KR101909505B1 - Impact attenuator by release of resistant part - Google Patents

Abstract

The present invention relates to a vehicle impact energy attenuator. More specifically, by using a release of a resistant part in the event of a vehicle collision, the motion of the energy attenuator after the vehicle collision is made to be different in two or more sections, thereby minimizing the depth of the energy attenuator, And is intended to disclose an energy-attenuating device having high field compatibility.
The present invention relates to a vehicle collision energy attenuating device comprising a structural frame, an energy dissipating device and a fixing table, wherein the energy dissipating device has a sloped cut-off portion, which is resistant to a vehicle collision, And a collision energy attenuator is provided. Through this, the present invention discloses an improved vehicle impact energy attenuator.

Description

TECHNICAL FIELD [0001] The present invention relates to an impact energy attenuator,

The present invention relates to a vehicle impact energy attenuator. More specifically, by using a release of a resistant part in the event of a vehicle collision, the motion of the energy attenuator after the vehicle collision is made to be different in two or more sections, thereby minimizing the depth of the energy attenuator, And is intended to disclose an energy-attenuating device having high field compatibility.

Meanwhile, various types of members resistant to the vehicle collision may be applied, and various types of collision energy damping devices may be included in the technical idea of the present invention described below. For example, the technical idea of the present invention may utilize a sloped cutout of a rigid rigid bar that is not specifically bent , which will be specifically described by way of example.

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,

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. However, the present invention does not disclose any means for adjusting or controlling the motion phase of the collision energy damping device.

As another prior art, there is an 'impact absorbing device for roads' disclosed in the Korean Registered Patent Publication (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 shock when a vehicle collides to protect a vehicle and a driver. However, the prior art discloses only that the coil spring absorbs the impact applied in the collision of the vehicle in the horizontal direction of the moving frame with the elastic energy, and the pantograph member disperses the impact in the vertical direction with respect to the displacement The present invention can not control the motion of the collision energy damping device or disclose means for this.

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 to improve this prior art to make the motion phase of the collision energy damping device easier and easier.

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.

In addition, the present invention intends to disclose a simpler and simpler structure in implementing the deceleration step after the vehicle collision of two or more stages.

In order to solve the above problems, the present invention provides a vehicle collision energy attenuator including a structural frame, an energy dissipating device, and a fixing table, the energy dissipating device having a sloped cut-off portion, And the resistance value is lost when the cut portion is shifted.

The present invention also provides a vehicle impact energy damping device comprising a structural frame, an energy dissipating device, and a fixing table, wherein the structural frame includes a first sliding frame and a second sliding frame installed from the front to the rear, A space is formed between the sliding frame and the second sliding frame, and the energy dissipating device dissipates energy without applying force to the second sliding frame when the first sliding frame is pushed back by a vehicle collision And a first energy dissipating device.

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, When the first sliding frame is pushed back and pushes the second sliding frame, the second sliding frame is pushed back and the energy is dissipated And a second energy dissipation device for generating a second energy dissipation device.

And the second energy dissipating device may be configured such that the speed of the second energy dissipating device can be decelerated constantly.

The second energy dissipating device is such that a smaller sized energy dissipating means is located within a larger energy dissipating means and the thickness of the deforming member of the larger sized energy dissipating means is smaller than that of the smaller energy dissipating means Is larger than the thickness of the deformable member.

Wherein the first energy dissipating device has a sloped cutout portion that resists resistance to a vehicle collision while the sloped cutout portion is displaced to lose its resistance force and provides energy to the second sliding frame and the second energy dissipating device And the first energy dissipating device alone dissipates the energy without transmitting the energy.

The first energy dissipating device may cause the first sliding frame to be pushed back while causing a slant of the sloped cutting portion due to a vehicle collision.

The first energy dissipating device may further include a fixing hole that surrounds the cut portion, wherein the cut portion is displaced from the fixing hole while being pushed by the vehicle collision.

And the second support having the fixing holes may form a part of the second sliding frame.

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 is simpler and easier to implement the deceleration step after the vehicle collision in two or more steps by utilizing the departure of the resistant member in the event of a vehicle collision. 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.

FIGS. 1 to 3 conceptually illustrate a 'vehicle collision energy attenuator' according to an embodiment of the present invention. FIG. 1 is an overall perspective view, FIG. 2 is a plan view, and FIG.
4 is a diagram illustrating a second energy dissipating device and other embodiments applied to an embodiment of the present invention.
FIGS. 5 to 7 are cross-sectional views illustrating the first energy dissipating device of FIG. 2. FIG. 5 to 7 conceptually show the behavior until the head of a passenger after a vehicle collision hits a virtual surface of a vehicle interior space (THIV judgment) according to an embodiment of the present invention. 5 to 7 show the behavior of the vehicle after collision in sequence. 5A is a view showing a state in which the second energy dissipating device is strongly energized and dissipates sudden energy immediately after the vehicle collision, and FIG. 5B is a stage in which the second energy dissipating device is strongly energized, .
FIG. 8 shows a deceleration curve after a vehicle collision of a conventional safety facility, and FIG. 9 shows a deceleration curve after a vehicle collision according to an embodiment of the present invention.

Hereinafter, 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.

FIGS. 1 to 3 conceptually illustrate a 'vehicle collision energy attenuator' according to an embodiment of the present invention. FIG. 1 is an overall perspective view, FIG. 2 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. The second rail is coupled to a side wing formed on the stationary frame 31.

Energy dissipation device

The energy dissipating device of this embodiment includes a first energy dissipating device (50) and a second energy dissipating device (51). The first energy dissipating device is a device that connects the first sliding frame and the fixing table and is responsible for immediately dissipating energy when a vehicle collides. 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. And the second energy dissipating device connects the second sliding frame and the fixing table.

The behavior of the vehicle collision energy damping device of the present embodiment after a vehicle collision is largely divided into two parts. 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, which will be described in detail later. 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. 9 to be described later. That is, any energy dissipating device that can withstand the same force is applicable.

4 is a view showing a second energy dissipating device and another embodiment applied to an embodiment of the present invention. For example, as shown in Fig. 4 (a), the smaller-sized energy dissipating means is gradually positioned inside the 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.

Hereinafter, the first energy dissipating device will be described. FIGS. 5 to 7 are cross-sectional views illustrating the first energy dissipating device of FIG. 2. FIG. 5 to 7 conceptually show the behavior until the head of a passenger after a vehicle collision hits a virtual surface of a vehicle interior space (THIV judgment) according to an embodiment of the present invention. 5 to 7 show the behavior of the vehicle after collision in sequence. 5A is a view showing a state in which the second energy dissipating device is strongly energized and dissipates sudden energy immediately after the vehicle collision, and FIG. 5B is a stage in which the second energy dissipating device is strongly energized, .

This will be described in more detail. The first energy dissipating device basically utilizes a member which is instantaneously resisting at the time of a vehicle collision, but then deviating to lose the resistance . This will be described in more detail.

The first energy dissipating device (50) has a configuration in which two members are in contact with each other before collision. The two members are a first resistive member 40 and a second resistive member 41 and the first resistive member 40 and the second resistive member 41 are butted against the inclined cutout 43. [ In this specification, the term 'resistance member' is used as the name of the two members, but it does not mean a constant shape, and if any of them is a rigid bar serving as a support for dissipating energy And is included in the technical idea of the present invention.

One side of the first resistance member (40) is fixed to the first support (44), and the other side is an inclined cut portion (43). The first support 44 is the part where the collision of the vehicle occurs and the collision energy is transmitted first.

The other side of the second resistance member 41 having the cut-away portion 43 formed on one side in the opposite direction corresponding to the inclined cut-away portion 43 of the first resistance member 40 is connected to the second resistance member support 42 Respectively.

The first resistive member 40 and the inclined cutout 43 of the second resistive member 41 are in contact with each other in the fixing hole 46 located at the center of the second support 45. The second support 45 supports the first support 44 after a certain time elapses as the first support 44 is pushed back by a vehicle collision. The fixing hole 46 located at the center of the second support 45 is located at a position corresponding to the cutout 43 of the first resistance member 40 and the second resistance member 41, And is wrapped around. Even if the first resistance member 40 and the second resistance member 41 are butted against each other by the inclined cut portion by the fixing hole 46, the collision energy transmitted to the first resistance member 40 The second resistance member 41 is transferred to the second resistance member support 42 formed on the other side of the second resistance member 41 via the second resistance member 41. In this regard, it is important that the cut-away portion 43 is butted against the fixing hole 46 and is not strongly fixed to the fixing hole 46, but may be relatively movable in the fixing hole 46, If the displacement is large, the inclined cut portion 43 may be out of the fixing hole 46. [

And a steel pipe 60 is located behind the second resistance member support 42 located on the rear surface of the second resistance member 41. The steel pipe 60 has a hollow square or a cylindrical shape.

One side of the steel pipe 60 is in contact with the back surface of the second resistance member support 42 but is not strongly fixed. The configuration of the second resistance member 41 or the second resistance member support 42 may fall down at any time due to its own weight. However, the fitting of the cut portion 43 by the fixing hole 46, And the position of the second resistance member pedestal 42 is maintained by being in close contact with the steel pipe 60. The width of the steel pipe 60 is generally smaller than the width of the second resistance member pedestal 42.

The other side of the steel pipe 60 is partially inserted into the reducer 61 and is not fixed to the reducer 61. The reducer 61 is formed on the fixing table 30 and is not pushed back.

The inner diameter of the reducer 61, that is, the inner diameter of the steel pipe crimping portion 62, is smaller than the inner diameter of the reducer 61. The inner diameter of the reducer 61 is smaller than the inner diameter of the reducer 61, Is narrower than the inner diameter of the steel pipe (60).

[Action of Releasing Resistance Member]

When the collision energy is applied to the first support 44 in response to a vehicle collision, the first resistance member 40 is pushed backward. At this time, the first resistance member 40 and the second resistance member 41, to which the cut-off portion 43 located in the fixing hole 46 at the center of the second support 45 abuts, The second resistance member 41 is also pushed back as the first spring member 40 is pushed back.

The second resistance member support 42 formed on the other side of the second resistance member 41 pushes the steel pipe 60 abutting against it and the steel pipe 60 is pushed into the reducer 61. In this process, the steel pipe 60 is deformed and the impact energy dissipates rapidly.

The steel pipe 60 that rapidly dissipates energy and is deformed and pushed into the reducer 61 is in contact with the steel pipe 60 pressed by the steel pipe pressing portion 62 which is located inside the reducer 61 and whose inner diameter is narrowed 60) is to rapidly dissipate the collision energy due to the collision caused by the compression.

The first resistance member 40 and the cut portion 43 of the second resistance member 41 are separated from the second support fixture 64 while being pushed back by the collision energy, The power to hold it is lost. As a result, the first resistive member 40 and the cut portion 43 of the second resistive member 41 are shifted along the inclined surface. The second resistance member 41 having the cut portion 43 having the upwardly inclined surface formed by the cut portion 43 of the first resistance member 40 having the downwardly inclined surface is slid downward, The second resistive member 41 and the second resistive member pedestal 42, which are integrally formed with no fixed portion, fall down to the ground. At this time, the steel pipe 60 is pressed into the reducer 61 and is considerably in the state. As the second resistance member 41 drops, the first support 44 including the first resistance member 40 is pushed back to the empty space 47 without any resistance. And then supported by a second support 45, which is the phase in which the second energy dissipating device 51 operates.

In the event of a vehicle collision, the first energy dissipating device 50 strongly receives a compressive force to rapidly dissipate a high level of energy (FIG. 5B) before the inclined cut portion 43 is shifted (FIG. 6 and FIG. 7), the operation proceeds to the operation stage of the second energy dissipating device, which has been already described, while being pushed backward abruptly. The characteristics of the operation of the first energy dissipating device of this configuration are as follows.

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

FIG. 8 shows a deceleration curve after a vehicle collision of a conventional safety facility, and FIG. 9 shows a deceleration curve after a vehicle collision according to an embodiment of the present invention. The X axis represents the elapsed time after collision and the Y axis represents THIV. For reference, the definition of 'THIV' and 'PHD' in the 'Handbook of Vehicle Collision Safety Facilities Collision Tests' by the Ministry of Land, Transport and Maritime Affairs of Korea 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.

For example, according to the 'Handbook of Vehicle Protection Facilities for Collision Testing of Vehicle Protection Facilities' of the Ministry of Land, Transport and Maritime Affairs in 2015, in order to evaluate the safety performance of a passenger fence end treatment facility, (PHD) shall be calculated to satisfy the evaluation criteria limits in the following table.

[Table 1]

The area under the speed-time graph satisfying the passenger protection performance evaluation criteria (threshold values of THIV and PHD) (the lower shaded areas in FIGS. 8 and 9) is the moving distance (deformation length of the structure) 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. 8), the linear deceleration rate for satisfying the passenger's collision speed (THIV) limit value of 44 km / h (12 m / s) is 12.2 g, and when the linear deceleration rate is 12.2 g or more, The collision speed exceeds the limit value. The conventional shock absorber generally dissipates the impact energy by applying a velocity-time hysteresis design concept consisting of a 1-stage linear (section 1) as shown in FIG. 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 is relatively simple in structure because the energy dissipation procedure is simple. 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 , a first energy dissipating device using the aforementioned deviation of the resistance member is disclosed .

FIG. 9 is a graph showing the relationship between speed and time after a vehicle collision, which is a technical background of the present invention. Unlike the prior art graph of FIG. 8, a 3-line deceleration graph is used. In the case of such a safety facility, it is possible to reduce the deformation length of the structure by adjusting three straight lines, and it is easy to control the THIV and PHD, making it easy to put the safety facilities into practical use. However, the energy dissipation procedure consists of steps that complicate the structure of the safety facility. However, the concept of departure of the resistance member proposed by the present invention can be considered as a very simple approach.

More specifically, THIV in FIGS. 8 and 9 represents a value assuming a distance from the head position of the first occupant to the impact surface as 0.6 m (upper area of the graph). The graph after THIV measurement value must satisfy PHD. On the other hand, in comparison with FIG. 8, the area under the graph of FIG. 9 shows that the first section in which the speed change largely occurs before the time for measuring the THIV value is formed and the second section The overall area under the graph of Fig. 9 becomes smaller than that of Fig.

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, . The present invention solves such 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 or material properties. The inventors of the present application have already found that the 'primary strength energy' or 'buckling of steel' based on structural characteristics Thereby achieving the above-mentioned object. The present invention is different from these prior arts in that the first and second sections are distinguished from each other by dividing the front and rear sides based on the deviation of the resistance member . That is, by using the deviation of the resistance member of the steel, the energy is dissipated in a short period of time to form a section for obtaining a large deceleration, but thereafter, a sudden displacement is generated.

The second section, on the other hand, should have a relatively small deceleration. If possible, it is desirable to set the deceleration close to zero. In addition, the deceleration at the subsequent stage in THIV measurement may satisfy the PHD standard. The first sliding frame, the second sliding frame, and the second energy dissipating device, which have already been described, play this role. An empty space is formed between the first sliding frame and the second sliding frame. When the first sliding frame is pushed in the direction of the second sliding frame to narrow the space, a force is transmitted to the second sliding frame 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. Between the first rail and the side wing, a hollow space is formed so that the speed of backward pumping is not decelerated.

Although the present invention has been described with reference to specific embodiments, the present invention is not limited thereto. It is needless to say that modifications and variations are possible within the scope of the technical idea of the present invention.

10: first sliding frame
11: first rail
20: second sliding frame
21: Side Wings
22: second rail
30: Fixture
31: Fixed frame
32:
40: first resistance member
41: second resistance member
42: second resistance member pedestal
43: sloped cut section
44: First support
45: Second Support
46: Fixing hole
47: Empty space
50: First energy dissipating device
51: Second energy dissipating device
60: Steel pipe
61: Reducer
62: Steel pipe crimping portion

Claims (9)

A first sliding frame and a second sliding frame installed from the front to the rear, 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 collision Including,
Wherein the first energy dissipating device includes a first resistive member and a second resistive member that are two members, the first resistive member and the second resistive member abutting the inclined cutout,
Further comprising: a fixing hole for covering the cut portion before a vehicle collision,
Wherein an inclined cut portion of the first resistive member and the second resistive member are in contact with each other in the fixing hole so that the impact energy transmitted to the first resistive member does not deviate from each other and passes through the second resistive member, 2 resistance member,
Wherein the first energy dissipating device does not transmit energy to the second sliding frame immediately after a vehicle collision,
The cutting portion is pushed along with a vehicle collision and the abutting cutting portion is displaced out of the fixing hole to lose resistance and then the energy is transmitted to the second sliding frame after the first sliding frame is pushed back without resistance, As a result,
When a vehicle collides with the first sliding frame, the first sliding frame slides on the second sliding frame and does not apply force to the second sliding frame, and when the first sliding frame is pushed back and pushes the second sliding frame, And a second energy dissipating device for dissipating energy while the second sliding frame is pushed back,
Wherein the fixing hole is formed in a part of the second sliding frame,
A second resistance member support having a second resistance member formed on one side thereof with a cutting portion inclined in the opposite direction corresponding to the inclined cut portion of the first resistance member,
The steel pipe 60 is partially inserted into the inner side of the reducer formed on the fixing table, and the inner side of the reducer is narrowed in its inner diameter toward the rear side, Respectively,
The energy is transferred to the steel pipe through the first resistance member and the second resistance member in the event of a vehicle collision and the steel pipe is deformed while being pushed into the reducer, The cut portions of the two resistance members are displaced from the fixing holes so that the cut portions of the first resistance member and the second resistance member are shifted according to the inclined surface.
Impact energy attenuator.
delete delete The method according to claim 1,
Wherein the second energy dissipating device allows the speed to be decelerated constantly
Impact energy attenuator.
5. The method of claim 4,
The second energy dissipating device is such that a smaller sized energy dissipating means is located within a larger energy dissipating means and the thickness of the deforming member of the larger sized energy dissipating means is smaller than that of the smaller energy dissipating means Is greater than the thickness of the deformable member
Impact energy attenuator.
delete delete delete delete

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