KR20080031063A - A guard rail of absorbing shock in the road - Google Patents

Abstract

A guardrail of a median strip for absorbing shock is provided to generate structural deformation between guard rails and to keep proper collision deformation by forming shock absorbing grooves at the center part and forming reinforcing devices around the center part. A guardrail of a median strip comprises two opposed guardrail plates(100), a steel pipe pole(200), and connectors(300). The steel pipe pole is installed between the two guardrail plates along the longitudinal direction. The connectors are fixed between the pole and the two guardrail plates. A steel socket(700) is inserted in the steel pipe pole. An external diameter of the steel socket is inserted in the internal diameter of the steel pipe pole. The length of the steel socket is at least 250mm based on the ground level. The connectors have even center parts(310), and reinforcing devices(370) around the center parts. The center parts are formed with shock absorbing grooves(350).

Description

A guard rail of absorbing shock in the road}

1 is a view showing the structure of the median guardrail according to an embodiment of the present invention, a is a plan view, b is a front view, c is a side view.

Fig. 2 is a perspective view showing the structure of a center guard guardrail excellent in shock absorption function according to an embodiment (type 2W) of the present invention.

Figure 3 is an exploded perspective view showing the structure of the central separator rail excellent in shock absorption function according to an embodiment of the present invention.

Fig. 4 is a diagram showing the detailed configuration of the post reinforcement socket in Fig. 3, (a) is a plan view, and (b) is a front sectional view.

Fig. 5 is a diagram showing an example of the structure of the connecting table in Fig. 3, (a) is a plan view, (b) is a front view, and (c) is a side view.

FIG. 6 is a side view showing an example of the coupling structure of the connecting rod, the steel pipe column and the guard rail in FIG.

Fig. 7 is a view showing the structure of a median guardrail according to another embodiment (3W type) of the present invention, where a is a plan view, b is a front view, and c is a side view.

8 is a perspective view showing the structure of the center guard guard rail excellent in shock absorption according to another embodiment of the present invention.

9 is an exploded perspective view of FIG. 8.

FIG. 10 is a view showing a structural example of the connecting table in FIG. 9, (a) is a plan view, (b) is a front view, and (c) is a side view.

FIG. 11 is a side view showing an example of the coupling structure of the connecting rod, the steel pipe column and the guard rail in FIG.

12 is a perspective view showing the structure of a conventional median guardrail.

* Description of the main reference numerals

100 ... Guardrail Plate

200 ... Steel Pipe Holdings

300 ... connecting rod

310 ... center of connecting rod

320 ... Edge of connecting rod

350 ... Shock Absorbing Groove

370. Reinforcement

700 ... steel pipe socket

1000 ... median guardrail

The present invention relates to a median guard rail excellent in shock absorption.

In general, the guardrail of the central separator is composed of two guard rail plates facing each other, and a support is provided between the two guard rail plates at predetermined intervals along the length direction, and a connecting rod is formed between the support and the two guard rail plates. Is interposed. In other words, the median guardrail consists of two guardrail plates, struts, and connecting strips.

The material of these members is steel.

The shock absorbing mechanism of the median guardrail configured as described above is as follows.

For the impact of the car collided with the guard rail, the guardrail plate is first unfolded to absorb some of the impact, and the remaining impact is transmitted to the props through the connecting rod. The amount of impact absorbed by the guardrail plate is not only comparable to that of the support but it is as important as the support because it is the absorbing member that absorbs the shock first. This is because how much the initial impact can be absorbed in a state where the impact resistance against the impact is not large can minimize the casualty damage. The strut is a member that supports the remaining impact amount. The props must be elastic and at the same time rigid. If the material has only rigidity with little elasticity, the impact load transmitted to the prop is transferred to the vehicle as it is, and rather, the life may be threatened by the secondary impact.

In addition, if the strut is almost rigid and has good elasticity, although the shock amount may be absorbed to some extent by the elasticity, there is a concern that the car may be thrown out of the opposite lane beyond the strut, thereby causing a second risk.

In fact, the proper harmonization technology of the landlord's elasticity and rigidity is the subject of research in this field.

There is a conventional technique in which concrete is filled in the hollow of the support to increase the rigidity of the support (see Fig. 12). The length of the filled concrete (c) is about 20cm above and below the ground surface. The strut is a steel with good elasticity, whereas the concrete (c) filled in the hollow part is a non-elastic material with no elasticity having the opposite properties to the steel.

In order to reduce the initial repulsive force against the impact, the strut must first be elastic, and after that, it must be rigid to prevent the car from going beyond the strut to the opposite lane.

However, if the concrete (c) in the hollow portion of the steel is filled with no rigidity from the beginning, only the stiffness is increased, so the impact load transmitted to the prop is transferred to the car as it is, rather life may be threatened by the secondary impact, or concrete ( c) The prop is brittle and is broken by impact loads, leading to fracture. As a result, the vehicle will bounce off to the opposite lane, causing a second risk problem.

Rather, the concrete (c) filled in the hollow portion does not take advantage of the inherent elasticity of the strut, resulting in the brittleness is promoted. As a result of observing the accident site, it can be proved that the location of fracture of the prop is almost filled with concrete (c).

On the other hand, there is also a problem in the connecting rod, which was originally only used to transfer the impact load to the landlord. It is because it cannot absorb the impact load.

If the connecting rod is formed to have a long incision groove in the connecting rod as a way to absorb the impact load, if the lower end is open without being blocked, it is possible to absorb a portion of the impact load by the incision groove. Hereinafter, the problem will be described on the assumption that the open cutting groove is formed in the connecting table.

The maximum absorbing power is obtained when the direction of impact load coincides with the longitudinal direction of the connecting rod. If the direction of impact load does not coincide with the longitudinal direction of the connecting rod, the direction of the connecting rod is deviated, so the impact load acts in the horizontal direction of the connecting rod as much as the eccentricity. Compared to vulnerable will be forced.

The car, however, does not always collide at right angles to the guardrail plate.

Experience has shown that almost all of them collide squarely against the guardrail plate. If you observe the phenomenon that the incision groove of the connecting rod contracts when it collides in a square, it is easy to see that the connecting rod is crumpled and twisted. This is because the most vulnerable part to impact load is the part with incision groove.

For this reason, the incision groove is twisted in the square direction, the direction of action of the impact load. If the shock load is absorbed while the incision is distorted, the inherent role as a connecting rod that delivers the impact load to the supporter is not able to perform properly, and the resistance against it must be impacted. There is a problem that can not function properly.

In order to solve the problems of the prior art props and connecting rods, the steel pipe supports the primary absorption to the impact load, the elastic absorption, the secondary absorption is to create such a support that the rigid member is responsible for There is another purpose for the connecting rod to maintain the longitudinal direction of the shock absorbing groove even when the vehicle collides in a square, and at the same time the connecting rod to maintain the longitudinal direction as it is to properly transmit the impact load to the prop.

In order to achieve the above object, the median guard rail excellent in shock absorption function according to the present invention, the pipe having elasticity to the steel pipe column 200 to form a strut 200 having elasticity and at the same time rigidity The upper steel socket 700 is inserted.

This is because the impact load is initially transmitted to the steel pipe column 200 to reduce the damage to life when the elasticity is applied before the rigidity. Steel socket 700 on the pipe is preferably in contact with the inner surface of the steel pipe column 200, but should be a gap that is easy to insert it. If the gap is too large, the steel pipe column 200 and the steel socket 700 on the pipe does not act integrally. The steel socket 700 on the pipe is a hollow steel pipe shape. In addition, the length of the pipe-like steel socket 700 is preferably at least 250 mm from the ground surface and at least 250 mm below.

When the length of the steel socket 700 on the pipe is smaller than the upper and lower 250 mm on the ground surface, the rigidity of the steel pipe column 200 is insufficient due to the impact load. Steel pipe column 200 is broken. At least 250mm above and below the ground surface should be inserted to ensure rigidity against impact loads.

The length of the steel socket 700 on the pipe is at least 250 mm from the ground surface, and at least 250 mm below it is an optimal position in which the rigidity and elasticity of the steel pipe column 200 are well balanced with impact loads. Can be.

The impact load transmitted to the steel pipe column 200 is primarily absorbed by elasticity, and is secondarily absorbed by the rigidity of the steel socket 700 on the pipe. The rigidity of the steel socket 700 on the pipe serves to hold the vehicle in the steel pipe column 200. If you go beyond the steel pipe column 200 because the risk is large.

The shock absorbing groove 350 of the present invention formed in the connecting table 300 is formed with a reinforcing table 370, the lower end of which is blocked as shown in FIG. In addition to absorbing the shock load due to the shock absorbing groove 350, even if the impact absorbing groove 350 is contracted without leaving the longitudinal direction of the connecting rod, the impact load is the steel pipe through the longitudinal direction of the connecting rod The prop 200 will be delivered. This is because the reinforcing table 370 suppresses the separation of the shock absorbing groove 350 and induces the impact load in the longitudinal direction.

In this regard, the configuration of the present invention will be described in detail with reference to the accompanying drawings.

Steel pipe column 200 disposed at predetermined intervals along its longitudinal direction between two guard rail plates 100 and 100 disposed opposite to each other and the two guard rail plates 100 and 100. And, in the central guard rail (1000) consisting of a connecting table 300 fixed between the support (200) and two guard rail plates (100, 100), the pipe-shaped inside the steel pipe column (200) The steel socket 700 is inserted, and the shock absorbing groove 350 is formed to be substantially perpendicular to the connecting table 300, but the reinforcing bar 370 is integrally formed with the connecting table 300 at the end of the shock absorbing groove 350. Configuration. As described above, the present invention is not only given to the respective characteristics in the configuration of the steel pipe column 200 and the connecting table 300, but also in the configuration in which the two are combined.

First, a configuration in which the pipe-shaped steel socket 700 is inserted into the steel pipe column 200 will be described.

The steel pipe column 200 is originally elastic and at the same time rigid. The steel pipe column 200 absorbs the impact load of the vehicle with elasticity and serves to support the rigidity.

If the impact load transmitted by the connecting rod 300 appears as a reaction of the steel pipe column 200 as the guard rail plate 100 is unfolded at the moment when the vehicle collides, the life of the person who is in the vehicle due to the impact load caused by the reaction It is dangerous enough to take away.

In order to prevent the impact load transmitted to the steel pipe column 200 from being returned to the reaction as it is, the steel pipe column 200 will have no choice but to give elasticity to the steel pipe column 200. Inserting the pipe-shaped steel socket 700 in the steel pipe column 200 is to give this elasticity. In addition, after the impact load is reduced, the pipe-shaped steel socket 700 is changed to rigid rather than elastic. The change in elasticity and rigidity according to the magnitude of the impact load is caused by the force and the shape of the pipe.

It is natural to say that the material is elastic. The hollow pipe shape is much more rigid than the filled one.

It is a configuration in which the steel socket 700 on the pipe is inserted into the steel pipe column 200 in such a material and shape characteristics are well harmonized.

In other words, the impact load transmitted to the steel pipe column 200 is first absorbed by the elasticity of the steel pipe column 200 first, and the remaining impact loads absorbed are the steel pipe column 200 and the pipe-shaped steel socket 700. This is the mechanism by which secondary resistance is caused by stiffness. It is for this reason that a car that has crashed into a guardrail cannot pass over to the opposite lane.

Thus, the present invention is to achieve the best balance of elasticity and rigidity by the two materials of the steel pipe column 200 and the pipe-shaped steel socket 700. It can be said that there is no danger to life by elastic action first, and then the secondary danger is prevented by preventing the car from falling on the opposite road by rigid action.

If the concrete (C) is filled in the steel pipe column 200 as in the prior art instead of the pipe-shaped steel socket 700, the elastic property of the support 200 is buried in the brittleness of the concrete (C) 200) is as concrete (C). The stiffness of the concrete (C) without any elasticity is not only broken under a moderate impact load, but also bounced off in the opposite direction of the road, there is a second risk problem.

Since the steel socket 700 on the pipe should be inserted into the steel pipe column 200, the outer diameter of the steel socket 700 on the pipe may be easily inserted into the inner diameter of the steel pipe column 200, and is almost in contact with the steel pipe column 200. If the gap is opened a lot, the synergistic effect of the steel pipe column 200 and the steel socket 700 on the pipe, that is, the action of elasticity and rigidity is inhibited.

The length of the steel socket 700 on the pipe is also important to achieve the proper balance of elasticity and rigidity of the steel pipe column 200. The length of the steel socket 700 on the pipe is preferably at least 250 mm and at least 250 mm below the ground surface.

Next, the configuration of the connecting rod 300 for transmitting the impact load to the steel pipe column 200 will be described.

In the connecting rod 300 of the present invention, the shock absorbing groove 350 is formed to absorb some of the impact load. The end of the shock absorbing groove 350 is closed by the reinforcement 370. It is not open. The reinforcing table 370 is formed integrally with the connecting table 300. The shock absorbing groove 350 is substantially perpendicular to the longitudinal direction of the connecting table 300. If the end of the shock absorbing groove 350 is in an open state, the impact load is crushed while the connecting table 300 is twisted due to the shock absorbing groove 350 in the process of being transmitted to the steel pipe column 200 by the connecting table 300. You lose. This is because the shock absorbing groove 350 having the open end is the most vulnerable to the longitudinal impact load of the connecting table 300. Crumpled randomly across the longitudinal direction.

This phenomenon is more severe when the collision direction of the vehicle is eccentric from the longitudinal direction of the connecting table 300.

The shock absorbing groove 350 in the present invention is integrated with the connecting table 300 while being closed by the reinforcing table 370. Even if the direction of the impact load is eccentric from the longitudinal direction of the connecting table 300, the shock absorbing groove 350 is not arbitrarily twisted or crushed by the reinforcing table 370. This is because the reinforcing table 370 resists eccentric impact loads and at the same time suppresses warpage and distortion of the shock absorbing groove 350.

Regardless of whether the shape of the guard rail plate 100 is a 2W type (see FIG. 2) or a 3W type (see FIG. 7), the impact load applied to the guard rail plate 100 is the steel pipe column 200 by the connecting rod 300. Passed to is the same. The only difference is that the 3W type is larger than the 2W type in terms of absorbing impact load.

According to the magnitude of the impact load, the shape of the guard rail plate 100 can be selected whether the 2W type or 3W type.

The center separator guardrail 1000 of the present invention has a structure in which the guard rail plate 100 is symmetrically installed around the steel pipe support 200 and the connecting rod 300 is positioned therebetween.

According to the present invention, the steel socket 700 of the pipe may be inserted into the steel pipe column 200 to optimize elasticity and rigidity. In addition, by forming the shock absorbing groove 350 and the reinforcing table 370 in the connecting table 300 can be configured to prevent the main configuration. Moreover, it can also be set as the main structure that these two combined.

Emphasizing only the efficient aspect of the impact, the combination is a combination.

The remaining configuration of the center separator guardrail 1000 will be described with reference to FIGS. 1 to 11.

As shown, the center separator guardrail 1000 according to the present invention, between the two guard rail plate 100 and the two guard rail plate 100 arranged to face each other along the longitudinal direction thereof The steel pipe column 200 is arranged at intervals of the, and is composed of a connecting rod 300 fixed between the support 200 and the two guardrail plate 100. The guard rail plate 100 and the connecting table 300 are fastened by fixing means such as bolts 800, and the steel pipe column 200 and the connecting table 300 are fastened by fixing means such as bolts. The cap 270 is installed at the upper end of the support 200.

Here, the support 200 is composed of a hollow pipe, the pipe-like steel socket 700 is inserted into the hollow is fixed. The hollow of the support 200 is usually formed in a circular shape, but the shape does not need to be particularly limited.

In addition, the length of the steel socket 700 on the pipe is preferably installed to extend at least 250mm upward, at least 250mm below the ground surface. However, it does not exceed both ends of the pillar 200.

Here, if the lengths of the upper and lower sides are about the same, the rigidity and elasticity of the struts against the impact load are well harmonized.

In this configuration, since the strength of the steel pipe column 200 is greatly strengthened to greatly reduce the tendency of the steel pipe column 200 to break or rupture during a vehicle crash, and also absorbs an impact while properly bending during a collision. In addition, the impact on the crash vehicle and the occupant is greatly alleviated.

In particular, when the steel socket 700 on the pipe is composed of a hollow pipe, it is possible to reduce the material cost and to prevent the vehicle from leaving while the bending deformation occurs properly during a collision.

Initially the impact load is transmitted to the steel pipe column 200, the elasticity than the stiffness should be applied first to reduce the human injury. To this end, when the support 200 is made of hot-dip galvanized steel, the steel socket 700 on the pipe may be made of steel.

Steel socket 700 on the pipe is preferably in contact with the inner surface of the steel pipe column 200, there should be a gap to the extent easy to insert it. If the gap is too large, the steel pipe column 200 and the steel socket 700 on the pipe are not integrally operated.

The impact load transmitted to the steel pipe column is primarily absorbed by elasticity and secondarily absorbed by the rigidity of the steel socket 700 on the pipe. The rigidity of the steel socket 700 serves to hold the car in the steel pipe support (200). If you go beyond the steel pipe column 200 because the risk is large.

In addition, as shown in Figures 2 and 8, the connecting table 300 is composed of a flat central portion 310, and the circumference of the central portion is composed of a reinforcing table 370, a part of the reinforcing table 370 to one side It is bent, the center portion 310 has a shock absorbing groove 350 is formed. As a result, structural deformation occurs between the guard rail plates 100 during a vehicle crash, thereby effectively reducing shock. Since a portion of the reinforcing table 370 is bent to one side to form a flange, it is possible not only to absorb the impact load, but also to prevent severe displacement of the connecting rod during a rectangular collision.

In addition, when the shock absorbing groove 350 is configured in such a way that the width gradually widens toward the reinforcing bar 370, the rigidity in the reinforcing bar 370 is appropriately reduced so that deformation is more easily performed. In the figure, the shock absorbing groove 350 is formed to extend from the central portion 310 to the reinforcement 370.

And when two or more shock absorbing grooves 350 are formed, it is preferable that they are formed symmetrically with respect to the center of the connecting table 300 when viewed from the side. In this configuration, deformation occurs more uniformly, and vehicle departures are effectively prevented.

"V" shaped notches are formed on both sides of the connecting table 300, and the bracket 340 for installation with the guardrail plate 100 is formed on the inner side of the notch. When the bracket 340 and the guard rail plate 100 are fastened with bolts, the same bolts may be installed at the same time to reflectors (not shown).

When the guardrail plate 100 is a 3W system, it is not necessary to form a separate bracket 340 for attachment, it is sufficient to use the reinforcing rod 370.

Hereinafter, an installation method of the median guard rail 1000 having the excellent shock absorption function will be described.

① First, drill the normal asphalt concrete pavement surface.

(2) Then, the pipe-like steel socket 700 is typed into the drilled hole.

(3) The inner diameter of the support (200) encloses the outer circumferential surface of the steel socket (700) on the pipe, and inserts the support (200) into the pipe-shaped steel socket (700) while being typed into the perforated hole. This can use a hammer work, an electric hammer, etc. by hand.

In this case, the steel socket 700 on the pipe is installed to extend at least 250 mm upward and at least 250 mm downward from the ground surface. To this end, the insertion of the steel socket 700 on the pipe may be made using a hammer and tablets.

④ Next, the connecting table 300 having a V notch is installed to the support 200 by fixing means such as bolts.

⑤ Fasten the guard rail plate 100 to the installed connecting rod 300 by fixing means such as bolts.

⑥ Fill the gap between the support (200) and the hole of the packaging surface with ascon.

According to the present invention having the above-described configuration, since the struts constituting the center guard guardrail are characterized in that they are hollow, and the strut reinforcement sockets are installed in the hollows, the props are broken when the vehicle collides. Not only can it be greatly reduced, but it also moderately flexes and absorbs the shock, which greatly reduces the impact on the crash vehicle and the occupant.

In addition, since the connecting rod constituting the median guard rail is composed of a flat central portion and a reinforcement around the central portion, and a shock absorbing groove is formed in the central portion, structural deformation occurs between the guard rail and the facing guard rail. More effective in mitigating impact.

In addition, specifying the location and length of the post reinforcing socket, the location of the shock absorbing groove formed in the connecting rod, and the shape of the shock absorbing groove can alleviate the impact and maintain proper collision deformation.

Claims (3)

A fixed connection between the two guard rail plates disposed to face each other, a steel pipe column disposed at predetermined intervals along the longitudinal direction between the two guard rail plates, and the support and the two guard rail plates In the central separator guardrail configured as described above, the steel pipe 700 having a pipe-like elasticity is inserted into the steel pipe column 200, but the outer diameter of the steel socket 700 on the pipe can be inserted into the steel pipe column 200. It is folded to a degree, the length of the steel socket 700 on the pipe is at least 250mm relative to the ground surface, and down to at least 250mm characterized in that the shock absorbing excellent excellent mediation guard rail.  A fixed connection between the two guard rail plates disposed to face each other, a steel pipe column disposed at predetermined intervals along the longitudinal direction between the two guard rail plates, and the support and the two guard rail plates In the central separator guardrail configured as described above, the connecting table 300 is composed of a flat central portion 310 and the reinforcing table 370 around the central portion, a part of the reinforcing table 370 is bent to one side, The central portion 310 has a shock absorbing groove 350 is formed, and the lower portion of the shock absorbing groove 350, the reinforcing table 370 is formed in one piece with the connecting table 300, the excellent shock absorption function, the center guard guard rail. A fixed connection between the two guard rail plates disposed to face each other, a steel pipe column disposed at predetermined intervals along the longitudinal direction between the two guard rail plates, and the support and the two guard rail plates In the center separator guardrail configured as described above, the steel pipe 700 having a resilient pipe inserted into the steel pipe column 200, the outer diameter of the steel socket 700 on the pipe can be inserted into the inner diameter of the steel pipe column (200). The length of the steel socket 700 on the pipe is at least 250 mm from the ground surface and at least 250 mm below, while the reinforcing rod 370 is formed integrally with the connecting rod 300 and impacts therein. Center guard rail with excellent shock absorption, characterized in that the absorption groove 350 is formed.

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