KR20040086115A - A shock absorption structure of guardrail - Google Patents

Abstract

PURPOSE: A shock absorbing apparatus of a guardrail is provided to prevent traffic accidents by installing simply with simple structure without digging the foundation again, and by absorbing and buffering impact with deformation of the energy absorbing pipe or collapse of the support at a collision. CONSTITUTION: Plural supports(12) are arranged in the ground, and a guard fence(14) is mounted longitudinally between the supports. An ohm-shaped middle spacer or an opened pipe spacer is arranged between the guard fences, and locking units(17,18) are attached to the support and the guard fence. Impact energy is absorbed and distributed at a collision by irreversible deformation of the middle spacer. The shock absorbing apparatus is mounted to the support, the pole, the interchange, the tollgate and the partition of the parking lot to cover the surface of the equipment.

Description

A shock absorption structure of guardrail

The present invention is applied to a guardrail or a railing of a bridge installed on a roadside part or a center separator of a road to absorb and disperse a shock caused by a collision of a vehicle, thereby preventing a fall of a prop or a rail which constitutes a guardrail. It relates to an absorbent structure.

BACKGROUND ART Conventionally, guardrails are provided on the side of a road to prevent a vehicle from protruding from a roadway to a sidewalk due to a steering wheel mistake or a collision with another vehicle.

The conventional guard rail 1 is generally provided with a medium rigid material 6 having a high rigidity between the long fence 4 and the support post 2, and then narrowing the installation interval of the support post 2 again. (1) It aims to absorb the energy of the collision vehicle mainly by the deformation | transformation of the support | pillar 2 by raising rigidity as a whole.

On the other hand, the strut is formed of an elastic body capable of elastic restoration (for example, see Patent Document 1, Japanese Patent Application Laid-open No. Hei 6-280222, and claim 1). These tubes are placed inside the cover and are arranged so as to surround the props (for example, see Patent Document 2, Japanese Patent Application Laid-Open No. 7-150529, and Claim 1), which finally prevents impact energy. It is also proposed that the other side is easily constructed by relatively breaking (deforming) the other side (for example, refer to Patent Document 3, Japanese Patent Application Laid-Open No. 10-18257, FIGS. 1 to 8). It is.

However, the above-mentioned features common to the currently installed guard rails have the effect of slowing down the vehicle and slightly alleviating the impact in the event of striking, but have little function of absorbing the shock of the strut itself and the rigidity of the guard rail as a whole. It is trying to absorb the energy of the crash vehicle mainly by deformation and falling of the prop.

In this case, it is necessary to secure the area necessary for the fall of the support | pillar 1 as the whole oil-rail area beforehand. When this is not secured enough, it is dangerous for vehicles traveling in the opposite lane or pedestrians outside the guardrail.

In addition, when the collision vehicle is excessively energized, the possibility of the collision vehicle climbing or breaking through the guardrail due to the collapse of the prop is increased, thereby increasing the risk of secondary disasters. In addition, if the strut is greatly collapsed, the collision vehicle is largely deviated to the outside of the pedestrian lane, and it is difficult to safely guide the vehicle after the collision and return to the original driving lane.

Moreover, even if it tries to put a curved prop upright, it will be broken from the part. In this case, it is necessary to remove the damaged place and re-dig the foundation and install a new guard rail to install a new guard rail, which is cumbersome and uneconomical.

In addition, if the landlord is left in a damaged state, it may cause a traffic accident of another vehicle or a pedestrian and cause a second accident.

On the other hand, if the stiffness of the strut is increased to suppress the deformation small, the energy of the crash vehicle cannot be absorbed sufficiently, so that the impact force at the time of collision is increased, which causes problems in terms of securing the occupant's safety.

The elastic body on the next pillar has the effect of slowing down and slightly alleviating the impact of the impact of the pillar, but the self-resilience of restoring to its original shape by the elasticity of the elastic body when the collision stops is transmitted to the driver. There is a problem that can cause a catastrophic disaster.

The present invention has been intensively examined in view of the above circumstances, and its purpose is to absorb and disperse the impact caused by the collision of the vehicle, to prevent the collapse of the props, railings, etc. Therefore, it is to provide a shock absorbing structure of the guard rail in a simple structure that does not need to install a new guard rail.

Figure 1 (a) is a side view of the shock absorbing structure of the present invention, the guard fence is shown in cross section.

Figure 1 (b) is a cross-sectional view of the main portion of the shock absorbing structure of Figure 1 (a)

Fig. 2 is a sectional view of principal parts schematically showing a state after a collision.

3 is a cross-sectional view schematically showing another shock-absorbing structure of the present invention.

Fig. 4 is a sectional view of main parts schematically showing another shock absorbing structure of the present invention.

Fig. 5 is a sectional view of the main part schematically showing another intermediate gap constituting the impact-absorbing structure of the present invention.

6 is a graph showing the results of a static absorption experiment. The abscissa is the deformation length of the intermediate interval (mm), and the ordinate is the load (kg) loaded on the upper surface of the intermediate interval.

Figure 7 (a) is a side view guard fence schematically showing the structure of a conventional guard rail is shown as a cross section.

Figure 7 (b) is a cross-sectional view of the main portion of the shock absorbing structure of Figure 7 (a).

(Explanation of symbols for the main parts of the drawing)

1: conventional guard rail

2: prop

4: fence

6: intermediate spacing

10: guard rail (shock absorbing structure)

10 ': guardrail (shock absorbing structure)

12: prop

14: guard fence

16: intermediate interval

16a: energy absorption pipe

16b: arm member

17: first lock

17 ': Lock

17a: through hole

18: second locking device

18 ': through hole

19: through hole

20: guard rail (shock absorbing structure)

26: first intermediate interval in the form of a weakening

30: guard rail (shock absorbing structure)

36: second intermediate interval

36 ': second intermediate space member

As a means of the present invention to solve the above problem,

The invention of claim 1 is provided between a plurality of struts arranged in rows on the ground and a guard fence installed laterally long between electric struts with the back side facing the sides of these struts. Either one of the intermediate shape of the U-shape or the intermediate shape of the pipe with the upper and lower openings is arranged and attached to the support and the guard fence respectively as a locking device. It is an object of the present invention to provide a shock absorbing structure of a guard rail characterized by absorbing and dispersing impact energy due to a collision.

The invention of claim 2 is an intermediate gap in the form of an abbreviation or a pipe-shaped intermediate gap between the structure installed on the ground and the guard fence installed in the state facing toward the surface of these structures. Any of the spheres is arranged on the support and the guard fence as a locking device, respectively, and absorbs and disperses the energy due to the collision of the vehicle by the irreversible deformation of the electric intermediate intervals, Make a point.

According to a third aspect of the present invention, in the shock absorbing structure of the guard rail according to claim 1 or 2, the shock absorbing pipe or the shock absorbing resin is reattached to the electric intermediate gap.

According to the invention of claim 4, in the shock absorbing structure according to claim 2 or 3, the structure installed on the electric ground includes a pole, a signal pole, a branching part of a divided road, an anti-collision part, and a partition wall of a parking lot. Which one you chose makes the point.

According to the invention of claim 5, in the shock-absorbing structure according to any one of claims 1 to 4, the electric central gap is formed by stacking a plurality of intermediate gaps in the form of electric weakness.

According to the shock absorbing structure of the guardrail according to the present invention, the deformation of the entire guardrail and the irreversible deformation of the intermediate gap can be combined with each other to absorb and disperse the energy after the collision. In other words, it is possible to alleviate the impact of the striking collision by reducing the collision difference.

In addition, since the elastic body is not provided, the self-resilience of the elastic body is not transmitted to the driver. In other words, it is possible to prevent secondary disasters caused by the self-resilience transmitted to the driver.

(Example of the invention)

Hereinafter, embodiments of the present invention will be described in detail with reference to examples, but these are merely exemplary and exemplary, and the present invention is not limited to the following examples as long as the gist of the present invention is not exceeded. It shall be possible to carry out.

Fig. 1A is a side view of the shock absorbing structure 10 as the first embodiment of the present invention, and the guard fence is shown as a cross section. Figure 1 (b) is a cross-sectional view of the main portion of the shock absorbing structure 10 of Figure 1 (a).

In the figure, the shock absorbing structure 10 is arranged between the struts 12 arranged in a row on the roadside at regular intervals, and between the struts 12 with the back side facing the sides of these struts 12. The guard fence 14 which is attached to the side lengthwise and the intermediate space | interval 16 provided between the electric support 12 and the guard fence 14, The support | pillar 12, the intermediate space | interval 16, etc. As the first locking device 17 and the guard fence 14 and the intermediate gap 16 are fastened and fastened as the second locking device 18, respectively.

The strut 12 is a steel material that has been rust-prevented in the form of a hollow pipe, and concrete is placed on the roadside to form a foundation, which is fixed so that the lower portion is embedded in the foundation. In addition, a through hole 17a penetrating the first locking device 17 is formed in the upper part of the support 12.

Deck plate formed by bending the guard fence 14 at a predetermined interval

A steel plate subjected to rustproof coating formed in the form of a deck plate, and having a through hole 18a penetrating through the second locking device 18 for fastening and fastening to the intermediate spacing 16 described later. .

The intermediate gap is composed of an energy absorbing pipe 16a that has a closed cross section, such as an elliptical shape, and plastically deforms, and two arm members 16b that are welded and fixed at a position disposed toward the guard fence 14. The through holes 19 are drilled at the positions corresponding to the through holes 18a of the guard fence 14 in the two arm members. However, for example, the energy absorbing pipe 16a can be directly fastened and fastened as the locking device 17 'and 18' between the support 12 and the guard fence 14 (see FIG. 3). The shock absorbing structure [10 '] of the embodiment) can be appropriately changed in design.

In addition, the materials, dimensions, and the like of the props, guard fences, and intermediate spacings 16 are appropriately modified to obtain the most appropriate cushioning effect and vehicle induction in consideration of the type, speed, and weight of the impact vehicle. It should be possible.

According to the shock absorbing structure 10, when the vehicle collides with the guard rail, the energy absorbing pipe 16a is plastically deformed to absorb the energy of the crash vehicle to mitigate the impact (see Fig. 2). That is, since the collision energy can be absorbed by the deformation of the energy absorption pipe 16a, the prop is hard to bend.

In addition, since the impact energy is absorbed to some extent by the deformation of the energy absorption pipe 16a, the prop is hardly collapsed because the energy load is applied to the prop.

Therefore, as in the prior art, the installation work such as digging the bent back and digging the bent back and re-installing the new shore is unnecessary and economically advantageous.

In addition, when a vehicle with an unprecedented speed or weight collides, the collision energy may be absorbed by the deformation or collapse of the prop.

In addition, if the rigidity is increased to suppress the deformation of the energy absorbing pipe small, it may be because the energy of the crash vehicle cannot be absorbed sufficiently or the impact force at the time of collision may increase, which may cause problems in terms of securing the occupant's safety. .

Fig. 4 is a sectional view of the main parts of a guard rail (shock absorbing structure) 20 according to a second embodiment of the present invention.

In this figure, the shock absorbing structure 20 has the intermediate interval 26, except that the energy absorption pipe 16a and the two arm members 16b are integrally formed in a weak shape. The other configuration is substantially the same as the guardrail (shock absorbing structure) 10.

As shown in Fig. 5, the intermediate gaps 36 'and 36 "formed in a weak shape can be piled up in duplicate to form a single body, which is the guard rail of the third embodiment (shock absorbing structure). ).

In addition, the material, size, and the like of the intermediate spaces 20 and 30 of the second and third embodiments may obtain the most appropriate cushioning effect and vehicle induction in consideration of the type, speed, and weight of the crash vehicle. It is also possible to change the design appropriately so as to make it possible, and of course, it is also possible to use a combination of a plurality of the shock absorbing structures of the first, second and third embodiments.

In addition, a resin rod may be newly attached to the center of the electric energy absorption pipe or the U-shaped portion of the electric intermediate gap, and the resin sewing may be modified so as to deform only the U-shaped portion and the resin sewing. Both sides may be configured to deform (not shown).

In addition, each shock-absorbing structure of the present invention can be attached between a plurality of struts arranged in a row on the ground and a guard fence crossing the strut sideways, for example, a pole, a pole, a trunk. To cover the surface of structures (including concrete), such as cylindrical guards fixed to the junctions of roads and side roads, a kind of cylindrical guards fixed to the junctions, collision avoidances in front of toll stations on highways, and partition walls such as parking lots. It can attach, and the various effect mentioned above can be acquired by this.

(Example)

Bending the ends of the SS400 steel having a thickness of 4.5 mm and a width of 50 mm to form a weak beam shape, the first intermediate | middle gap opening (height 50 mm) 26 and the both ends of the SS400 steel having a thickness of 4.5 mm and a width of 50 mm were weakened. Both of the second intermediate spaces 36 (see FIG. 5), which are formed by overlapping the first intermediate spaces 26 inside the second intermediate spaces (height 100 mm mm) 36 'formed in the shape of a child. In relation to this, one was placed on the base plate and a load (kg) was loaded from above, and the relationship between the load and the deformation length (mm) of the intermediate gap was measured (static absorption experiment).

As shown in Fig. 6, for example, in the first intermediate space 26, the deformation length is 5 mm when a load of 330 kg is loaded, and the deformation length is 40 mm when a load of 710 kg is loaded. Can be. The first intermediate space 26 is deformed only up to 40 mm in deformation length.

For example, in the second intermediate space 36, the deformation length is 20 mm when a load of 500 kg is loaded, and the deformation length is 25 mm when a load of 865 kg is loaded. In other words, in the second intermediate space 36, the collision energy corresponding to the load of 1830 kg can be absorbed and distributed as one.

In addition, of course, the material, thickness, dimensions, and mounting effects of the intermediate gap can be changed in order to obtain the most appropriate cushioning effect in view of the type, speed, and weight of the crash vehicle.

According to the shock absorbing structure of the present invention, the structure is simple and can be easily disassembled and installed at the installation site. Since the impact energy can be absorbed and relaxed by deformation of the energy absorbing pipe, it is difficult to bend or collapse the prop. As in the prior art, it is economically advantageous that the installation work such as digging a part of the foundation again, digging out the bent posts, and re-installing and fixing a new post is unnecessary.

In addition, if a vehicle with an unprecedented speed or weight collides, the collision energy can be absorbed by the deformation or collapse of the prop, even without the shock absorbing function. In addition, safety for the occupants can be ensured.

In addition, the various shock absorbing structures of the present invention are structures represented by, for example, electric poles, poles, intersections of main roads and side roads, collision prevention areas in front of toll stations on highways, and partition walls such as parking lots. It can attach suitably so that the surface may be covered.) By this, the said various effect | action effect excellent in effectiveness can be acquired.

Claims (5)

Between a plurality of struts arranged in a row on the ground and a guard fence which is long and laterally intersected between the electrical struts with the back side facing the sides of these struts, Either one of the Ω-shaped intermediate gaps or the pipe-shaped intermediate gaps with upper and lower openings is arranged and attached to the support and guard fences respectively as a locking device, and irreversible deformation of the electric intermediate gaps. The shock absorbing structure of the guardrail, characterized in that for absorbing and dispersing the impact energy due to the collision of the vehicle by Any of the intermediate spaces in the form of pipes or the intermediate spaces in the form of pipes having an upper and lower openings between the structure installed on the ground and the guard fences attached with the back side directed toward the surface of these structures. The shock absorbing structure of the guard rail, which is disposed and attached to the support post and the guard fence, respectively, and absorbs and distributes the impact energy due to the collision of the vehicle by an irreversible deformation of the electric intermediate interval. The method according to claim 1 or 2, Shock absorbing structure of the guard rail, characterized in that the shock absorbing pipe or shock absorbing resin is mounted on the electrical intermediate interval. The method according to claim 3, The structure to be installed on the electric ground is any one of the guardrail, signal pole (pole), the branching part of the divided road, the collision prevention portion, parking barriers, etc. selected from any of the partition wall of the guardrail, The method according to claim 4, The electric intermediate gap is a shock absorbing structure of the guard rail, characterized in that a plurality of intermediate intervals of the electrical weakness type is stacked and configured