KR101930213B1 - Casting composite for rail of guard rail, casting for rail of guard rail and guard rail with structure for shock absorption and climb-over prevention using the same - Google Patents

Abstract

The present invention relates to a guard rail with a structure for shock absorption and climb-over prevention and a rail material that is a component of the guard rail, which can relieve the shock of a vehicle through plastic deformation of a partial structure and multiple buffer structures in case of a vehicle collision, and protect a driver by preventing the vehicle from climbing over and overturning.

Description

TECHNICAL FIELD [0001] The present invention relates to a casting composition for a rail of a guard rail, a casting for a rail of a guardrail including the same, and a guardrail having a shock- FOR SHOCK ABSORPTION AND CLIMB-OVER PREVENTION USING THE SAME}

The present invention relates to a guard rail which has shock absorbing and anti-rolling structure capable of protecting a driver by mitigating a shock of a vehicle through a plastic deformation and a cushioning structure of a partial structure at the time of a vehicle collision, And a guard rail manufactured by using the same.

Guard rails installed at the center of a road or both sides of a road on which a vehicle travels are safety equipment for invading a center line of a vehicle, preventing a road departure, entering or falling into a sidewalk, and are usually installed at regular intervals. And a fence formed by the rail connected continuously in the horizontal direction. Such a guard rail basically functions to prevent a secondary accident by restricting the departure of a vehicle out of the normal path, and by absorbing the collision energy through plastic deformation when the vehicle collides with the vehicle, it is possible to reduce the damage of the vehicle and the injury of the occupant It is being developed as a structure. However, due to the cost structure and the material limit of the installation of the guard rail, there is a limit to the absorption of impact energy. Therefore, There is still a possibility that the vehicle is damaged by the excessive impact and the driver is injured.

Particularly, when a vehicle is caught by a guard rail structure damaged during a vehicle collision due to a structure in which a bolt and a nut are used for coupling and fixing a buffer structure such as a strut and a rail and a tip of the coupling means protrudes outward, It is the role of the guard rail installed for the safety such as the accident of the second accident or the overturning due to the accident when the SUV, This has been an inconvenient problem.

In order to solve this problem, it is necessary to adjust the height of the guard rail or to strengthen the strength of the guardrail,

However, the reinforcement work of the guard rail is performed by replacing the existing guard rail with the existing guard rail, so that the replacement cost is very high, and the research and development achievements are also somewhat complicated, , It is not easy to repair and it takes a lot of cost.

Korean Patent No. 10-1250534 (March 31, 2013)

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and it is an object of the present invention to provide a method for effectively mitigating an impact at the time of a vehicle collision through plastic deformation of a structure and multiple cushioning structures, The present invention provides a guard rail having a shock absorbing and rolling gate preventing structure capable of preventing a car from being rolled or rolled up.

In order to achieve the above object, the present invention is a rail of a guard rail, wherein the rail of the present invention is a casting manufactured by casting a casting composition containing carbon fiber, stainless steel, aluminum alloy and aluminum (Al).

The guard rail according to the present invention using the rail includes a guard having a lower end fixed to the bottom surface and a rail coupled to the post in a lateral direction, wherein the left and right end portions are bent backward, A block-out portion formed on the both sides of the support via a fastening means passing through the fastening hole and formed with a deforming portion for inducing bending downward at the time of impact; An impact absorbing plate contacting the front surface of the block-out, the upper and lower end portions forming an insertion space and being bent to partially cover the front surface; A fixing table coupled to cover a part or the entirety of the shock absorbing plate front face; A rail which is folded backward at the upper and lower ends so as to form a cushioning space on the rear surface thereof and is inserted and fixed in the insertion space through the space between the shock absorbing plate and the fixing table; .

The fastening means may be formed of a bolt and a nut, and the fastening hole may have a shape of a long hole having a length in the forward and backward direction and a pair of protrusions formed to have an inner diameter relatively smaller than an outer diameter of the bolt.

Further, the fastening hole may be formed to have a downward inclination toward the front surface.

In addition, the rails may have a convex shape in the foreground, and a groove may be formed in the center in the transverse direction to improve the strength.

It is also preferable that the rail has a continuous connection structure in the transverse direction through a sleeve whose one end portion surrounds the outer side of the rail and the other end portion is inserted into the adjacent rail.

The rail material for a guard rail according to the present invention has an appropriate viscosity at a low temperature and is excellent in main properties and formability and has excellent mechanical properties such as tensile strength required for use as a rail of a guard rail. Guard rails incorporating rails made by casting with these rail materials safely induce plastic deformation and breakage directions in addition to multiple shock mitigation in the event of a vehicle collision, so that the vehicle is caught by the guard rail structure, It is possible to effectively prevent a secondary accident, rollover,

1 is a front view according to an embodiment of the present invention;
2 is a perspective view of an embodiment of the present invention,
3 is a plan sectional view according to one embodiment of the present invention,
4 is a cross-sectional side view according to one embodiment of the present invention,
5 is a side sectional view according to some modification of the first embodiment of the present invention,
6 is a cross-sectional view showing a connection structure of a rail according to an embodiment of the present invention,
7 is a cross-sectional view showing a connection structure of a rail according to some modifications of the first embodiment of the present invention,
8 is a side cross-sectional view according to two embodiments of the present invention,
9 is a plan view according to the second embodiment of the present invention,
10 is a side sectional view according to the third embodiment of the present invention,
11 is a plan view according to the third embodiment of the present invention.

The terms " about ", " substantially ", etc. used to the extent that they are used herein are intended to be taken to mean an approximation of, or approximation to, the numerical values of manufacturing and material tolerances inherent in the meanings mentioned, Accurate or absolute numbers are used to help prevent unauthorized exploitation by unauthorized intruders of the referenced disclosure.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the structure of a guard rail having a shock absorption and rollover preventing structure according to the present invention will be described in detail with reference to the accompanying drawings.

FIG. 1 is a front view according to one embodiment of the present invention, and FIG. 2 is a perspective view according to an embodiment of the present invention. 3 is a plan sectional view taken along line B-B 'of FIG. 2, and FIG. 4 is a side sectional view of another embodiment of the present invention, - A '.

The present invention is basically a guard rail in the form of a fence (fence) composed of a pillar fixed to the bottom surface and a rail 150 coupled transversely to the pillar 110. The guard rail includes a blockout 120, The plate 130, the fixing table 140, and the rail 150. [

The pillars 110 are formed of steel pipes and are vertically buried on the ground, and are installed at regular intervals along the road. It can be made into various standards suitable for the road environment, and it is preferable to use a round or square steel pipe. At this time, when an external impact occurs, stress may be concentrated on the contact portion between the pillar and the ground, so that the pillar-like reinforcing pillar 111 is installed at the contact portion between the pillar 110 and the ground, .

The block-out 120 is made of a metal plate, and its left and right ends are bent backward to be coupled to both sides of the pillars 110. That is, as shown in FIG. 3, when viewed from the upper side, the central portion is bent to have a width corresponding to the outer diameter of the strut, So that it can be covered. It should be apparent to those skilled in the art that although the preferred embodiments of the present invention are illustrated with the bent angle being perpendicular to each other,

A fastening hole 121 having a longitudinal length is formed on both sides of the bent block out 120 and is coupled to both sides of the support via fastening means 160 passing through the fastening hole 121, A buffer space S1 is formed at the center of the block 110 and the block-out 120 so that the block-out 120 is pushed backward by the buffer space S1 when an impact is generated at the front, .

At this time, the fastening means 160 is composed of bolts and nuts, and each of the left and right folded surfaces forms two or more fastening holes 121 vertically. Although two fastening holes 121 are formed on each side in the accompanying drawings, it is also possible to form a proper number of fastening holes 121 in accordance with the installation specifications to couple the pillars 110 and the block- It is self-evident. In the present invention, the fastening means for coupling the block-out 120 and the support 110 through the fastening hole 121 is referred to as a first bolt 161.

It is preferable that the first bolts 161 pass through the right and left sides of the strut 110 and pass through the fastening holes 121 formed on both sides of the blockout 120, The angular maintenance of the rail 150 to be installed on the front surface and the impact dispersion to the left and right fastening portions can be made even.

In addition, in the present invention, at least one pair of protrusions 122 is formed in the fastening hole 121 so as to be smaller in inner diameter than the outer diameter of the first bolt 161 in the vertical direction. As described above, when the blockout 120 is pushed rearward due to an impact, the first bolt 161 may be detached from the first bolt 161 when the impact is concentrated on the fastening portion using bolts and nuts in the event of a vehicle collision. A resistance is generated at the contact portion between the protruding portion 122 and the protruding portion 122 and the buffering action corresponding to the number of the protruding portion 122 is performed as the first bolt 161 is pushed while damaging the protruding portion 122.

In addition, in the present invention, the block-out 120 is formed with a deforming portion 123 for guiding the bending from the front to the lower side when the vehicle is impacted.

As mentioned above, due to factors such as the height and shape of the collided vehicle, and the angle and speed at the time of collision, it is possible that a serious secondary accident may occur due to entering the guiding rail .

The deforming portion 123 is a structure for preventing the collision of the collided vehicle. As shown in the drawing, the deforming portion 123 is formed in a shape below the blockout 120 located in the buffer space S1 between the strut 110 and the strut 110 By forming the groove, the impact applied from the front surface is concentrated, and the entire block-out 120 induces bending to be bent downward, thereby suppressing the action force of the impacted vehicle to move upward.

5 is a sectional side view according to some modification of the first embodiment of the present invention. In addition to the deformed portion 123, the fastening hole 121 is formed to have a downward inclination toward the front, Can be obtained.

The shock absorbing plate 130 is a metal plate coupled to the front surface of the block-out 120, and has upper and lower ends bent or folded to partially cover the entire surface. At this time, the folded upper and lower end portions are separated from the unfolded portion to form an insertion space 131. In addition, it is preferable that the folded height of the upper and lower sides is matched with the height of the block-out 120, and a drain (R) for preventing the rainwater impregnated in the rainwater from being corroded in the lower insertion space may be formed.

The fixing table 140 is configured to fix and join the shock absorption plate 130, the block-out 120 and the rail 150. The fixing plate 140 is made of a metal plate covering a part or the whole of the front surface of the shock absorption plate 130 And is coupled through the fixing means 140, the shock absorbing plate 130 and the block-out 120 through fastening means penetrating in the front-rear direction.

In one embodiment of the present invention, fastening means for passing through the pillars 110 from the shock-absorbing plate 130 are provided using long bolts and nuts of a sufficient length, and the second bolts 162 are referred to separately. At this time, a through hole through which the head portion of the second bolt 162 can pass is formed in the fixing table 140, and the fixing table 140 and the shock absorbing plate 130 are fixed To maintain the association with the block-out 120

And a fastening means for fastening the fastening table 140 and the shock absorbing plate 130 to the left and right sides of the second bolt 162 through the blockout 120. The third bolt 163 is categorized as a third bolt 163.

The third bolt 163 may be coupled to the inside of the block-out 120 in the vicinity of the second bolt 162. In an embodiment of the present invention, Out portion 120 is bent so that it can be bent toward the front side and the cut portion is brought into contact with the shock absorbing plate 130 on the front side and the third bolt 163 to the fixing table 140 And is coupled through. Through this, it is possible to achieve a more stable fixing / coupling structure by widening the area due to contact and coupling.

The thickness of the impact absorbing plate 130 and the thickness of the insertion space 131 are formed on the upper and lower sides of the front fixing plate 140 of the impact absorbing plate 130. [ A bent portion is formed at a height corresponding to the height of the protrusion 131.

The upper and lower ends of the rails 150 are bent rearward so as to form a buffer space S2 between the rear surface of the rail 150 and the fixing table 140 And the bent end is inserted into the insertion space 131 through the space between the shock-absorbing plate 130 and the fixing table 140.

4, the rail 150 can be easily installed by pushing the rail 150 in a sliding manner from the side of the block-out 120 provided with the fixing table 140. As mentioned above, And is firmly fixed to the impact absorbing plate 130 through the fixing plate 140. [0033] The shock absorbing plate 130 is formed of a metal plate,

At this time, the rails 150 are convex to the front, effectively dispersing the impact of the front side to the upper and lower sides, and the grooves 151 are formed continuously in the middle at the center to improve the strength, ), It induces the deformation to occur at the central portion, thereby preventing the vehicle from being damaged and the occupant injuries due to the irregular shape breakage.

In the coupling structure of the support and the rail 150 through the block-out 120, the block-out 120 and the shock-absorbing plate 130 (not shown), which are not a direct connection between the support and the rail using bolts and nuts, And the buffer space S1 and S2 formed in the rail 150 and the block-out 120, as well as the plastic deformation section formed through the fixing table 140 and the fixing table 140. [

In addition, even when the guard rail is broken due to impact, the bolt fastening portion is not damaged as in the prior art but has a structure for guiding the breakage direction. Particularly, since the rail 150 is installed without using the fastening means, It is possible to prevent injury and effectively cope with contraction / expansion of the rail due to thermal expansion in the summer.

The rail 150 may be a cast manufactured by casting a casting composition including carbon fiber, stainless steel, aluminum alloy, and aluminum.

The carbon fiber in the cast composition composition serves to improve the mechanical properties such as the yield strength of the rail, and it is preferable that the total weight of the cast composition is 0.01 to 0.5% by weight, preferably 0.05 to 0.35% by weight, Is preferably 0.05 to 0.15% by weight. If the content of the carbon fiber is less than 0.01 wt%, the carbon fiber may be used in an excessively small amount, and the effect of increasing the mechanical properties due to the use thereof may not be exhibited. If the carbon fiber content is more than 0.5 wt%, the surface rigidity of the cast becomes too high, There may be a problem that it is broken due to an external impact.

It is preferable that 20 to 35% by weight, preferably 24 to 32% by weight, more preferably 25.5 to 28.5% by weight of the stainless steel material is used as the casting composition. If the amount of the stainless steel material is less than 20% by weight, corrosion resistance of the casting may be deteriorated. If the amount is more than 35% by weight, tensile strength and yield strength may be reduced rather than economical. There may be a problem that the viscosity at -830 ° C becomes too low and the main composition is lowered.

The stainless steel material may contain 0.05 to 0.15 wt% of carbon (C), 15 to 20 wt% of chromium (Cr), 13 to 18 wt% of nickel (Ni), 0.8 to 1.5 wt% of niobium (Nb) 0.1 to 0.3 wt% of manganese (Mn), 5 to 8 wt% of manganese (Mn), 0.5 to 1 wt% of molybdenum (Mo), 4.0 to 4.8 wt% of copper, 0.2 to 1 wt% of silicon (Si) ) Of 0.25 to 0.5% by weight and the balance of iron (Fe), and preferably 0.08 to 0.12% by weight of C, 16.5 to 18.7% by weight of Cr, 14.2 to 16.5% by weight of Ni, Wherein the composition comprises 1.0 to 1.3 wt% of Nb, 0.14 to 0.26 wt% of N, 5.7 to 6.7 wt% of Mn, 0.65 to 0.95 wt% of Mo, 4.2 to 4.6 wt% of Cu, 0.40 to 0.85 wt% of Si, 0.30 to 0.45 wt% More preferably, 0.08 to 0.10 wt% of C, 17.2 to 18.5 wt% of Cr, 14.8 to 16.2 wt% of Ni, 1.0 to 1.2 wt% of Nb, 0.16 to 0.24 wt% of N, 6.0 to 6.5% by weight of Mn, 0.70 to 0.90% by weight of Mo, 4.2 to 4.5% by weight of Cu, 45 to 0.75% by weight, W of 0.33 to 0.40% by weight, and the balance of Fe can be used.

The austenitic stainless steel may further contain at least one selected from 0.001 to 0.2% by weight of titanium, 2.5 to 3.5% by weight of cobalt and 0.5 to 2% by weight of vanadium, preferably 0.008 to 0.2% by weight of titanium, More preferably at least one selected from the group consisting of 0.02 to 0.15% by weight of titanium, 2.85 to 3.15% by weight of cobalt and 1.05 to 1.35% by weight of vanadium, have.

The austenitic stainless steel is an unavoidable impurity and is at least one selected from 0.001 to 0.03% by weight of sulfur (S), 0.001 to 0.04% by weight of phosphorus (P) and 0.002 to 0.01% by weight of boron, 0.003 to 0.02% by weight of phosphorus, 0.005 to 0.03% by weight of phosphorus and 0.005 to 0.008% by weight of boron, more preferably 0.003 to 0.01% by weight of sulfur, 0.005 to 0.02% , And the like.

The casting composition includes an aluminum alloy material for improving the creep rupture life and securing adequate physical properties such as yield strength and the like. The aluminum alloy material is contained in an amount of 10 to 20 wt%, preferably 11.5 to 16.5 wt% Preferably from 13.5 to 15.5% by weight. If the amount of the aluminum alloy material is less than 10% by weight, the creep rupture life may be reduced as compared with the case of using an appropriate amount. If the amount of the aluminum alloy material is more than 20% by weight, the economical efficiency may be lowered and the yield strength of the casting may be lowered.

The aluminum alloy material may include magnesium (Mg) in an amount of 2.0 to 2.5 wt%, zinc (Zn) in an amount of 7.5 to 9.0 wt%, copper (Cu) in an amount of 2.0 to 3.0 wt%, niobium (Nb) Mn of 0.1 to 0.5 wt%, zirconium (Zr) of 0.01 to 0.3 wt%, and the balance aluminum (Al), preferably 2.15 to 2.45 wt% of Mg, 7.8 to 8.6 wt% By weight of aluminum, 0.1 to 0.8% by weight of Nb, 0.10 to 0.35% by weight of Mn, 0.10 to 0.27% by weight of Zr and a balance of Al, more preferably 2.20 to 2.40% It is preferable to use 2.4 to 2.7% by weight of Cu, 0.2 to 0.6% by weight of Nb, 0.25 to 0.35% by weight of Mn, 0.15 to 0.20% by weight of Zr and the balance of Al.

The aluminum alloy material may further include 12 to 15% by weight of silicon (Si), preferably Al-Cu-Al alloy containing 12.5 to 14.0% by weight of Si, more preferably 13 to 13.8% Si-Mg based aluminum alloy.

Further, the casting composition includes carbon fiber, stainless steel, and aluminum alloy in the total weight of the composition as well as a remaining amount of aluminum material.

The rail 150 of the guard rail according to the present invention is a casting produced by casting the casting composition and has a casting viscosity of 250-500 poise at 1,115 ° C to 1,130 ° C and preferably 270-400 poise Preferably 290 to 360 poise.

The casting (or rail) has a creep ratio of 5 × 10 ^-4 % / hr or less at a temperature of 750 MPa and a stress of 100 MPa under a creep test in a cast state under ASTM E139 test conditions, The rate may be 7 x 10 ^-5 to 3.5 x 10 ^-4 % / hr, more preferably 7.8 x 10 ^-5 to 2.0 x 10 ^-4 % / hr.

The casting (or rail) may have a creep rupture life of 4,000 hours or more, preferably 5,000 hours or more, more preferably 5,200 to 6,000 hours.

The casting (or rail) may have a yield strength of 630 MPa or more, preferably 650 to 720 MPa, and more preferably 670 to 710 MPa.

The casting (or rail) may have a tensile strength of 680 MPa or more, preferably 700 to 780 MPa, and more preferably 720 to 770 MPa.

6 is a cross-sectional view illustrating a connection structure of a rail according to an embodiment of the present invention. In the present invention, a guard rail is formed in a fence shape continuously formed in a transverse direction, .

6, the sleeve 153 has an outer shape corresponding to the inner shape of the rail 150 and is coupled with two rails 150 to be adjacent to both ends. In one embodiment of the present invention, two first through holes 152 vertically penetrating the ends of the respective rails 150 are formed, and the first through holes 152 corresponding to the first through holes 152 are formed at both ends of the sleeve 153 The second through hole 154 is formed and the fourth bolt 164 as the fastening means passes through and simultaneously passes through the first through hole 152 and the second through hole 154 in the overlapped state.

Of course, the numbers of the first through holes 152 and the second through holes 154 may be appropriately increased or decreased according to the installation specifications. Preferably, the second through holes 154 are formed as long holes having a length in the left and right direction So that it is possible to prevent shocks and breakage through the elongated holes when an impact is generated at the connecting portion of the rail 150. [

7 is a cross-sectional view showing a connection structure of a rail according to some modification of the first embodiment of the present invention.

There is a great possibility that the rail 150 is bent and a fracture occurs at a portion where the two rails 150 and the sleeve 153 are engaged when a vehicle collision occurs at a position where the pillar 110 is substantially absent. At this time, since the breakage of the metal material rail 150 may lead to vehicle breakage or injury, it is necessary to suppress as much as possible the occurrence of the sharp portion and the protrusion of the rupture portion corresponding to the collision direction of the vehicle, even if rupture occurs.

7 shows a state in which the vehicle progresses from the right side to the left side. In the second embodiment of the present invention, one end of the sleeve 153 surrounds the outer side of the rail 150 and the other end thereof surrounds the adjacent rail 150 The second through hole 154 of the elongated hole shape described in the first embodiment is formed at one end of the sleeve 153 so that the shock absorbing sleeve 153 is inserted into the rail 150 So that it is possible to prevent the breaking direction from being directed toward the collision (traveling) direction of the vehicle.

FIG. 8 is a side sectional view according to the second embodiment of the present invention, and FIG. 9 is a plan view according to the second embodiment of the present invention.

The block out 120 and the support 110 are bent in a " C " shape when viewed from above, and are not inserted into the front surface of the support, And the coupling structure through the fastening hole 121 and the first bolt 161 is the same as that of the first embodiment.

The shock absorbing plate 130 of the same type as that of the first embodiment is coupled to the front of the block-out 120 through the support and the block-out 120, And the fixing table 140 having a shape protruding to the front is coupled through the third bolt 163 having a relatively long length. Then, the rail 150 is installed in the same manner as in the first embodiment.

In other words, the shape of the same configuration introduced in the first embodiment is partially modified, and the structure and function of each structure are the same or similar.

FIG. 10 is a side sectional view according to the third embodiment of the present invention, and FIG. 11 is a plan view according to the third embodiment of the present invention.

In the same manner as the above-described embodiment, the components are the same, except that the rail 150 is partially protruded to the lower side of the block-out 120 not at the same height as the block-out 120, Suppresses the action force.

In addition, the upper and lower end portions of the fixing table 140 are not in close contact with the rear side, but are folded so as to spread toward the front, so that the rail 150 is impacted when the deformation occurs, thereby partially canceling the impact.

In the illustrated embodiments 1 to 3, some of the configurations are shown as modified, but it is obvious that the same or similar effects can be obtained by combining these modifications in the same configuration.

It is to be understood that the present invention is not limited to the above-described embodiments, but may be modified in various ways within the scope and spirit of the present invention as defined by the appended claims. It is self-evident.

Hereinafter, the present invention will be described in more detail with reference to examples. However, the scope of the present invention should not be construed to limit the scope of the present invention by the following examples, but the following examples are given to aid understanding of the present invention.

[ Example ]

Example  1: Manufacture of rails for guard rails

Carbon fiber, an austenitic stainless steel material having the composition shown in Table 1, an aluminum alloy material having the composition shown in Table 2 below, and a pure aluminum (Al) material were prepared and then mixed and melted so as to have the composition ratios shown in Table 3 below. Next, the melt was cast in a mold to produce a rail for a guard rail.

division Content (% by weight) division Content (% by weight) Carbon (C) 0.08 to 0.09 wt% Tungsten (W) 0.36 to 0.38 wt% Chromium (Cr) 17.9 wt% Titanium (Ti) 0.07 to 0.09 wt% Nickel (Ni) 15.3 wt% Cobalt (Co) 2.98 wt% Niobium (Nb) 1.12 wt% Vanadium (V) 1.05 to 1.07 wt% Nitrogen (N) 0.21 to 0.22 wt% Sulfur (S) 1.05 to 1.07 wt% Manganese (Mn) 6.31 to 6.33 wt% In (P) 0.008 to 0.010 wt% Molybdenum (Mo) 0.83 to 0.86 wt% Boron (B) 0.006 to 0.007 wt% Copper (Cu) 4.28 wt% Iron (Fe) Remaining weight of total weight% Silicon (Si) 0.55-0.57 wt% - -

division Content (% by weight) division Content (% by weight) Magnesium (Mg) 2.3 wt% Manganese (Mn) 0.28 to 0.29 wt% Zinc (Zn) 8.25 to 8.27 wt% Zirconium (Zr) 0.17 to 0.18 wt% Copper (Cu) 2.45 to 2.48 wt% Silicon (Si) 13.5 wt% Niobium (Nb) 0.42 to 0.45 wt% Aluminum (Al) Remaining weight of total weight%

Example  2 to 9 and Comparative Example  1 to 8

Examples 2 to 9 and Comparative Examples 1 to 8 were carried out in the same manner as in Example 1 except that the rails for guard rails were produced in different composition ratios as shown in Table 3 below.

The viscosities of the castings used in these rails at 1,130 ° C are shown in Table 3 below.

division Carbon fiber Stainless steel Aluminum alloy material Aluminum material 830 ° C
Viscosity
(poise) Example 1 0.12 wt% 26.8 wt% 14.2 wt% Remaining balance
100 wt% 325 to 328 Example 2 0.05 wt% 26.8 wt% 14.2 wt% 318-320 Example 3 0.35 wt% 26.8 wt% 14.2 wt% 327 to 329 Example 4 0.12 wt% 24.2 wt% 14.2 wt% 335 to 340 Example 5 0.12 wt% 32.0 wt% 14.2 wt% 294 to 297 Example 6 0.12 weight 26.8 wt% 11.5 wt% 332 to 335 Example 7 0.12 wt% 26.8 weight 16.5 wt% 320 to 323 Comparative Example 1 0.02 wt% 26.8 wt% 14.2 wt% 315 to 318 Comparative Example 2 0.61 wt% 26.8 wt% 14.2 wt% 322 to 326 Comparative Example 3 0.12 wt% 19.5 wt% 14.2 wt% 340 ~ 343 Comparative Example 4 0.12 wt% 36.2 wt% 14.2 wt% 221 ~ 225 Comparative Example 5 0.12 weight 26.8 wt% 9.2 wt% 334 to 337 Comparative Example 6 0.12 wt% 26.8 weight 21.0 wt% 305-310

As shown in Table 3, the viscosity at 1,130 ° C was 250 poise or more, except for Comparative Example 4. In Comparative Example 4, the main composition and formability were somewhat inferior.

Experimental Example  1: Measurement of physical properties

The physical properties of the raw castings and rails used in the rails of Examples 1 to 9 and Comparative Examples 1 to 8 were measured as follows. The results are shown in Table 4 below.

The minimum creep ratio (% / hr) and the creep rupture life (hr) were measured under the conditions of a stress of 100 MPa and a temperature of 750 캜 according to the ASTM E139 test conditions.

The yield strength and tensile strength of the specimens were measured using tensile properties at a strain rate of 1 × 10 ^-3 s ^-1 using a room temperature tensile tester (INSTRON 4206). Generally, a metal material has a tendency that a tensile strength becomes small when an elongation is increased, and an elongation decreases when a tensile strength is increased.

The corrosion resistance was evaluated by a salt spray test (SST, 5% NaCl atmosphere, 35 ° C, pH 6.5 to 7.2) in which 5% salt water was sprayed. The spraying time was measured and recorded until such time as the test was started by the salt water spray test. If it exceeded 1,000 hours, it passed. If it was less than 1,000 hours, it failed.

division Creep test Yield strength
(Mpa) The tensile strength
(Mpa) Corrosion resistance
(time) Minimum creep rate
(% / hr) Creep rupture life (hr) Example 1 1.21 x 10 ^-4 5,750 to 5,755 691 744 1,150-1,160 Example 2 1.95 × 10 ^-4 5,230 to 5,235 680 721 1,145-1,150 Example 3 0.97 x 10 ^-4 6,320 to 6,325 705 759 1,150-1,160 Example 4 1.23 × 10 ^-4 5,640 to 5,645 679 717 1,080 ~ 1,090 Example 5 1.15 x 10 ^-4 5,970 to 5,975 710 768 1,250 ~ 1,260 Example 6 1.95 × 10 ^-4 6,405 to 6,410 702 746 1,110-1,120 Example 7 0.86 x 10 ^-4 5,040 ~ 5,045 670 733 1,180-1,190 Comparative Example 1 2.34 × 10 ^-4 4,895-4,900 645 698 1,150-1,160 Comparative Example 2 1.28 × 10 ^-4 6,135-6,140 719 767 1,160-1,170 Comparative Example 3 2.45 x 10 ^-4 5,070 ~ 5,075 676 712 960-970 Comparative Example 4 1.01 × 10 ^-4 6,150-6,160 689 742 1,290-1,300 Comparative Example 5 3.63 × 10 ^-4 4,560 ~ 4,570 698 753 940-950 Comparative Example 6 0.81 x 10 ^-4 6,455-6,460 628 703 1,200 ~ 1,210

From the results of the experiment of Table 2, it can be confirmed that Examples 1 to 7 have overall excellent mechanical properties and corrosion resistance.

On the other hand, in Comparative Example 1 in which the carbon fiber content was less than 0.01 wt%, the minimum creep ratio and the creep rupture life tended to be lower as compared with Example 1 and Example 2, and the mechanical strength of yield strength and tensile strength The physical properties were also lowered. In the case of Comparative Example 2 in which the carbon fiber content was more than 0.5% by weight, the mechanical properties of the yield strength and the tensile strength were excellent, as compared with Examples 1 and 3, but in Examples using 0.35% 3, the minimum creep ratio is increased and the creep rupture life is somewhat reduced.

In the case of Comparative Example 3 using less than 20% by weight of the stainless steel material, there was a problem that the corrosion resistance was greatly reduced as compared with Examples 1 and 4. Also, in Comparative Example 4 using 35% by weight or more of the stainless steel material, as shown in Table 3, there was a problem that the viscosity at 1,130 ° C was low. Compared with Example 1 and Example 5, There is a problem that tensile strength is lowered.

In Comparative Example 5 in which the aluminum alloy material content was less than 10% by weight, there was a problem that the yield strength was excellent but the minimum creep ratio was drastically increased and the creep rupture life was reduced as compared with Example 1 and Example 6, Compared to Examples 1 and 7, the creep rupture life was excellent in Comparative Example 6 in which the alloy content was more than 20% by weight, but the yield strength was too low to be less than 630 MPa and corrosion resistance was poor There was no problem.

It can be seen from the above Examples and Experiments that the rails made of the casting composition for rails, which is the material suggested by the present invention, have excellent mechanical properties and corrosion resistance, and that the rails have properties suitable for use as guard rails .

It is to be understood that the invention is not limited to the disclosed embodiment, but is capable of many modifications and variations within the scope of the appended claims. It is self-evident.

110: column 111: reinforced column
120: Block Out 121: Fastening Ball
122: protrusion 123:
130: shock absorber 131: insertion space
140: fixed base 150: rail
151: groove portion 152: first through hole
153: Sleeve 154: Second through hole
155: first bent portion 156: second bent portion
157: third bent portion 160: fastening means
161: first bolt 162: second bolt
163: third bolt 164: fourth bolt
S1, S2: Buffer space R: Drain

Claims (6)

delete Wherein the carbon fiber comprises 0.01 to 0.5% by weight of carbon fiber, 20 to 35% by weight of stainless steel, 10 to 20% by weight of aluminum alloy, and a remaining amount of aluminum (Al)
Wherein the stainless steel material contains 0.05 to 0.15 wt% of carbon (C), 15 to 20 wt% of chromium (Cr), 13 to 18 wt% of nickel (Ni), 0.8 to 1.5 wt% of niobium (Nb) 0.1 to 0.3 wt% of manganese (Mn), 5 to 8 wt% of manganese (Mn), 0.5 to 1 wt% of molybdenum (Mo), 4.0 to 4.8 wt% of copper, 0.2 to 1 wt% of silicon (Si) (S), 0.001 to 0.03 wt.% Of sulfur (P), 0.25 to 0.5 wt.% Of titanium (Ti), 0.001 to 0.2 wt.% Of titanium, 2.5 to 3.5 wt.% Of cobalt ) 0.001 to 0.04% by weight of boron (B), 0.002 to 0.01% by weight of boron (B) and iron (Fe)
The aluminum alloy includes 2.0-2.5% by weight of magnesium (Mg), 7.5-9.0% by weight of zinc, 2.0-3.0% by weight of copper, 0.1-1% by weight of niobium Nb, , 0.1 to 0.5% by weight of iron (Mn), 0.01 to 0.3% by weight of zirconium (Zr), 12 to 15% by weight of silicon (Si) and aluminum (Al) in a remaining amount.
A casting for a rail of a guard rail according to claim 2, characterized in that the casting composition for rails of the guard rail is cast.
4. The creep test according to claim 3, wherein the creep test is carried out under the conditions of ASTM E139 under creep test at a stress of 100 MPa, a minimum creep ratio at a temperature of 750 DEG C of not more than 5 x 10 < ^-4 >% / hr and a creep rupture life of not less than 4,000 hours Feature castings for guard rails.
A rail of a guardrail comprising the casting of claim 3.
A guard rail whose lower end is fixed to the bottom surface and the rail of the fifth aspect which is laterally engaged with the support,
A blockout which is folded backward at left and right ends thereof and formed with fastening holes on both sides thereof and is coupled to both sides of the support via a first bolt passing through the fastening hole;
An impact absorbing plate contacting the front surface of the block-out with a rear surface, the upper and lower ends of which are bent to the front and form an insertion space with the unfolded portion;
A fixed base attached to the front surface of the shock absorber and having upper and lower end portions spaced apart from the upper and lower bent portions of the shock absorber;
A first bending portion which is bent between the upper and lower ends so as to form a buffer space between the upper surface and the lower surface of the fixing table and which is inserted between the shock absorbing plate and the fixing table and whose front surface is in close contact with the rear surface of the fixing table, And a rail having a second bending part which is partially bent to the rear side continuously and a third bending part which is bent and inserted into the insertion space side and whose rear surface is closely supported by the impact absorption plate,
Wherein the shock absorber is fixed to the blockout by a second bolt passing through the strut and the blockout,
Wherein the fixing block is formed with a through hole through which the head portion of the second bolt can pass, and is coupled to the block-out and impact-absorbing plate by a third bolt inserted and spaced apart from the second bolt,
A rail which is slidably inserted between the fixing table and the impact absorbing plate through a pressing force by the upper and lower ends of the fixing table generated while the fixing table is coupled to the block-out and shock absorbing plate through the third bolt, Wherein the guide rails are pressed against each other.

Images