Figs. 4 and 5 show the cross section taken along the line B-B 'in Fig. 7, which will be described later.)

3B, the present invention basically comprises a first sliding frame 10, a second sliding frame 20, a fixing table 30, a first energy dissipating device 40 and a second energy dissipating device 50, . A feature of the present invention is that the first energy dissipating device (40) is made of glass. The flat glass is the 41 stacked. After the impact, the first energy dissipating device 40 is broken and becomes broken particles 41b. The middle diagram of FIG. 3B corresponds to the two sections of FIG. 3A.

The first energy dissipating device 40 of FIG. 4 shows the laminated plate glass 41, which has a strong resistance at the time of impact and causes a large deceleration. The required resistance can be secured by the number of laminations of the plate glass.

5 shows a state where the laminated plate glass 41 as the first energy dissipating device 40 is broken. The glass is broken into broken particles 41b and is no longer broken by the first energy dissipating device 40 ) Is not present.

In order to ensure a necessary resistance, the laminated glass plate 41 may be tempered glass. The tempered glass has the characteristic that it is destroyed in particle form (destruction of the size of red bean), and it can be a more safe structure than the general plate glass.

The tempered glass is heated to 500 to 650 DEG C which is close to the softening temperature at which the glass can have fluidity, quenched by compressed cooling air to compressively deform the glass surface portion, Is a glass reinforced by tensile deformation.

It has a bending strength of 3 to 5 times and an impact resistance of 3 to 8 times stronger than that of ordinary glass, and usually has a heat resistance that can withstand a temperature of about 200 ° C although the glass plate has a possibility of breakage at a temperature of 60 ° C. As a means of attenuating the collision energy of a vehicle collision energy attenuator, tempered glass can be applied to ensure a stronger resistance in laminating the glass.

The tempered glass has a characteristic that the entire glass is broken by the particle-like debris because the tempered glass itself maintains a balance between the tensile force and the compressive force in the inside, so that even if a part is broken, the whole force balance is lost.

The present invention is characterized in that a protrusion 41a protruding sharply toward the side of a plate glass 41 made of tempered glass is formed at the end of a plate glass 41 made of the tempered glass, The protrusions 41a cause damage to the side surfaces of the plate glass 41 made of the tempered glass so that the entire tempered glass is destroyed by the debris instantaneously and the resistive force is lost.

That is, both ends of the laminated plate glass made of the tempered glass constituting the first energy dissipating device are fixed by the fixing frame 41c, and the first energy dissipating device 41c, The protruding protrusions 41a formed on the fixed frame 41c cause damage to the side surfaces of the tempered glass and instantaneously toughen the tempered glass It is destroyed in particle form and the resistive force is lost.

On the other hand, as will be described later in detail, deceleration at a later stage in THIV measurement satisfies the PHD standard. The first sliding frame 10, the second sliding frame 20 and the second energy dissipating device (reference numeral 50 in FIG. When the glass as the first energy dissipating device is broken, an empty space (42) is formed between the first sliding frame and the second sliding frame, and the first sliding frame is moved in the direction of the second sliding frame When the space is pushed down, the force is not transmitted to the second sliding frame, so that the second section can be formed. That is, one embodiment of the present invention uses an empty space as an element that can be maintained without decreasing the speed to form the second section. After the vehicle collision, an empty space 42 is formed so that the speed of backward pumping between the first rail and the side wing (reference numerals 11 and 21 in Fig. 6) to be described later is not decelerated.

Hereinafter, the configuration of one embodiment of the present invention will be described in detail. FIGS. 6 to 8 conceptually illustrate a 'vehicle collision energy attenuator' according to an embodiment of the present invention. FIG. 6 is an overall perspective view, FIG. 7 is a plan view, and FIG.

First, the drawings of this embodiment are conceptual illustrations of one embodiment of the present invention and can be implemented in various forms (design), and if the technical idea of the present invention described below is applied, Of the world.

The present embodiment largely consists of a structural frame and an energy dissipating device . The structure frame maintains the shape of the present embodiment, and the energy dissipating device is a means for attenuating the impact energy generated in response to a vehicle collision.

Structural frame

The structural frame is a sliding structure that pushes back without resistance in the event of a vehicle collision. It is also a two-stage sliding structure. The structural frame is composed of a first sliding frame 10 and a second sliding frame 20 installed forward and rearward. The front means the side where the vehicle collides.

The first and second sliding frames may further include means for reducing a sliding structure or a resistance in a lower portion thereof so that the first and second sliding frames can be pushed back without a large resistance (not shown). But it is necessary to include at least two sliding frames in order to achieve the effect of the present invention. And a fixing table (30) for finally supporting the first sliding frame and the second sliding frame from behind. The fixing table 30 includes a fixing frame 31 and a fixing portion 32. In this embodiment, the fixing portion is partially embedded in the ground to use a fixing H-shaped steel for fixing the vehicle impact energy damping device. The fixed frame is attached to the fixed portion and is engaged with the second sliding frame to be described later.

Importantly, the first and second sliding frames are not mechanically durable for collision energy dissipation, and may be provided to be pushed back without a large resistance after collision. Energy dissipation is part of the energy dissipation device described below.

The first sliding frame includes the first rail 11 and is pushed back without any resistance in the event of a vehicle collision. The first sliding frame is located on the front surface, that is, the surface where the vehicle impacts, and is pushed back after the vehicle collides, pushing the second sliding frame when a certain section is pushed. In the present embodiment, four first rails, left and right, upper and lower, are structurally stable. The first rail is coupled to the side wing 21 protruding outside the second sliding frame.

The second sliding frame may be structured such that, when the first sliding frame is pushed backward after the vehicle collides with the first sliding frame, the second sliding frame slides back without being greatly resisted when the second sliding frame is pushed. The second sliding frame has a second rail (22) for this purpose. And the second rail is coupled to the side wing 33 formed in the fixed frame 31.

Energy dissipation device

The energy dissipating device of this embodiment includes a first energy dissipating device (40) and a second energy dissipating device (50). The first energy dissipating device is a device that connects the first sliding frame and the fixing table, and functions to dissipate energy immediately in case of a vehicle collision. When the first sliding frame is pushed back (dissipating energy by the first energy dissipating device) and the second sliding frame is pushed back by the first sliding frame as described above, the second energy dissipating device It is a device that dissipates energy. The second energy dissipating device (50) connects the second sliding frame (20) and the fixing table (30).

The behavior of the vehicle collision energy damping device of the present embodiment after a vehicle collision is largely divided into two behaviors. The criterion is conceptually when the head of the vehicle occupant hits the virtual face of the vehicle interior (compartment) (hereinafter referred to as 'occupant crash'). The relative relative speed of the idealized head of the occupant at this time is referred to as THIV (Theoretical Head Impact Velocity, passenger-compartment collision speed).

The first energy dissipation device is a device that dissipates energy in a previous stage in the event of an occupant crash, and the second energy dissipation device is a device that dissipates energy after a passenger crash.

First, the second energy dissipating device will be described. In the event of an occupant crash, acceleration is an important factor, as described below. That is, the PHD is managed. Since acceleration (which is more precisely the deceleration) is an important factor, the speed must be able to decelerate constantly. This corresponds to the formation of the section (3) of Fig. 2, which will be described later. That is, any energy dissipating device that can withstand the same force is applicable.

9 is a view showing an embodiment of a second energy dissipating device applied to an embodiment of the present invention. For example, as shown in Fig. 9 (a), a smaller-sized energy dissipating means is located inside a larger-sized energy dissipating means. It is preferable that the thickness of the deformation member of the larger-sized energy dissipating means is larger than the thickness of the deformation member of the smaller-sized energy dissipating means. This is applied to the present embodiment, in which a cylindrical energy dissipating means is built up, in which a cylindrical energy dissipating means with a smaller diameter is sequentially placed inside an energy dissipating means with a larger diameter. At this time, it is necessary to reduce the thickness from the outside to the inside to maintain a constant deceleration. This is because the number of resistance dissipating means increases as deformation occurs. Installing multiple such modules will result in a second energy dissipation device. FIG. 4 (b) shows another embodiment of the second energy dissipating device in which empty vertical columns are formed adjacent to each other (for example, as a honeycomb) so as to dissipate energy constantly will be.

The first energy dissipating device has already been described with reference to Figs. 1 to 5 above. Figs. 4 and 5 show the cross section BB 'of Fig. 4 and 5 conceptually show the behavior until the head of a passenger hits the virtual surface of the vehicle interior space (THIV judgment) after a vehicle collision according to an embodiment of the present invention. Fig. 4 relates to a step in which the first energy dissipating device can be strongly energized before or immediately after the vehicle collision and suddenly dissipates the energy of the colliding vehicle, and Fig. 5 shows a state where the glass constituting the first energy dissipating device is destroyed .

This will be described further. The first energy dissipator is a glass material. In the present embodiment, the numeral 40 is a laminated plate glass 41. The first energy dissipating device (40) composed of the plate glass (41) connects the first sliding frame and the fixing table. When the distance between the first sliding frame and the fixing table is long, the intermediate supporting portion 23 supporting the intermediate portion of the first energy dissipating device can be formed. The intermediate support part 23 may be a part of the second sliding frame and supports the laminated plate glass.

In the event of a vehicle collision, the first energy dissipating device 40 in which the plate glass is stacked strongly receives a compressive force and rapidly dissipates a high level of energy (FIG. 4). Once the glass breaks (FIG. 5) The operation proceeds to the operation stage of the second energy dissipating device described above.

Although the present invention has been described with reference to specific embodiments, the present invention is not limited thereto. It will be understood by those skilled in the art that various changes and modifications may be made without departing from the scope of the present invention.

10: first sliding frame
11: first rail
20: second sliding frame
21: Side Wings
22: second rail
23: intermediate support
30: Fixture
31: Fixed frame
32:
33: Side Wing
40: First energy dissipating device
41: Plate glass
41a:
41b: broken particles
41c: Fixed frame
42: empty space
50: Second energy dissipating device

Claims (13)

A structural frame including a first sliding frame and a second sliding frame installed from the front to the rear, two or more energy dissipating devices and a fixing table,
A first space between the first sliding frame and the second sliding frame, and a first energy dissipating device,
Wherein the first energy dissipating device connects the first sliding frame and the fixing table to dissipate energy without applying a force to the second sliding frame when the first sliding frame is pushed back by a vehicle collision, A plate glass made of tempered glass is laminated so that the energy dissipation of the collided vehicle is brought about but the resistance is immediately removed,
Both ends of the laminated tempered glass plate are fixed by a fixing frame 41c. When a vehicle collides, energy is transferred to the first energy dissipating device by the fixing frame 41c, But when the projections 41a formed on the fixed frame 41c protrude to the side of the reinforcing glass and cause damage to the side surface of the reinforcing glass, the strengthening glass is destroyed by firing and the resistance is lost ,
Further comprising an intermediate support portion supporting an intermediate portion of the first energy dissipating device, wherein the intermediate support portion forms a part of the second sliding frame
Vehicle collision energy attenuation device.
The vehicle seat of claim 1, wherein a first rail is formed on the first sliding frame, and a side wing is formed on the second sliding frame, wherein the side wing and the first rail are slidably engaged, Wherein the first sliding frame slides and moves on the second sliding frame so that the second sliding frame does not apply force.
The energy dissipating device according to claim 1, wherein the energy dissipating device further includes a second energy dissipating device for dissipating energy when the first sliding frame is pushed back and the second sliding frame is pushed backward when pushing the second sliding frame The vehicle collision energy attenuating device comprising:
The apparatus according to claim 1, wherein the tempered glass is pulverized into particles by impact. delete delete delete delete delete delete delete delete delete

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