KR101974083B1 - Impact attenuator with buckling - Google Patents
Impact attenuator with buckling Download PDFInfo
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- KR101974083B1 KR101974083B1 KR1020150117191A KR20150117191A KR101974083B1 KR 101974083 B1 KR101974083 B1 KR 101974083B1 KR 1020150117191 A KR1020150117191 A KR 1020150117191A KR 20150117191 A KR20150117191 A KR 20150117191A KR 101974083 B1 KR101974083 B1 KR 101974083B1
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- South Korea
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- energy
- sliding frame
- buckling
- vehicle collision
- energy dissipating
- Prior art date
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Classifications
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
- E01F15/145—Means for vehicle stopping using impact energy absorbers
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
- E01F15/145—Means for vehicle stopping using impact energy absorbers
- E01F15/146—Means for vehicle stopping using impact energy absorbers fixed arrangements
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- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Vibration Dampers (AREA)
Abstract
The present invention relates to a vehicle collision energy attenuator. More specifically, by using a member buckling, a movement of the energy attenuator after the vehicle collision is made to be different in two or more sections, the depth of the energy attenuator is minimized, and a more economical, So as to start the attenuator.
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
The present invention relates to a vehicle collision energy attenuator. More specifically, by using a member buckling, a movement of the energy attenuator after the vehicle collision is made to be different in two or more sections, the depth of the energy attenuator is minimized, and a more economical, So as to start the attenuator.
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 "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 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.
The 'buckling' used in the present invention generally refers to a phenomenon in which the displacement of the axial direction increases due to a sudden change in the equilibrium state due to an increase in the compressive force in the compression member. In other words, the axial movement is completely different before and after the buckling occurs. However, if the buckling occurs once, that is, when the bending of the member occurs, the deformation progresses rapidly, Is destroyed. When the buckling occurs, the buckling does not correspond to the compression load before the buckling occurs and a large displacement occurs.
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.
According to an aspect of the present invention, there is provided a vehicle collision energy attenuator including 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, Wherein the energy dissipating device applies force to the second sliding frame when the first sliding frame is pushed back by a vehicle collision, A first energy dissipating device for dissipating the energy without dissipating energy.
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 .
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 includes a buckling member that is an elongated member, and the buckling member connects the first sliding frame and the fixing base, so that when the vehicle collides with the second sliding frame and the second energy dissipating device And the first energy dissipating device alone dissipates energy without transferring energy.
And the buckling member causes the first sliding frame to be pushed back while buckling occurs due to a vehicle collision.
The first energy dissipating device may further include an intermediate support portion for supporting an intermediate portion of the buckling member, wherein the intermediate support portion is open in a buckling deformation direction of the buckling member.
And the intermediate supporting portion forms 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 can be simplified by using buckling, and can be implemented in two or more steps after the 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 view showing a second energy dissipating device and another embodiment applied to an embodiment of the present invention.
5 to 7 show cross-sectional views taken along the line B-B 'in 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. FIG. 5 shows that the second energy dissipating device receives strong axial force and dissipates rapid energy immediately after the vehicle collision, and FIG. 6 and FIG. 7 show that the displacement is generated or destroyed (not shown) .
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
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
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
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 engaged with the
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. 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
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. 5 to 7 show cross-sectional views taken along line BB 'of 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. FIG. 5 shows that the second energy dissipating device receives strong axial force and dissipates rapid energy immediately after the vehicle collision, and FIG. 6 and FIG. 7 show that the displacement is generated or destroyed (not shown) .
This will be described in more detail. The first energy dissipating device basically utilizes an elongated member capable of buckling. In the present embodiment, reference numeral 51 denotes a buckling
In the event of a vehicle collision, the buckling member strongly receives a compressive force before the buckling and rapidly dissipates a high level of energy (Fig. 5), but once buckling occurs (Figs. 6 and 7) 2 energy dissipation device. 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, 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. 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, 'THIV' and 'PHD' in the Road Safety Facilities and Management Guidelines of the Ministry of Land Transport and Traffic of Korea are 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); The maximum value of the average acceleration of 10 m / s of the vehicle calculated after the THIV is calculated, assuming that the occupant is in contact with the virtual surface of the vehicle interior space and receives the vehicle acceleration.
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.
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 second energy dissipating device using the above-described buckling 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 buckling member proposed by the present invention is 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, when the area under the graph of FIG. 9 is viewed, a first section in which the speed change greatly occurs in the stage before the time for measuring the THIV value is formed, The total area under the graph of FIG. 2 becomes smaller than that of FIG. 1.
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 and material characteristics. The 'buckling of steel' is divided into a pre-buckling step and a post-buckling step to distinguish the first section from the second section . That is, buckling of steel is used to dissipate a large amount of energy in a short time to form a section for obtaining a large deceleration, and thereafter, a sudden displacement is generated.
The second section, on the other hand, should have a relatively small deceleration. If possible, it is also desirable to make 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 by way of 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
23: intermediate support
30: Fixture
31: Fixed frame
32:
40: First energy dissipating device
41:
42: empty space
50: Second energy dissipating device
Claims (9)
Wherein the energy dissipating device includes a first energy dissipating device that dissipates energy without applying a force to the second sliding frame when the first sliding frame is pushed back by a vehicle collision, And a second energy dissipation device for dissipating energy,
The first energy dissipating device includes a buckling member, which is an elongated member. The buckling member pushes the first sliding frame backward while buckling due to a vehicle collision.
Wherein the buckling member is connected to the first sliding frame and the fixing table so that the first energy dissipating device does not transmit energy to the second sliding frame and the second energy dissipating device during a vehicle collision, Dissipation,
The buckling member is divided into a pre-buckling step and a post-buckling step so that a section in which a change in speed, which is a pre-buckling step, is generated and a section in which a change in a speed in a post- To
Vehicle collision energy attenuation device.
And an intermediate support portion for supporting an intermediate portion of the buckling member,
And the intermediate support portion is open in the buckling deformation direction of the buckling member
Vehicle collision energy attenuation device.
And the intermediate support portion forms a part of the second sliding frame
Vehicle collision energy attenuation device.
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
Vehicle collision energy attenuation device.
The first sliding frame is formed with a first rail,
Side wing is formed on the second sliding frame,
Wherein the side wing and the first rail are slidably engaged
Wherein when the vehicle collides with the first sliding frame, the first sliding frame slides on the second sliding frame and thus the second sliding frame does not apply force.
Vehicle collision energy attenuation device.
Wherein the second energy dissipating device allows the speed to be decelerated constantly
Vehicle collision energy attenuation device.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1020150117191A KR101974083B1 (en) | 2015-08-20 | 2015-08-20 | Impact attenuator with buckling |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1020150117191A KR101974083B1 (en) | 2015-08-20 | 2015-08-20 | Impact attenuator with buckling |
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| KR20170023291A KR20170023291A (en) | 2017-03-03 |
| KR101974083B1 true KR101974083B1 (en) | 2019-05-02 |
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| KR1020150117191A KR101974083B1 (en) | 2015-08-20 | 2015-08-20 | Impact attenuator with buckling |
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Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100944566B1 (en) * | 2008-12-12 | 2010-03-03 | 강진구 | Impact attenuator for installation along road |
| WO2014207650A1 (en) * | 2013-06-26 | 2014-12-31 | Sabic Innovative Plastics Ip B.V. | Headlamp mounting bracket energy absorber |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH10114920A (en) * | 1996-10-11 | 1998-05-06 | Yamaguchi Shokai:Kk | Guard fence |
| KR100765954B1 (en) | 2004-12-10 | 2007-10-10 | (주) 임팩트 블랙홀 | Restorable impact enery absorber for car Crush |
| KR100869344B1 (en) | 2008-05-27 | 2008-11-19 | 광주광역시 남구 | Shock absorption apparatus at road |
| KR20100001488U (en) * | 2008-07-31 | 2010-02-10 | 강승구 | A shock absorbing device |
| KR101372567B1 (en) | 2012-10-30 | 2014-03-25 | 공주대학교 산학협력단 | Absorbing impact energy apparatus with combining inertial and non-inertial system |
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Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100944566B1 (en) * | 2008-12-12 | 2010-03-03 | 강진구 | Impact attenuator for installation along road |
| WO2014207650A1 (en) * | 2013-06-26 | 2014-12-31 | Sabic Innovative Plastics Ip B.V. | Headlamp mounting bracket energy absorber |
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