KR102298946B1 - Vehicle shock absorbing device with improved structure of front support retraction resistance - Google Patents

Abstract

The present invention relates to a vehicle shock absorbing device and, more specifically, to a vehicle shock absorbing device having a front supporter and a rear fixer mounted at both ends of a guide rail through an H-beam, respectively. A buffer rail is formed to be combined with both sides of the guide rail and a block housing part is formed at one end of the buffer rail, and thus, a separate tearing resistance block is formed to be combined, wherein as the tearing resistance block is retracted, an outer part of the buffer rail is torn inward and their mutual interference resistance absorbs and relieves a collision impact by a vehicle, and, accordingly, due to mutual tearing resistance between the buffer rail and the tearing resistance block combined with the front supporter receiving the largest collision energy when the vehicle collides, a continuous and successive buffering action can be efficiently performed along the guide rail, and also, various design modifications of the buffer rail can be variably applied such that the tearing resistance becomes gradually reduced or initial tearing resistance becomes maximized, and thus, both a low-speed lightweight vehicle and a high-speed heavyweight vehicle can all have effective shock absorption performance, which can lead to a wide buffering design range. Moreover, even without various buffering devices provided in existing vehicle shock absorbing devices, the vehicle shock absorbing device can solely perform a buffering action as well as perform an organic complex action together with an existing buffering device to more efficiently relieve a collision impact, thereby minimizing damage to the vehicle as well as passengers.

Description

Vehicle shock absorbing device with improved structure of front support retraction resistance

The present invention relates to a vehicle shock absorber that absorbs and mitigates collision energy of a vehicle before a vehicle deviating from a driving lane collides with a structure on the road to protect the vehicle and occupants, and more particularly, to the vehicle shock absorber. A vehicle shock absorbing device that enables the repeated reuse of the guide rail by preventing the deformation of the guide rail while smoothly performing the vehicle shock absorption action as before through structural improvement of the retraction resistance means of the mounted front support. it's about

The well-known vehicle shock absorber absorbs and mitigates the collision energy of the vehicle before the vehicle deviated from the driving lane collides with various structures on the road due to various causes such as heavy rain, heavy snow, and vehicle breakdown to safely stop the vehicle. In addition, as a road safety facility to protect occupants, it is installed and used at the end of the median of a two-way roadway, at an intersection of an exclusive road for automobiles, or at the entrance of tunnels and underpasses, piers, highway junctions, and national road intersections or junctions.

Such a vehicle shock absorbing device induces a structure in which a plurality of waste tires are stacked and connected in a triangular frame form to cushion the impact during a vehicle collision, as in Utility Model Registration No. 20-0271364, to be pushed back, and the driver's identification A vehicle collision shock absorber on an intersection approach road designed to facilitate the operation of the vehicle and to take the aesthetics into consideration has been devised and registered.

In addition, as in Utility Model Registration No. 20-0390564, a plurality of units having an inner space are sequentially foldable, and the front unit positioned at the front of the unit has a curved front surface and an insertion protrusion on the inside. an installed outer case; There is a fixing plate coupled to a rear unit located at the rearmost of the outer case, and a rubber tube having an air outlet sealed at a position corresponding to the insertion protrusion of the front unit is attached to the fixing plate, and the lower end of the rubber tube is outside. A vehicle crash shock absorber consisting of a plurality of support frames equipped with wheels on both sides is mounted, and a foldable connecting rod is installed between the support frames;

Also, in recent years, a shock absorbing device composed of a guide rail, a support plate and a plurality of shock absorbing members has been devised as in Korean Patent Publication No. 10-2017-0085800. It has a structure suitable for rapidly absorbing energy according to shear stress, frictional force, and physical buffering action. Conventional shock absorbers include a guide rail fixed to the road surface, and a guide rail fixed at regular intervals along the length direction of the guide rail. Support plates installed in plurality so as to be movable and having a connection and fastening structure slidable on the upper side of the guide rails, and various forms such as air tubes, foamed elastomers, buffer springs, and plastic deformation derivatives, in the partition space between the support plates. A shock absorbing member for sequentially absorbing and buffering the shock applied to the support plate by arranging a plurality of them, and a support plate connected to both sides of the support plate to provide a buffer action by sequentially exerting shear stress and frictional force according to the amount of applied impact It consists of a guide panel for guiding and guiding the operation of the motor, a front cover installed at the front end, a support plate installed behind the guide rail and sequentially pushed and moving, and a stopper to stop the shock absorbing member. will be.

When a vehicle deviating from the driving lane collides with the shock absorber having such a configuration, starting with the front support plate installed adjacent to the inside of the front cover, a plurality of neighboring support plates are sequentially pushed along the guide rail and moved, and the support plate The guide panels arranged on both sides are also moved sequentially while overlapping the outside of the guide panel at the back side. The shock energy is absorbed and buffered, and as the shock absorbing members are also pressurized and deformed according to the pressing force of the supporting plates that are pushed and moved in stages, the collision energy is absorbed and mitigated once again, so that the vehicle can be safely stopped with the protection of the occupants.

However, the conventional vehicle shock absorber has a problem in that it cannot perform an effective cushioning action when a collision energy greater than a value designed to have a buffering effect only for a certain collision energy due to a designed structure is applied.

That is, the existing vehicle shock absorber is based on the impact of the collision energy through some design changes according to the collision energy of the vehicle expected to collide based on the installation location and location of the device. As it varies according to the collision speed of the vehicle and the load of the vehicle, a typical vehicle shock absorber is designed based on the maximum speed limit of the driving lane (for example, 110 km/h). may not be able to perform.

That is, when a low-speed, lightweight vehicle collides, the shock absorbing member performs a buffering action by the front shock absorbing member of the shock absorber. Collision energy will be absorbed, but in the event of a collision with a vehicle with a speed exceeding the design (over speed of 120 km/h) and a high weight, the frictional force of the entire structure and the collision energy greater than the absorption force act, and the entire shock absorber may be damaged. As the shock absorber is destroyed, it is not possible to expect an efficient vehicle buffering effect, and it is extremely uneconomical because it is impossible to reuse or supplement the shock absorber and discard it as it is.

Accordingly, the applicant of the present invention, as in Patent Registration No. 10-2100439, in a vehicle shock absorber equipped with a front support and a rear fixture on both ends of a guide rail by "H-beam", respectively, both sides of the guide rail In the buffer rail formed along the longitudinal direction, the buffer rail is coupled and formed, and expansion blocks inserted into the buffer rail are coupled and formed on both lower sides of the front support, so that the front support is caused by the collision of the vehicle. A vehicle equipped with a backward resistance means of the front support to further maximize the cushioning effect in the event of a vehicle collision by continuously maintaining the backward resistance of the front support while strong interference occurs between the expansion block and the buffer rail at the moment of retraction. A shock absorber has been devised and registered.

However, in the vehicle shock absorbing device as described above, the expansion block retracts during the collision and shock absorption process of the vehicle and acts in the form of expanding the buffer rail in the up and down directions, and as the buffer rail expands up and down, Deformation of the guide rail occurs, and the expensive guide rail in the form of 'H-beam' has a problem in that it cannot be reused due to expansion deformation.

In particular, the interference resistance due to cut-and-fracture and expansion deformation of the buffer rail according to the retreat of the expansion block acts as a form of excessively supporting the impact applied to the vehicle, and the impact is greatly transmitted to the driver during the initial collision of the vehicle. As a result, excessive damage to the vehicle as well as injury to the driver due to the impact of the collision has the detrimental effect.

Republic of Korea Registered Utility Model 20-0271364 (Registered on March 28, 2002) Republic of Korea Registered Utility Model 20-0390564 (Registered on Jul. 13, 2005) Republic of Korea Patent Publication 10-2017-0085800 (published on July 25, 2017) Republic of Korea Patent 10-2100439 (Registered on April 13, 2020)

The present invention is an improvement of the above-mentioned problems, in a vehicle shock absorber in which a front support and a rear fixture are respectively mounted at both ends of a guide rail by an "H-beam", and buffer rails are provided on both sides of the guide rail. A block accommodating part is formed at one end of the buffer rail to form a block accommodating part, and a separately provided cut-off resistance block is coupled thereto. As it is configured to absorb and mitigate the impact shock caused by the vehicle by

Even if the tear resistance of the buffer rail occurs, it does not affect the guide rail, so the guide rail can be reused repeatedly, and it provides a continuous buffer action from the initial collision of the vehicle, thereby protecting the vehicle and human life. is excellent, and if necessary, it can be designed so that the tear resistance of the buffer rail is gradually reduced or it can be designed variably to increase the tear resistance, so that economic efficiency and efficiency are further improved. It is an object of the present invention to provide a vehicle shock absorber having.

In the present invention for achieving the above object, a front support to be moved along the guide rail is mounted on one end of the guide rail, and a rear fixture is formed to be coupled to the other end of the guide rail, and the front support and Guard panels are mounted on both sides of the rear fixture, a buffer rail is fixedly formed along the longitudinal direction of the guide rail on the side of the guide rail, and block fixing plates positioned on both sides of the guide rail are fixedly formed on the lower side of the front support. Thus, in the vehicle shock absorbing device formed by coupling each cutting resistance block to the inner surface of each of these block fixing plates,

The buffer rail; On the outer surface of one end, a cut line parallel to the top and bottom, an inclined bent part bent downwardly between these incision lines, and a block receiving part by a horizontal bent part at the end of the inclined bent part are formed, and in the block receiving part, A cut-off resistance block is inserted, and the cut-off resistance block is; A block body inserted into the buffer rail, a fastening protrusion protruding from the outer surface of the block body and protruding outwardly between the cut lines, and formed on the inner surface of the block body so that the horizontal bent part is inserted and mounted It is composed of a horizontal support groove, a guide inclined groove formed at one end of the horizontal support groove to be in close contact with the inclined bent part, and a fastening hole passing through the block body in the lateral direction.

According to the present invention, continuous and continuous buffering action is efficiently made along the guide rail by the mutual tear resistance force between the buffer rail and the tear resistance block coupled to the front support where the greatest collision energy acts when the vehicle is collided, and the buffer rail Through various design changes, it can be applied variably to gradually reduce the tear resistance or to maximize the initial tear resistance, so that effective shock absorption can be achieved for both low-speed light vehicles and high-speed heavy vehicles. It not only performs a single buffering action without the various shock absorbers provided in the existing vehicle shock absorbers, but also can more efficiently mitigate the impact of a collision due to an organic combined action with the existing shock absorbers. damage can be minimized.

1 is an overall perspective view of a vehicle shock absorber according to the present invention;
2 is a front overall view of a vehicle shock absorber according to the present invention;
3 is an enlarged view of the main part of the vehicle shock absorber according to the present invention;
4 is an exploded perspective view of the main part of the vehicle shock absorber according to the present invention;
5 is an enlarged perspective view of a buffer rail of a vehicle shock absorber according to the present invention;
6 is an enlarged perspective view of a cutting resistance block of the vehicle shock absorber according to the present invention;
7 is an initial installation state diagram of a vehicle shock absorber according to the present invention;
8 is a position coupling diagram of the buffer rail and the cutting resistance block according to FIG.
9 is an explanatory view of the operation of the vehicle shock absorber according to the present invention at the time of vehicle collision
10 is a position coupling diagram of the buffer rail and the cutting resistance block according to FIG.
11 is a view of another embodiment of a buffer rail of a vehicle shock absorber according to the present invention;
12 is another embodiment view of a buffer rail of a vehicle shock absorber according to the present invention;
13 is another embodiment of a vehicle shock absorber according to the present invention;
14 is another embodiment of a vehicle shock absorber according to the present invention;
15 is another embodiment of a vehicle shock absorber according to the present invention;

Additional objects, features and advantages of the present invention may be more clearly understood from the following detailed description and accompanying drawings.

Prior to the detailed description of the present invention, the present invention can make various changes and can have various embodiments, and the examples described below and shown in the drawings are not intended to limit the present invention to specific embodiments. No, it should be understood to include all modifications, equivalents, and substitutes included in the spirit and scope of the present invention.

In addition, when it is said that a certain element is "connected" or "connected" to another element, it may be directly connected or connected to the other element, but other elements may exist in between. It should be understood that there is On the other hand, when it is said that a certain element is "directly connected" or "directly connected" to another element, it should be understood that no other element is present in the middle.

Next, the terms used herein are used only to describe specific embodiments, and are not intended to limit the present invention. The singular expression includes the plural expression unless the context clearly dictates otherwise. In this specification, terms such as "comprises" or "have" are intended to designate that the features, numbers, steps, operations, components, parts, or combinations thereof described in the specification exist, but one or more other features It should be understood that this does not preclude the existence or addition of numbers, steps, operations, components, parts, or combinations thereof.

In addition, terms such as "...unit", "...unit", "...module", etc. described in the specification mean a unit that processes at least one function or operation, which includes hardware or software or hardware and It can be implemented by a combination of software.

In addition, in the description with reference to the accompanying drawings, the same components are given the same reference numerals regardless of the reference numerals, and the overlapping description thereof will be omitted. In describing the present invention, if it is determined that a detailed description of a related known technology may unnecessarily obscure the gist of the present invention, the detailed description thereof will be omitted.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is an overall perspective view of a vehicle shock absorber according to the present invention, FIG. 2 is an overall front view of the vehicle shock absorber according to the present invention, and FIG. 4 is an exploded perspective view of the main part of the vehicle shock absorber according to the present invention, FIG. 5 is an enlarged perspective view of a buffer rail of the vehicle shock absorber according to the present invention, and FIG. 6 is an enlarged perspective view of a cutting resistance block of the vehicle shock absorber according to the present invention .

As shown, the vehicle shock absorber according to the present invention includes a guide rail 100 anchored to the bottom surface of an installation position, a front support 110 coupled to one end of the guide rail 100, and the guide rail ( 100) is made of a rear fixture 120 that is fixedly installed on the other end, and on both sides of the front support 110 and the rear fixture 120, separately provided guard panels 130 and 130' are mounted. , the front support 110, which retreats along the guide rail 100 due to the vehicle collision, performs a buffering action due to the resistance generated in the mutual coupling portion between the guard panels 130 and 130', and if necessary Accordingly, a variety of additional buffering means may be combined and applied between the front support 110 and the rear fixture 120 .

The guide rail 100 in the conventional vehicle shock absorber has an "H-beam" structure in which horizontal flange portions are formed along the longitudinal direction on the upper and lower sides and a vertical web is formed between these flange portions. .

Accordingly, in the present invention, buffer rails 200 and 200 ′ separately provided along the longitudinal direction on both sides of the guide rail 100 of the “H-beam” form are fixed to the web with fastening bolts 400, and the Block fixing plates 111 and 111 ′ positioned on both sides of the guide rail 100 are fixedly formed below the front support 110 , and a cut resistance provided separately on the inner surface of the block fixing plates 111 and 111 ′. Blocks 300 and 300' are combined to form a retraction resistance means by an interference resistance between the buffer rails 200 and 200' and the cut-off resistance blocks 300 and 300'.

At this time, the buffer rails 200 and 200 ′ are formed by forming a tube having a rectangular cross section along the longitudinal direction of the guide rail 100 , and one end of the outer surface of the buffer rails 200 and 200 ′. In the longitudinal direction, cut lines 211 and 211' having predetermined widths up and down are formed, and between the cut lines 211 and 211', an inclined bent portion 212 bent inwardly inclined. And, a horizontal bent portion 213 bent in a horizontal bar direction from an end of the inclined bent portion 212 is formed.

Accordingly, at one end of the outer surface of the buffer rails 200 and 200', a block receiving part 210 for inserting the cutting resistance blocks 300 and 300' inside is formed, and the block receiving The part 210 is formed by the upper and lower incisions 211 and 211' and the inclined bent part 212 and the horizontal bent part 213 between the incisions 211 and 211'. In the case of improvements 211 and 211', the cut-off resistance block 300 is formed at the ends of the buffer rails 200 and 200' as the buffer rails 200 and 200' are gradually formed to be inclined in an expanded form. (300') may be configured to be more easily inserted.

Next, in the case of the cutting resistance blocks 300 and 300', the block body 301 is inserted into the buffer rails 200 and 200', and the block body 301 protrudes from the outer surface of the block body 301. A fastening protrusion 302 that protrudes outwardly to the outer surface of the buffer rails 200 and 200' through between the cut lines 211 and 211', and is formed on the inner surface of the block body 301 and is horizontally bent. A horizontal support groove 303 into which the part 213 is inserted and mounted, and an induction inclined groove 304 formed at one end of the horizontal support groove 303 to be in close contact with the inclined bent portion 212; It is composed of fastening holes 305 and 305' that pass through the block body 301 in the transverse direction.

Therefore, as shown in FIGS. 7 and 8, when the cutting resistance blocks 300 and 300' are inserted from the ends of the buffer rails 200 and 200', the fastening protrusion 302 is a cut line 211 It will have a shape protruding from the outer surface of the buffer rails 200 and 200' through the space between the 211' and the buffer rails 200 and 200 as the horizontal support grooves 303 of the block body 301. '), since the horizontal bending part 213 is inserted, the cutting resistance block 300, 300' is stably interlocked by the horizontal bending part 213, and the cutting resistance block 300, 300') Since the inclined bent portions 212 of the buffer rails 200 and 200' are in close contact with each other as the guide inclined groove 304 of the cut-off resistance block 300, 300', the buffer rail ( It is possible to stably maintain the state inserted and mounted in the block accommodating part 210 of 200 and 200'.

In this state, using the fastening holes 305 and 305' of the cutting resistance block 300, 300', the block fixing plates 111 and 111' of the front support 110 and the fastening bolt 400) As the bolts are securely fastened to each other by ) (300'), the buffer rails 200 and 200' in the process of moving the front support 110 by such a mutual interference action because it acts as an interference with the cutting resistance block 300, 300'. A buffer action is produced due to the receding resistance of the

Therefore, when the front support 110 is retracted along the guide rail 100 due to a vehicle collision as shown in FIGS. 9 and 10 , the block fixing plates 111 and 111' of the front support 110 are coupled to it. The cut-off resistance blocks 300 and 300' are to retreat together along the guide rail 100 from the block receiving part 210 of the buffer rails 200 and 200', and the cut-off resistance block 300 ( 300') provides continuous resistance while the incision lines 211 and 211' are continuously cut in an extended form while pressing the inclined bent portion 212 of the buffer rails 200 and 200'.

Accordingly, the cut-off resistance blocks 300 and 300' and the buffer rails 200 and 200' generate a significant interference resistance due to the cut-off reaction force in the buffer rails 200 and 200'. Since the front support 110 acts as a reaction force that suppresses the force to retreat, it eventually acts as a retraction resistance force for the front support 110, and the buffer action by the front support 110 is further improved. .

In particular, the inclined bending portion 212 and the horizontal bending portion 213 formed in advance in the block receiving portion 210 are induced slopes formed in the block body 301 of the cutting resistance blocks 300 and 300'. In the initial state inserted into the groove 304 and the horizontal support groove 303, as the cutting resistance blocks 300 and 300 ′ are retracted, the cut line 211 corresponding to the inner width of the induction inclined groove 304 . Since the 211' will continue to be generated, the buffer rails 200 and 200' do not expand in the up and down directions, but simply generate a cutting resistance, so that the guide rail 100 is damaged or will not be deformed.

Therefore, even when a vehicle collides, the guide rail 100 is not damaged or deformed, and only the buffer rails 200 and 200' are cut and deformed, so the cutting resistance blocks 300 and 300' including the guide rail 100. It can be said that it is very economical because it can be reused repeatedly.

Next, as another embodiment of the present invention, as shown in FIG. 11 , on the outer surface of the buffer rails 200 and 200 ′ described above, the block receiving part 201 is located from one end to the other end. The cutting force loss holes 201 and 201' of It is configured so that the cutting resistance of 211 and 211' is lost.

That is, the cutting force loss holes 201 and 201' are the upper and lower intervals of the upper and lower incision lines 211 and 211' and the upper and lower incision lines 211 and 211' on the same line in the longitudinal direction. It is the same size as or is formed to be larger than the upper and lower intervals of the incision lines 211 and 211'. In the section where (201) and (201') are located, no tear resistance is generated, and the cutting resistance blocks 300 and 300' quickly pass the corresponding position.

Therefore, as described above, the tearing force loss holes 201 and 201' gradually spaced from one end to the other end of the buffer rails 200 and 200' have the strongest tear resistance during the initial vehicle collision. After the buffering action begins, the tearing resistance is gradually reduced so that the resistance is gradually reduced after the most powerful initial impact buffering action, while the stopping distance of the vehicle is increased so that the driver and vehicle As the reaction force transmitted to the motor is dispersed, injury to the driver or damage to the vehicle can be minimized.

In addition, as another embodiment of the present invention, as shown in FIG. 12 , a bolt guide groove of an open shape is provided in the horizontal bent part 213 in the block receiving part 210 of the buffer rails 200 and 200 ′. By forming the 214, the fastening bolt 400 for fastening the cutting resistance blocks 300 and 300 ′ to the block fixing plates 111 and 111 ′ of the front support 110 is the cutting resistance block 300 . After being fastened through (300'), it is configured to protrude to the inside of the cut-off resistance block (300) (300') and to be inserted into the bolt guide groove (2140).

Accordingly, the fastening bolt 400 protruding inside the bolt-guided cut-out groove 214 when the cut-off resistance block 300, 300' is moved backwards due to a vehicle collision is the interference between the bolt guide cut-out grooves 214. The buffer rails 200 and 200' in a cut-out state due to resistance are bent in a crumpled shape to increase the buffering action, or the fastening bolt 400 moves quickly and strongly through the bolt-guided cut-out groove 214. It is to provide a buffering action in the form of the horizontal bent portion 213 of the buffer rail 200, 200' is cut along the bolt guide cut-out groove (214).

As such, in the vehicle shock absorbing device of the present invention, the front support 110 that the vehicle directly collides with performs a buffering action according to the amount of collision energy caused by the vehicle and retracts, and at the same time, the retraction resistance to the front support 110 is continuously and effectively By configuring so that it is generated, it is possible to minimize the damage of the vehicle as well as the impact transmitted to the occupants.

Accordingly, the vehicle shock absorber of the present invention is provided with a single front support 110 and a rear support 120 with respect to a single guide rail 100, and on both sides of these front support 110 and rear support 120 In a state in which the guard panels 130 and 130 ′ are coupled, a pair of buffer rails 200 and 200 ′ are fixed on both sides of the guide rail 100 and the buffer at the lower side of the front support 110 . A pair of cutting resistance blocks 300 and 300 ′ facing the rails 200 and 200 ′ may be manufactured as a small cushioning structure.

In addition, as shown in FIG. 13, a pair of guide rails 100 and 100' arranged side by side are provided, and a single front support 110 and a rear side located on the guide rails 100 and 100'. In a state in which the fixture 120 and the guard panels 130 and 130' are provided, two pairs of buffer rails 200 and 200', one pair on each side of the pair of guide rails 100 and 100' After fixing and forming the two pairs of buffer rails 200, 200', the two pairs of resistance blocks 300 and 300' are fixed to the lower side of the front support 110 to face the two pairs of buffer rails 200, 200', respectively, to form a medium buffer. It may be configured so that a shock absorber having a structure can be made.

Accordingly, when a retraction force due to a vehicle collision is applied to the front support 110 , the buffer rails 200 and 200 ′ of 4 objects mounted on the pair of guide rails 100 and 100 ′ and the Due to the simultaneous resistance generated between the cutting resistance blocks 300 and 300 ′, a relatively stronger retraction resistance is generated in the front support 110 .

In addition, with respect to the pair of guide rails 100 and 100 ′ as described above, only the buffer rails 200 and 200 ′ on the outside of each guide rail 100 and 100 ′ as shown in FIG. 14 (a). fixed and mounted on the lower side of the front support 110 so as to face the buffer rails 200 and 200 ' located outside these, a pair of cutting resistance blocks 300 and 300', a more stable installation structure A shock absorbing device of a medium-sized buffer structure having As a pair of cutting resistance blocks 300 and 300 ′ are fixedly formed to face the buffer rails 200 and 200 ′ on the lower side of the front support 110 , the shock absorbing device of a medium-sized buffer structure is also formed. can be made, and when the buffer rails 200 and 200 ′ and the cut resistance blocks 300 and 300 ′ are mounted only on the inside of the guide rails 100 and 100 ′ as described above, retreat by these Since the resistance means is not exposed to the outside at all, it is possible to manufacture and install a shock absorber that produces a more concise exterior.

Then, as another embodiment of the present invention, as shown in FIG. 15 , a single front support 110 and a single rear support 120 are mounted in a state provided with a single or a pair of guide rails 100 , A plurality of partition supports 140 and 140 ′ moving backward along the guide rail 100 are coupled and installed between the front support 110 and the rear fixture 120 .

In addition, in the case of the guard panels 130 and 130' coupled to both sides, the guide rail 100 is divided into a plurality along the longitudinal direction, respectively, the front support 110 and the partition support 140, 140' and Both ends are fixed to the side of the rear fixture 120, but each of the guard panels 130 and 130' is configured so that the mutual ends are coupled and fixed in a state overlapped with the partition support 140, 140', The buffer rails 200 and 200' described above are fixedly formed with respect to the guide rail 100, and the cutting resistance block 300 facing the buffer rails 200 and 200' under the front support 110. By coupling the 300' to each other, a shock absorbing device with a large buffer structure can be completed.

The shock absorber of such a large buffer structure is manufactured in a larger and longer form along the traveling direction of the vehicle by using a plurality of partition supports 140 and 140 ′ and the divided and overlapping guard panels 130 and 130 ′. In the event of a vehicle collision, the overlapping action of the overlapping guard panels 130 and 130' to the interference resistance state and the existing various resistance means (buffer tube body and buffer cushion, buffer pad, etc.) disposed between the support and the fixture ), of course, the retraction resistance by the buffer rails 200, 200' and the cut-off resistance blocks 300 and 300' in the present invention can be added, so that a stable shock absorption action is provided even in large and heavy impacts such as dump trucks. It can be built to perform.

Therefore, the front support retraction resistance means of the present invention uses the "H-beam" type guide rail and the front support that are basically configured in the shock absorber of the vehicle, and is mounted on the buffer rail and the front support mounted on these guide rails. The cutting resistance block 300, 300 ' can be variously applied or changed in design, as well as additionally applied to the existing shock absorber, as well as the buffer rail and the cutting resistance block 300, 300'. It is also possible to complexly apply various existing buffering means to the buffering means.

In addition, through various design changes and numerical changes, it is possible to variably manufacture from the minimum cushioning action for small car models to the maximum cushioning action for large and heavy objects, as well as the process of retracting the front support to the rear fixture. It is very useful in that it can minimize damage and injury to the vehicle as well as to passengers through more stable and effective buffering action by allowing continuous buffering action in the vehicle.

The configuration shown in the embodiments and drawings described in the present specification as described above is merely the most preferred embodiment of the present invention and does not represent all of the technical spirit of the present invention, so various equivalents and modifications that can be substituted for them It should be understood that there may be examples.

100,100' : guide rail
110: front support 111,111': block fixing plate
120: rear fixture
130,130' : Guard panel
140,140' : partition support
200,200' : Buffer rail 201,201' : Loss of cutting force
210: block receiving part 211,211': cut line
212: inclined bent part 213: horizontal bent part
214: bolt guide groove
300,300': tear resistance block 301: block body
302: fastening protrusion 303: horizontal support groove
304: guide inclined groove 305,305': fastening hole
400: fastening bolt

Claims (8)

A front support 110 to be moved along the guide rail 100 is mounted on one end of the guide rail 100, and a rear fixture 120 is coupled to the other end of the guide rail 100, and the front Guard panels 130 and 130 ′ are mounted on both sides of the support 110 and the rear fixture 120 , and on the side of the guide rail 100 along the longitudinal direction of the guide rail 100 , the buffer rail 200 . (200') is fixedly formed, and the block fixing plates 111 and 111' located on both sides of the guide rail 100 are fixedly formed on the lower side of the front support 110, and each of these block fixing plates 111 is fixed. (111 ') In the vehicle shock absorbing device formed by coupling each cutting resistance block 300, 300 ' on the inner surface,
The buffer rails 200, 200'; Incision lines 211 and 211' parallel to the top and bottom on the outer surface of one end, an inclined bent part 212 bent downwardly between the incision lines 211 and 211', and the inclined bent part 212 The block accommodating part 210 is formed by the horizontal bent part 213 of the end, and the aforementioned cutting resistance blocks 300 and 300' are inserted in the block accommodating part 210,
The cut-off resistance block 300, 300'; The block body 301 inserted into the buffer rails 200 and 200 ′, and the block body 301 protrude from the outer surface of the block body 301 and protrude outward between the cut lines 211 and 211 ′. A protrusion 302, a horizontal support groove 303 formed on the inner surface of the block body 301 into which the horizontal bent part 213 is inserted and mounted, and formed at one end of the horizontal support groove 303 Improved, characterized in that it is composed of a guide inclined groove 304 that is made to be in close contact with the inclined bent portion 212, and fastening holes 305 and 305' penetrating the block body 301 in the transverse direction. A vehicle shock absorber having a front support retraction resistance means of a structure.
The method of claim 1,
On the outer surface of the buffer rails 200, 200', a rectangular cutting force loss hole 201, 201' having a gradually dense spacing from one end where the block receiving part 201 is located to the other end is formed,
The cutting force loss holes 201 and 201' are the same size as the upper and lower intervals of the incision lines 211 and 211' on the same line as the upper and lower incision lines 211 and 211', or 211 and 211', a vehicle shock absorber having an improved front support retraction resistance means, characterized in that it is formed to be larger than the upper and lower gaps.
The method of claim 1,
A bolt guide groove 214 of an open shape is formed in the horizontal bent part 213 in the block receiving part 210 of the buffer rails 200 and 200',
The fastening bolts 400 for fastening the cutting resistance blocks 300 and 300 ′ to the block fixing plates 111 and 111 ′ of the front support 110 protrude inward of the cutting resistance blocks 300 and 300 ′. Buffer action due to interference resistance between the fastening bolt 400 and the bolt-guided cut-out groove 214 when the cutting resistance block 300, 300' moves backward due to a vehicle collision as it is inserted into the bolt guide groove 2140. A vehicle shock absorber having an improved front support retraction resistance means, characterized in that it is configured to increase this.
The method of claim 1,
The guide rail 100 is composed of a single entity, and a single front support 110 and a rear fixture 120 for a single guide rail 100, and a single guard panel 130, 130' located on both sides, respectively. A pair of buffer rails 200 and 200 ′ coupled to both sides of the guide rail 100 and the buffer rail 200 and 200 ′ mounted on the lower portion of the front support 110 ) Vehicle shock absorption with an improved structure of the front support retracting resistance means, characterized in that it is composed of a small buffer structure by a pair of cutting resistance blocks 300 and 300 ′ on both sides to be inserted into the block receiving part 210 of the Device.
The method of claim 1,
The guide rail 100 is composed of a pair of spaced apart from each other, and a single front support 110 and a rear fixture 120 for a pair of guide rails 100 and 100 ′, and guards located on both sides, respectively. A pair of buffer rails 200 and 200', each of which is composed of panels 130 and 130', coupled only to the outside of the pair of guide rails 100 and 100', and the front support 110 It is mounted on the lower part of the buffer rail 200, 200', characterized in that it is composed of a medium-sized buffer structure by a pair of cut-out resistance blocks 300 and 300' outside to be inserted into the block receiving part 210 of the buffer rail 200, 200'. A vehicle shock absorber having an improved structure for preventing retraction of the front support.
The method of claim 1,
The guide rail 100 is composed of a pair of spaced apart from each other, and a single front support 110 and a rear fixture 120 for a pair of guide rails 100 and 100 ′, and guards located on both sides, respectively. A pair of buffer rails 200 and 200 ′, each of which is composed of panels 130 and 130 ′, coupled only inside the pair of guide rails 100 and 100 ′, and the front support 110 , respectively. It is mounted on the lower portion of the buffer rail 200, 200 ', characterized in that it is composed of a medium-sized buffer structure by a pair of inner cutting resistance blocks 300 and 300' to be inserted into the block receiving part 210 of the A vehicle shock absorber having an improved structure for preventing retraction of the front support.
The method of claim 1,
The guide rail 100 is composed of a pair of spaced apart from each other, and a single front support 110 and a rear fixture 120 for a pair of guide rails 100 and 100 ′, and guards located on both sides, respectively. Two pairs of buffer rails 200 and 200 ′, each of which is composed of panels 130 and 130 ′, coupled to both sides of the pair of guide rails 100 and 100 ′, and the front support 110 , respectively. It is mounted on the lower part of the buffer rail 200, 200 ' and is inserted into the block receiving portion 210 of the inner and outer two pairs of cut-off resistance blocks 300 and 300' to be inserted into a medium-sized buffer structure. A vehicle shock absorber having an improved structure for preventing retraction of the front support.
The method of claim 1,
A plurality of partition supports 140 and 140 ′ moving along the guide rail 100 are further provided between the front support 110 and the rear fixture 120 , and the guard panels 130 and 130 ′ are guides. The rail 100 is divided along the longitudinal direction and is coupled to the side of the front support 110, the partition support 140, 140' and the rear fixture 120 in an overlapping state, respectively, and the guide rail 100 Buffer rails 200 and 200 ' coupled to, and a cut-off resistance block mounted under the front support 110 to be inserted into the block receiving part 210 of the buffer rails 200 and 200' ( 300) A vehicle shock absorber having a front support retraction resistance means of an improved structure, characterized in that it is composed of a large buffer structure by 300'.

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