KR102640400B1 - Rip-type impact energy control and absorber for road crush cushion - Google Patents

Abstract

The present invention includes a plurality of guardrails that move according to the movement of the front post and the plurality of intermediate posts and overlap each other to absorb impact energy caused by the impact of the vehicle, between the front post and the intermediate post, between each intermediate post, and It is coupled between the middle post and the rear post and is provided with a plurality of tube shock absorbers that absorb the impact energy by being torn by the impact energy caused by the vehicle's impact. Due to this, the impact energy caused by the vehicle's impact can be absorbed primarily during the movement of the guardrail, and secondarily during the tearing of the tube shock absorbing portion. Therefore, the impact energy caused by the vehicle's impact can be sufficiently absorbed in stages.

Description

Rip-type impact energy control and absorber for road crush cushion}

The present invention relates to a tear-type impact energy control and absorption device for road shock absorption facilities.

Generally, road shock absorbers are installed at highway junctions or interchange junctions on automobile roads to prevent accidents caused by vehicle collisions. The shock absorber absorbs the impact energy of the vehicle before it deviates from the driving lane and collides with a structure installed on the road, stopping the vehicle or correcting the direction of the vehicle so that the vehicle can return to its original driving lane.

For example, in the shock absorbing device for a vehicle disclosed in Korean patent (10-1063322), when a vehicle collides with a protective cover, the shock is transmitted to the hanger frame and is pushed rearward, and at the same time, the bite of the restraining plate is a round bar. It cushions the impact by carving away the surface.

However, when the bite of the restraining plate cuts off the surface of the round bar and cushions the impact of the vehicle, the bite cannot withstand the impact and the end is bent or damaged, which causes a problem in that it cannot stably cushion the impact. Additionally, there is a problem of high manufacturing costs because the round bars must be made long.

Korean registered patent (10-1063322)

The purpose of the present invention is to provide a tear-type impact energy control and absorption device for road shock absorption facilities that can solve the above-mentioned problems.

The tearing type impact energy control and absorption device of the road shock absorption facility to achieve the above purpose is,

sliding rails fixed to the ground;

a front post that is slidably coupled to the sliding rail and is moved by an impact of the vehicle;

Rear post anchored to the ground;

a plurality of intermediate posts slidably coupled to the sliding rail, positioned between the front post and the rear post, and spaced apart from each other;

A plurality of guardrails that are coupled to each of the front post and the plurality of intermediate posts, move according to the movement of the front post and the plurality of intermediate posts, and overlap each other to absorb impact energy caused by the impact of the vehicle; and

A plurality of pieces are coupled between the front post and the middle post, between each of the middle posts, and between the middle post and the rear post, and are torn by the impact energy from the impact of the vehicle and absorb the impact energy. It is characterized by including a tube shock absorption part.

The present invention includes a plurality of guardrails that move according to the movement of the front post and the plurality of intermediate posts and overlap each other to absorb impact energy caused by the impact of the vehicle, between the front post and the intermediate post, between each intermediate post, and It is coupled between the middle post and the rear post and is provided with a plurality of tube shock absorbers that absorb the impact energy by being torn by the impact energy caused by the vehicle's impact. As a result, the impact energy caused by the vehicle's impact can be absorbed primarily during the movement of the guardrail, and secondarily during the tearing of the tube shock absorbing portion. Therefore, the impact energy caused by the vehicle's impact can be sufficiently absorbed in stages.

In the present invention, the tube shock absorber is individually coupled between each post and is torn as each post moves, thereby stably cushioning the impact energy, thereby lowering the manufacturing cost by eliminating the need to make the pipe of the tube shock absorber longer.

The present invention increases the spacing between the plurality of slits formed in the pipe of the pipe shock absorber from the front to the rear of the pipe, or increases the spacing between the plurality of slits formed in each pipe in the direction from the front post to the rear post. You can make it larger, or the thickness of the pipe can be increased in the direction from the front post to the back post. Because of this, the amount of shock energy absorbed by the vehicle's impact can be gradually increased. In this way, by gradually increasing the amount of shock energy absorption, the length of the shock absorber can be reduced.

Figure 1 is a perspective view showing a tear-type impact energy control and absorption device for road shock absorption facilities according to an embodiment of the present invention.
Figure 2 is a plan view showing a tear-type impact energy control and absorption device of a road impact absorption facility according to an embodiment of the present invention.
Figure 3 is a diagram showing the front post.
Figure 4 is a diagram showing a guardrail.
Figure 5 is a diagram showing a tube shock absorber connected between intermediate posts.
Figure 6 is a diagram showing the pipe of the pipe shock absorber.
Figure 7 is a diagram showing a first modified example of a pipe.
Figure 8 is a view showing the blade member of the tube shock absorbing part.
Figure 9 is a diagram showing the fastening member of the pipe shock absorbing part.

Hereinafter, a tear-type impact energy control and absorption device for road shock absorption facilities according to an embodiment of the present invention will be described in detail.

As shown in Figures 1 and 2, the tear-type shock control and absorption device for roads according to an embodiment of the present invention includes a sliding rail (10), a front post (20), a rear post (30), and a middle post ( 40), a guard rail (50), and a tube shock absorber (60).

[Sliding rail (10)]

The sliding rail 10 is fixed to the ground. A pair of sliding rails 10 is provided, and the pair of sliding rails 10 are arranged side by side and spaced apart from each other.

A plurality of fixing brackets 11 are spaced apart and attached to the sliding rail 10 for fixing it to the ground. The fixing bracket 11 has bolt holes H for fixing the sliding rail 10 to the ground using anchor bolts.

[Front Post (20)]

The front post 20 is coupled to the sliding rail 10 to enable sliding movement, and is moved by the impact of the vehicle.

The front post 20 is the part where the impact force of the vehicle is transmitted when the vehicle collides with it. A caution sign (not shown) can be attached to the front of the front post 20, and the caution sign can be made of a shock absorbing member.

As shown in Figure 3, the front post 20 is composed of a base (A1), a vertical bar (A2), a horizontal bar (A3), and a bent bar (A4).

A sliding block (A5) coupled to the sliding rail (10) to enable sliding movement is connected to the base (A1). A plurality of sliding blocks (A5) can be coupled, and in this embodiment, two sliding blocks (A5) are coupled to each sliding rail (10).

A pair of vertical bars (A2) are provided and are spaced apart from each other and connected to the upper surface of the base (A1). A pair of horizontal bars (A3) are provided, and are connected to a pair of vertical bars (A2) at a distance from each other.

A pair of bending bars (A4) are provided and are respectively connected to both ends of a pair of horizontal bars (A3). The bent bar A4 is bent into the same shape as the guardrail 50, which will be described later, and the guardrails 50 are overlapped. A bolt hole (H) through which a fastening bolt (B) through which the guard rail (50) is screwed is formed is formed in the bent bar (A4).

[Rear Post (30)]

The rear post 30 is fixed to the ground. The rear post 30 limits the movement of the front post 20 and the middle post 40 that are slid through the sliding rail 10.

The rear post 30 is formed in the same structure as the front post 20. That is, the rear post 30 is composed of a base (A1), a vertical bar (A2), a horizontal bar (A3), and a bent bar (A4). However, the base (A1) of the rear post (30) uses an anchor bolt instead of the sliding block (A5) and is provided with a bolt hole for fixing it to the ground. Additionally, the sliding rails 10 are each coupled to the vertical bar A2.

[Middle Post (40)]

The middle post 40 is slidably coupled to the sliding rail 10, is located between the front post 20 and the rear post 30, and is arranged in plural pieces spaced apart from each other. In this embodiment, two intermediate posts 40 are provided, but depending on road conditions, more intermediate posts 40 can be connected to make the length of the tear-type shock control and absorption device for road use longer.

The middle post 40 is also formed in the same structure as the front post 20. That is, the intermediate post 40 is composed of a base (A1), a vertical bar (A2), a horizontal bar (A3), and a bent bar (A4). However, two sliding blocks (A5) that are slidably coupled to each sliding rail (10) are connected to the base (A1) of the intermediate post (40).

[Guard rail (50)]

The plurality of guardrails 50 are coupled to each of the front post 20 and the plurality of intermediate posts 40 and move according to the movement of the front post 20 and the plurality of intermediate posts 40, respectively, and overlap each other to prevent the impact of the vehicle. Absorbs impact energy caused by

The plurality of guardrails 50 are arranged in such a way that the front guardrail 50 overlaps the rear guardrail 50 so that each guardrail 50 overlaps with each other.

As shown in FIG. 4, each guardrail 50 is formed in a W beam shape in which valleys and peaks are formed repeatedly.

At the front end of each guardrail (50) facing the front post (20), there is a bolt hole (H) through which the fastening bolt (B) screwed to the front post (20) or the intermediate post (40) penetrates. is formed in

Each guardrail 50 is formed with a guide hole 52 extending in the longitudinal direction of the guardrail 50, that is, in the direction from the front post 20 to the rear post 30, in the valley portion. The guide hole 52 is spaced apart from the bolt hole H formed at the front end of the guard rail 50 and extends parallel to the rear of the guard rail 50.

A fastening bolt (B) penetrates the rear area of the guide hole (52) to screw each guardrail (50) to the middle post (40) or rear post (30), and the fastening bolt (B) is screwed to the front post. When (20) or the intermediate post (40) moves, it moves along the guide hole (52).

[Tube shock absorber (60)]

A plurality of tube shock absorbers 60 are coupled between the front post 20 and the middle post 40, between each middle post 40, and between the middle post 40 and the rear post 30. , it is torn by the impact energy from the impact of the vehicle and absorbs the impact energy.

As shown in Figure 5, the pipe shock absorbing part 60 is composed of a pipe 61, a blade member 62, and a fastening member 63.

pipe(61)

The pipe 61 may have various shapes, such as a circular pipe or a square pipe. In this embodiment, the pipe 61 is hollow on the inside and has the shape of a long rectangular pillar.

In each of the two end regions of the pipe 61, a bolt hole (H) through which a fastening bolt (B) passes is formed to communicate with the upper and lower side walls. The bolt hole (H) formed in the end area of the pipe 61 connected to the blade member 62 is disposed at the edge area of the width of the upper and lower side walls, avoiding the location where the cutting blade 624 of the blade member 62, which will be described later, passes. And the bolt hole H formed in the end area of the pipe 61 connected to the fastening member 63 is disposed in the central area of the width of the upper and lower side walls.

First modified example of pipe 61

As shown in FIG. 7, a plurality of slits 611 are arranged in the pipe 61A to be spaced apart from each other in the longitudinal direction of the pipe 61. Slits 611 are formed on the top, bottom, left, and right side walls of the pipe 61. In addition, the slit 611 is disposed at a position where the cutting blade 624 of the blade member 62, which will be described later, passes during the movement of the front post 20 and the middle post 40.

The spacing between the plurality of slits 611 increases from the front to the back of the pipe 61. Alternatively, the length of the slit 611 may become shorter as it moves from the front to the back of the pipe 61. Therefore, the front slit 611 through which the blade member 62 enters is easier to cut than the rear slit 611, making it easier for the blade member 62 to enter, and the pipe (62) is cut backwards by the blade member 62. 61) becomes increasingly difficult to cut, allowing more of the impact energy from a vehicle collision to be absorbed in stages.

Second modification of pipe 61

The spacing between the plurality of slits 611 may be different for each pipe 61. That is, the distance between the plurality of slits 611 formed in each pipe 61 increases in the direction from the front post 20 to the rear post 30. Therefore, as the front post 20 and the middle post 40 move toward the rear post 30, it becomes increasingly difficult to cut the pipe 61 by the blade member 62, and the impact energy due to the collision of the vehicle gradually increases. can be absorbed.

Third modification of pipe 61

The thickness of the pipe 61 may be different for each pipe 61. That is, the thickness of each pipe 61 increases in the direction from the front post 20 to the rear post 30. Therefore, as the front post 20 and the middle post 40 move toward the rear post 30, it becomes increasingly difficult to cut the pipe 61 by the blade member 62, and the impact energy due to the collision of the vehicle gradually increases. can be absorbed.

Blade member (62)

The blade member 62 is coupled to the front post 20 and the plurality of intermediate posts 40, and is fastened to one end of the pipe 61 to cut the pipe 61 in the longitudinal direction of the pipe 61.

As shown in Figure 8, the blade member 62 is composed of a plate portion 621, a protrusion 622, a fastening bolt (B), and a cutting blade 624.

The plate portion 621 is coupled to the lower horizontal bar of the front post 20 or the plurality of intermediate posts 40.

The protrusion 622 is formed to protrude from the plate portion 621, and at least a portion is inserted into the pipe 61. The protrusion 622 is formed in a square block shape corresponding to the shape of the pipe 61. In the protrusion 622, a bolt hole (H) communicating with the bolt hole (H) formed at the front end of the pipe 61 is formed to penetrate the upper and lower side walls.

The fastening bolt B screws the protrusion 622 inserted into the pipe 61 and the pipe 61. The fastening bolt (B) penetrates the bolt hole (H) formed at the front end of the pipe 61 and the bolt hole (H) formed on the protrusion 622, and screws the protrusion 622 and the pipe 61. .

The cutting blade 624 protrudes from the outer wall of the protrusion 622 and cuts the pipe 61 during the movement of the front post 20 or the middle post 40 due to the impact of the vehicle. The cutting blades 624 are composed of four pieces, protrude from the top, bottom, left, and right side walls, and are disposed at the center of the width of each side wall.

Fastening member (63)

The fastening member 63 is coupled to the rear post 30 and the plurality of intermediate posts 40, and is fastened to the other end of the pipe 61.

As shown in Figure 9, the fastening member 63 is composed of a fastening plate part 631, a protruding flange part 632, and a fastening bolt (B).

The fastening plate portion 631 is coupled to the lower horizontal bar of the rear post 30 or the plurality of intermediate posts 40.

The protruding flange portion 632 is formed to protrude from the fastening plate portion 631 and forms an insertion groove into which the pipe 61 is inserted. In the protruding flange portion 632, bolt holes (not shown) that communicate with bolt holes (not shown) formed at the front end of the pipe 61 are formed on the upper and lower side walls.

The fastening bolt (B) screws the pipe 61 and the protruding flange portion 632 into which the pipe 61 is inserted. The fastening bolt (B) penetrates the bolt hole (H) formed at the rear end of the pipe 61 and the bolt hole formed in the protruding flange portion 632, and screws the protruding flange portion 632 and the pipe 61. do.

Hereinafter, the operation of the tear-type impact energy control and absorption device of the road shock absorption facility according to an embodiment of the present invention will be described. Basically refer to FIGS. 1 to 9.

When the vehicle hits the front post 20, the front post 20 slides backwards along the sliding rail 10 due to the impact of the vehicle.

The guard rail 50 coupled to the front post 20 is overlapped with the guard rail 50 coupled to the middle post 40 and moves to the rear together with the front post 20. At this time, the fastening bolt (B) coupled to the middle post 40 and the guard rail 50 moves along the guide hole 52 of the guard rail 50, and the guard rail coupled to the front post 20 ( 50) guides the movement. During the movement of the guardrail 50, the impact energy caused by the vehicle's impact is primarily absorbed.

Additionally, when the front post 20 moves to the rear, the tube shock absorber 60 coupled between the front post 20 and the middle post 40 is torn by the impact energy caused by the vehicle's impact. That is, when the front post 20 moves rearward, the cutting blade 624 of the blade member 62 coupled to the front post 20 cuts the top, bottom, left, and right side walls of the pipe 61 and moves rearward (FIG. 5 (see arrow shown in ). During the tearing process of the tube shock absorbing portion 60, the impact energy caused by the vehicle's impact is secondarily absorbed.

In the same way, the guardrail 50 coupled to the intermediate post 40 following the front post 20 moves rearward, and the tubular shock absorber coupled between the intermediate post 40 and the next intermediate post 40 As (60) is torn, the impact energy is absorbed. Therefore, the impact energy caused by the vehicle's impact can be sufficiently absorbed in stages.

Meanwhile, if the spacing between the plurality of slits 611 formed in the pipe 61 of the tube shock absorber 60 is increased from the front to the rear of the pipe 61, the cutting blade of the tube shock absorber 60 The front slit 611 where 624 enters is easier to cut than the rear slit 611, and as it goes toward the rear, it becomes more difficult to cut, allowing the absorption of impact energy to be increased step by step.

Additionally, by varying the spacing between the plurality of slits 611 for each pipe 61, the amount of impact energy absorbed during the movement process can be adjusted step by step. That is, if the spacing between the plurality of slits 611 formed in each pipe 61 is increased in the direction from the front post 20 to the rear post 30, it becomes difficult to cut as it moves backward, reducing the amount of impact energy absorbed. It can be increased step by step.

Additionally, by varying the thickness of the pipes 61 for each pipe 61, the amount of impact energy absorbed during the movement can be adjusted step by step. That is, if the thickness of each pipe 61 increases in the direction from the front post 20 to the rear post 30, it becomes difficult to cut as it moves backward, so the amount of impact energy absorbed can be gradually increased.

10: sliding rail 20: front post
30: rear post 40: middle post
50: Guardrail 52: Guide hole
60: pipe shock absorber 61: pipe
62: Blade member 63: Fastening member

Claims (5)

sliding rails fixed to the ground; a front post that is slidably coupled to the sliding rail and is moved by an impact of the vehicle; Rear post anchored to the ground; a plurality of intermediate posts slidably coupled to the sliding rail, positioned between the front post and the rear post, and spaced apart from each other; A plurality of guardrails that are coupled to each of the front post and the plurality of intermediate posts, move according to the movement of the front post and the plurality of intermediate posts, and overlap each other to absorb impact energy caused by the impact of the vehicle; and a plurality of units coupled between the front post and the intermediate post, between each of the intermediate posts, and between the intermediate post and the rear post, and absorbing the impact energy by being torn by the impact energy caused by the impact of the vehicle. It includes a tube shock absorber,
The tube shock absorber,
Pipe with a hollow interior; a blade member coupled to the front post and the plurality of intermediate posts and fastened to one end of the pipe to cut the pipe in the longitudinal direction of the pipe; And a fastening member coupled to the rear post and the plurality of intermediate posts and fastened to the other end of the pipe,
The blade member is,
A plate portion coupled to the lower horizontal bar of the front post or the lower horizontal bar of the plurality of intermediate posts; a protrusion formed to protrude from the plate portion and inserted into the pipe during movement of the front post and the middle post;
It protrudes from each of the upper, lower, left, and right side walls of the protrusion, and includes four cutting blades that cut the upper, lower, left, and right side walls of the pipe during the movement of the front post and the middle post,
During the movement of the front post and the intermediate post, the protrusion enters the inside of the pipe, and the external shape of the protrusion is such that it can guide the four cutting blades between the inner wall of the pipe and the four cutting blades. The internal shape of the pipe is the same, but only the size of the protrusion is made smaller than the inner size of the pipe so that the protrusion can enter the inside of the pipe, so that when the four cutting blades cut the upper, lower, left, and right side walls of the pipe, the cutting position is Make it consistent,
A plurality of slits are disposed on the upper, lower, left, and right side walls of the pipe to be spaced apart from each other, and the plurality of slits are disposed at positions where the cutting blade passes during the movement of the front post and the intermediate post, so that the four cutting blades are When making cuts on the top, bottom, left, and right side walls of the pipe, the cut positions are made so that they are not misaligned.
Adjusting the amount of impact energy absorption by adjusting the length of each of the plurality of slits or the spacing between the plurality of slits,
A plurality of pipes are placed between the front post and the rear post, and the thickness of each of the plurality of pipes is gradually increased in the direction from the front post to the rear post, thereby controlling the amount of impact energy absorption. A tear-type impact energy control and absorption device for road shock absorption facilities. delete delete delete delete

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