KR20200088070A - Shock absorber in case of vehicle collision - Google Patents

Abstract

The present invention relates to a vehicle shock absorber capable of protecting vehicles and occupants by absorbing and mitigating the collision energy of the vehicles departing from a lane before the vehicles collide with structures or the like on the road. More specifically, partition supports are stood and installed at regular intervals by using a pair of H-beam rails installed on the road. Slip fixing plates of the partition supports are brought into contact with and fixed to upper flanges of the H-beam rails by side assembly plates and center pressure plates. The side assembly plates are fixed to the exterior of the pair of H-beam rails while not being in contact with the H-beam rails. The center pressure plates are elastically fixed to the upper flanges of the H-beam rails by adjustment springs while being pressed against the upper flanges in close contact therewith. Slip resistance to the partition supports is adjusted so that efficient shock absorption is additionally made according to places where the vehicle shock absorber is installed or maximum speed ranges and, therefore, the design range of collision energy that can be buffered can be greatly increased. As the collision energy buffering range increases, shocks can be effectively absorbed in both low-speed lightweight vehicles and high-speed heavy vehicles, and thus it is more efficient to protect vehicles as well as occupants. In addition, such efficient shock absorption can prevent the vehicle shock absorber from being damaged entirely, and thus the vehicle shock absorber can be reused by supplementing or partially repairing damaged parts even after a vehicle collision.

Description

Vehicle shock absorber with variable resistance means for collision slip of partition support {Shock absorber in case of vehicle collision}

The present invention relates to a vehicle shock absorber that absorbs and mitigates the collision energy of a vehicle and protects a vehicle and an occupant before a vehicle off the driving lane collides with a structure on a road, and more specifically, on an H-beam rail. In the process that the partition supports installed to be spaced apart from each other are sequentially pushed back due to the collision of the vehicle, the slip resistance between the H-beam rail and the partition supports is generated, so that the shock absorbing effect on the collision energy of the vehicle is further improved. It relates to an absorber.

The well-known vehicle shock absorber absorbs and mitigates the collision energy of the vehicle before the vehicle out of the driving lane collides with various structures on the road due to various causes such as heavy rain, heavy snow, and vehicle breakdown. In addition, as a road safety facility to protect occupants, it is installed at the ends of the median of a two-way driveway, the junction of a car-only road or the entrance of a tunnel or underground driveway, pier, highway junction, national highway intersection or junction.

Such a vehicle shock absorber, such as registration utility model No. 20-0271364, induces a structure in which a plurality of waste tires are stacked and connected in a triangular frame to cushion the shock in the event of a vehicle collision, and induces the driver's identification. At the same time, the vehicle collision damper on the intersection road was designed and taken into consideration while facilitating the appearance and appearance.

In addition, as shown in Utility Model No. 20-0390564, a plurality of units having an internal space are sequentially and foldably combined, but the front unit located at the front of the units has a curved surface at the front and an insertion protrusion at the inside. An installed outer case; Among the outer cases, there is a fixed plate coupled to the rear unit located at the rearmost, and the fixed plate is attached with a rubber tube having an air outlet sealed at a position corresponding to the insertion protrusion of the front unit, and the bottom of the rubber tube is outside. A vehicle collision shock absorber, which consists of a plurality of support frames equipped with wheels on both sides and an internal shock absorbing part provided with a foldable connecting rod between the support frames, has been created and registered.

In addition, there is a shock absorbing device composed of a guide rail, a support plate, and a plurality of shock absorbing members as disclosed in Patent Publication No. 10-2017-0085800. In the case of the shock absorbing device as described above, impact due to collision A structure suitable for rapidly absorbing energy according to shear stress, frictional force, and physical cushioning. Conventional shock absorbers are provided with a guide rail fixed to a road surface and a predetermined distance along the length of the guide rail. It is installed in a plurality so as to be movable, but is provided with a support plate having a connection fastening structure that is slidable on the upper side of the guide rail, and in various forms such as an air tube, an elastic foam or a buffer spring and a plastic deformation derivative, in a partition space between the support plates. Arranged in plural, the shock absorbing member for sequentially absorbing and absorbing the shock applied to the support plate and the support plate are provided in conjunction with the impact amount installed and connected to both sides of the support plate to provide sequential shearing stress and friction to provide a cushioning action. It consists of a guide panel for guiding the operation smoothly, a front cover installed at the other front end, a support plate installed at the rear of the guide rail, and a stop plate for stopping the shock absorbing member that is sequentially pushed and moved. will be.

When a vehicle outside the driving lane collides with the shock absorbing device having such a configuration, starting from 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 to move and support plate The guide panels arranged on both sides also move sequentially, overlapping the outside of the guide panel on the back of the neighbor, and in this process, frictional force is generated from the connection between the support plate and the guide rail and the connection between the front of the guide panel guide hole and the pressurized fixing piece. The shock energy is absorbed and absorbed, and the collision absorbing energy is once again absorbed and mitigated as the shock absorbing members are also pressurized and deformed according to the pressing force of the supporting plates that are pushed in stages, so that the vehicle can be safely stopped along with the occupant protection.

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

That is, the existing vehicle shock absorbing device is based on the cushioning effect of the collision energy through some design changes according to the collision energy of the vehicle that is expected to collide based on the installation location and location of the device. As it is variable according to the collision speed of the vehicle and the load of the vehicle, the conventional vehicle shock absorber is designed based on the maximum speed (for example, 110Km/h) of the driving lane, so effective shock absorbing action in case of a vehicle with a high speed or heavy weight collision There is a case that cannot be performed.

For example, when a low-speed and light-weight vehicle collides, a shock absorbing function is performed by the front shock-absorbing member of the shock absorber, and when a light-weight vehicle collides at a high speed, the shock-absorbing member is sequentially directed from front to rear. Collision energy will be absorbed, but when the vehicle with a speed higher than the design (over 120Km/h) and a high weight vehicle collide, the impact absorbing device is damaged while the frictional force of the entire structure and the impact energy higher than the absorption force act. It is extremely economical since the shock absorber is destroyed and the efficient shock absorbing effect is not expected.

Republic of Korea Utility Model 20-0271364 (Registration on March 28, 2002) Republic of Korea Utility Model 20-0390564 (July 13, 2005 registration) Republic of Korea Patent Publication 10-2017-0085800 (released on July 25, 2017)

The present invention is to improve the problems as described above, by using a pair of H-beam rails installed on the road surface to install and install a partition support at regular intervals, and the slip-fixing plate of the partition support is an H-beam rail Each side assembly plate and the center pressure plate are fixed to the upper flange in close contact with each other, but the side assembly plate is fixed in a non-contact state with the H-beam rail on the outside of a pair of H-beam rails, and the center pressure plate is H- By being configured to be elastically fixed by an adjustable spring in close contact with the inner upper flange of the beam rail,

It is possible to adjust the adhesion strength of the partition support and the center pressure plate to the H-beam rail by the adjusting spring, and to adjust the slip resistance in the retreating process to the partition support by adjusting the adhesion strength, and to the slip resistance. It is an object of the present invention to provide a vehicle shock absorber having a variable resistance means for collision slip of a partition support having a feature that a buffering effect against a larger collision energy is produced through adjustment for the vehicle.

The present invention for achieving the object as described above, between the partition support installed in a plurality to be movable at regular intervals on the upper portion of the guide rail, and a stop support fixed to one end of the guide rail, and between the partition support In the vehicle shock absorbing device comprising a shock absorbing means positioned, a hydraulic shock absorbing means positioned between the stop support and the partition support, and a plurality of guide panels fixedly installed so that ends are overlapped on both sides of the partition support,

The guide rail is composed of a pair of H-beam rails having upper and lower flanges, and the partition support has a slip fixing plate mounted on the upper flange of the H-beam rail at the bottom, and the H-beam rail On the lower side of the upper flange, the side assembly plate and the center pressing plate, which are opposite to the slip fixing plate, are respectively provided, and the side assembly plate, the slip fixing plate, and the center pressing plate and the slip fixing plate are vertically penetrating through the fastening bolt and the fastening nut. It is made by forming the partition support so that it can flow on the H-beam rail.

The present invention, by adjusting the slip resistance for the partition support so that the effective shock absorption can be additionally made according to the location or the maximum speed range where the vehicle shock absorber is installed, the design width of the cushioning collision energy is greatly widened As it can lose, and the impact energy can be effectively absorbed by both low-speed and light-weight vehicles and high-speed heavy vehicles as the cushioning range of collision energy is widened, it is more efficient to protect vehicles as well as passengers. Since the entire device can be prevented from being damaged, it is possible to repeatedly reuse it by repairing or partially repairing the damaged part even after the vehicle crashes.

1 is a perspective view showing the entire configuration of a vehicle shock absorber according to the present invention
Figure 2 is a perspective view showing only the internal skeleton of the vehicle shock absorber according to the present invention
Figure 3 is an exploded perspective view of the partition support coupling portion of the vehicle shock absorber according to the present invention
Figure 4 is an overall front view of the partition support coupling portion of the vehicle shock absorber according to the present invention
Figure 5 is a separate cross-sectional view of the partition support coupling portion of the vehicle shock absorber according to the present invention
Figure 6 is an enlarged cross-sectional view of the partition support coupling portion of the vehicle shock absorber according to the present invention
Figure 7 is a side engagement state of the partition support of the vehicle shock absorber according to the present invention
Figure 8 is a state of the central coupling to the partition support of the vehicle shock absorber according to the present invention

Additional objects, features and advantages of the 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 is capable of various changes, and may have various embodiments. The examples described below and illustrated in the drawings are intended to limit the present invention to specific embodiments. No, it should be understood to include all modifications, equivalents, or substitutes included in the spirit and scope of the present invention.

Also, when an element is referred to as being “connected” or “connected” to another component, it may be directly connected to or connected to the other component, but other components may exist in the middle. It should be understood that. On the other hand, when a component is said to be "directly connected" or "directly connected" to another component, it should be understood that no other component exists in the middle.

Subsequently, the terms used in this specification are only used to describe specific embodiments, and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly indicates otherwise. In this specification, the terms "include" or "have" are intended to indicate that there are features, numbers, steps, operations, components, parts or combinations thereof described in the specification, and one or more other features. It should be understood that the existence or addition possibilities of fields or numbers, steps, operations, components, parts or combinations thereof are not excluded in advance.

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

In addition, in the description with reference to the accompanying drawings, the same reference numerals are assigned to the same components regardless of reference numerals, and redundant descriptions thereof will be omitted. In the description of the present invention, when it is determined that the detailed description of the related known technology may unnecessarily obscure the subject matter of the present invention, the detailed description will be omitted.

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

1 is a perspective view showing the entire configuration of a vehicle shock absorber according to the present invention, FIG. 2 is a perspective view showing only the internal skeleton of a vehicle shock absorber according to the present invention, and FIG. 3 is a vehicle shock absorber according to the present invention Figure 4 is an exploded perspective view of the partition support engaging portion, Figure 4 is a front overall view of the partition support coupling portion of the vehicle shock absorber according to the present invention, Figure 5 is separated from the partition support of the vehicle shock absorber according to the invention It is a cross section.

Vehicle shock absorber according to the present invention as shown in the figure is a pair of H-beam rail 10, 10' is fixedly installed on the road surface, H- beam rail 10, 10', the upper portion of the H- The partition supports 20 and 20' fixed to be movable along the beam rails 10 and 10' are installed, and the stop supports 30 are provided at the ends of the H-beam rails 10 and 10'. Is fixed to complete the frame of the vehicle shock absorber.

Subsequently, various types of shock absorbing means are inserted between the partition supports 20 and 20' and between the stop supports 30, and the partition supports 20 and 20' are formed on both sides of the frame body. ) Is used to combine the guide panels 50 and 50' where the mutual ends are fixed in an overlapped state, and if necessary, a cover or a roof of various shapes may be coupled and fixed to the upper part of the frame body. It is.

Here, the H-beam rails 10 and 10' are made using existing H-beams, and the upper flange 11 and the lower flange 12 are formed from the web in the vertical direction. The lower flange 12 will be fixedly installed on the road surface or the ground by using various installation panels, and the upper flange 11 is a combination of the above-described partition supports 20 and 20' and the partition supports 20 It acts as a travel path that causes 20' to be pushed back by a vehicle collision.

Subsequently, the partition supports 20 and 20', which are installed at equal intervals on the top of the H-beam rails 10 and 10', are provided with a flat-type slip fixing plate 21 at the bottom, and the slip fixing plate ( On the upper part of 21), vertical posts 22 and 22' are spaced apart, and the posts 22 and 22' are connected by cross bars 23 to provide various shock absorbing means 40 and 40'. This is to be connected and fixed, and a panel holder 24, 24' for coupling the electric guide panels 50, 50' is formed on the outer surface of the posts 22, 22'. .

Here, the stop support 30 has a shape similar to the above-described partition support 20 (20') and is fixedly installed at the end of the H-beam rail 10, 10', the partition support ( 20) While the 20' moves along the H-beam rail 10 and 10' due to the collision of the vehicle, the stop support 30 above is completely intact without moving, and the H-beam rail 10 and 10' ) And is fixed directly or connected to the ends of the H-beam rails 10 and 10'.

In addition, between the stop support 30 and the partition support 20, 20', a hydraulic shock absorbing means 31 is mounted, and the hydraulic shock absorbing means 31 is an electric shock absorbing means 40 (( 40'), which acts as a stronger buffer, and finally absorbs and relieves the impact energy acting on the partition support (20) (20') from the hydraulic buffer means (31) located at the rearmost position. do.

Subsequently, the shock absorbing means 40 and 40' located between each partition support 20 and 20' extend along the longitudinal direction with incisions in all directions (omitted in the drawing). It is composed of a buffer tube (41, 41') and a high elastic buffer pad (42, 42').

At this time, the expansion buffer pipes 41 and 41' connect and fix the partition supports 20 and 20' adjacent to each other, and the collision energy acts on the preceding partition supports 20 and 20' to start retreat. At the same time, the expansion buffer tube 41, 41' is compressed as the tube is expanded and expanded by an incision line, thereby performing a primary buffering action.

Subsequently, the buffer pads 42 and 42' are positioned between the expansion buffer pipes 41 and 41' to be fixed to one side of the partition support 20 and 20', so that the preceding partition is formed. A buffer pad 42 fixed to the rear partition support 20 (20') at the moment when the expansion or compression amount of the expansion buffer 41 (41') occurs during the pushing process of the support 20 (20'). ) (42') to the end of the front partition support (20) (20') is in contact with the back of the secondary buffering action is to perform, and the buffer pad 42, 42' buffer by compression and at the same time the rear side By the expansion buffer tube (41) (41') and the buffer pad (42) (42') between the other rear partition support (20) (20') while the partition support (20) (20') of the back is pushed back By performing the step-by-step buffering action, the vehicle and the occupants of the vehicle are protected while the collision energy of the vehicle gradually decreases while performing the continuous and step-by-step buffering operation.

In addition, the guide panel 50, 50' is the end of the plurality of divided guide panels 50, 50' through the panel holder 24, 24' of the partition support 20, 20' The guide panels 50 and 50' are also sequentially backed while the partition supports 20 and 20' are sequentially pushed back by the collision energy of the vehicle as the parts are configured to be bolted in an overlapped state. While being pushed, they overlap each other, and additional buffering effects due to mutual resistance and interference friction due to overlapping of the guide panels 50 and 50' can be expected.

At this time, when the partition support 20, 20' maintains a firmly fixed state on the H-beam rails 10 and 10', when the collision energy caused by the vehicle acts, the H-beam rail 10 )(10') When the partition support (20) (20') is separated from the H-beam rail (10) (10') to the left and right by means of performing a stable retreat without departing from the hydraulic buffer means Since the 31 and the shock absorbing means 40 and 40' do not function properly, the efficient cushioning action and the protection of the vehicle and the occupant thereby will not be achieved, so the partition supports 20 and 20' are H- It will be necessary to perform the receding operation intact without deviating from the beam rails 10 and 10'.

Thus, the existing various partitions have a simple sliding insertion form without separate fixing means from various rail structures, so there is little interference resistance between the rail structures and the partitions, so it is not possible to expect a direct buffering effect by them. , In the present invention, when the partition support 20, 20' is fixed on the H-beam rail 10, 10', at the same time when the impact energy acts on the partition support 20, 20' H- As the buffer rails 10 and 10' are stably configured to have a variable slip resistance between each other in a retreating and retreating process, the buffering effect is further improved by them.

That is, at the bottom of the partition support 20, 20', a slip fixing plate 21 in the form of traversing the pair of H-beam rails 10, 10' is formed, and the slip fixing plate ( On the lower side of 21), a pair of H-beam rails 10 and 10', side assembly plates 60 and 60' located at the outer end and a pair of H-beam rails 10 and 10' inside The center pressing plate 70 positioned between each of them is coupled.

Accordingly, the side assembly plates 60 and 60' are located on the lower side of the slip fixing plate 21 on both sides of the H-beam rail 10 and 10', and the fastening bolt 80 and the fastening bolt passing therethrough The side assembly plates 60 and 60' are coupled to the lower both sides of the slip fixing plate 21 by a fastening nut 81 screwed to the 80, H-beam rail 10, 10 The center pressing plate 70 is located inside the') so that the slip fixing plate 21 is coupled to each other by a fastening bolt 80 and a fastening nut 81 penetrating them.

At this time, between the slip fixing plate 21 and the side assembly plate 60, 60', the gap holding plate 90, 90' is inserted, and the gap holding plate 90, 90' The thickness of the H-beam rail (10) (10'), as the upper flange 11 is formed to be finer (0.3 mm) thicker than the thickness of the slip fixing plate (21), the side assembly plate (60) (60') Even when combined, the pressure-adhesive action between the upper surface of the side assembly plates 60 and 60' and the lower surface of the upper flange 11 of the H-beam rails 10 and 10' does not occur.

That is, the fastening bolts 80 and fastening nuts penetrating the gap holding plates 90, 90' and the side assembly plates 60, 60' are in close contact with the lower both sides of the slip fixing plate 21. When these are tightly fixed by 81, the upper surface of the side assembly plates 60 and 60' due to the thickness of the gap retaining plates 90 and 90' is fine with the bottom surface of the upper flange 11. It is a spaced apart state.

In addition, the pair of H-beam rails 10, 10', the gap retaining plates 90 and 90' located at both ends of the pair, the slip fixing plate 21 has H-beam rails 10 and 10' Acting as a stopper to suppress the flow from the side or from the lateral flow, in the combined state of the side assembly plate 60, 60' as described above, the partition support 20, 20' is the H-beam rail (10) (10') is a state that can be freely sliding without departure.

In this state, the center pressing plate 70 is coupled upward from the inside of the H-beam rails 10 and 10', but the H-beam rails 10 and 10' are attached to the bottom surface of the slip fixing plate 21. When the deformation preventing plates 91 and 91' having a thickness smaller than the thickness of the upper flange 11 are brought into close contact, when the center pressing plate 70 is coupled to the fastening bolt 80 and the fastening nut 81, the center Both sides of the upper portion of the pressure plate 70 are in close contact with the bottom surface of the upper flange 11 of the H-beam rails 10 and 10', so that the upper flange 11 is strongly pressed, so that the partition supports 20 and 20' It is to be fixed securely.

At this time, the fastening nut 80 is coupled to the fastening bolt 80 in a state in which the separately provided adjustment spring 100 is inserted, and the fastening bolt 80 in the state in which the adjusting spring 100 is inserted is When assembling the center pressure plate (70) by screwing the fastening nut (81), the center pressure plate (70) is the H-beam rail (10) while the elastic force of the adjusting spring (100) compressed during the assembly process continues to act. )(10') will continue to maintain a certain level of adhesion to the upper flange 11, and due to this adhesion, the partition support 20, 20' is the H-beam rail 10, 10' ) Is fixed.

In addition, the deformation preventing plates 91 and 91' do not affect at all to ensure that both upper sides of the center pressing plate 70 are in close contact with the bottom surface of the upper flange 11, and are fastened with the fastening bolt 80. In the mutually strong screw coupling process of the nut 81, the center pressure plate 70 in the space between the pair of H-beam rails 10 and 10' acts as a simple spacer to prevent excessive bending or deformation. .

In this state, when the impact energy due to the collision of the vehicle acts on the partition support 20 (20'), when the partition support 20 (20') retreats in an angled form, the slip fixing plate 21 Also, while producing an inclined shape, the adjustment spring 100 will be further compressed, and as the compression amount of the adjustment spring 100 increases, the repulsive force increases proportionally, and the center pressure plate 70 against the upper flange 11 increases. The adhesion will increase.

Therefore, when a collision with the vehicle occurs, the above partition support 20, 20' does not simply perform a retreat as in the prior art, but the strong force of the center pressure plate 70 due to the reaction force by the adjusting spring 100. As it retreats while winning the adhesion, the cushioning effect increases proportionally, and in proportion to the magnitude of the collision energy due to the increase in mutual adhesion due to the change in the inclination angle of the partition supports 20 and 20' according to the increase in collision energy. The buffering action increases.

Moreover, when the compression force of the adjustment spring 100 is strongly assembled in the process of fastening the center pressure plate 70, the adhesion force of the center pressure plate 70 to the upper flange 11 will further increase, and the adjustment spring ( If the compression amount of 100) is insignificant, the adhesive force to the upper flange 11 will be relatively reduced, so various forms are considered in consideration of the maximum speed of the vehicle or the road where the vehicle shock absorber of the present invention is to be installed and the expected load of the vehicle. A controlled combination of furnaces will be possible.

This means that the hydraulic shock absorbing means 31 and the shock absorbing means 40 and 40' will not function properly if the retraction action of the partition support 20, 20' is excessively suppressed, and the partition support 20 ) If the retraction action of 20' occurs too easily, only the cushion action depending on the hydraulic shock absorbing means 31 and the shock absorbing means 40 and 40' should be expected, and the adjustment spring 100 By adjusting the amount of compression, it may be possible to set the variable appropriately for the installation environment such as a low-speed road and a high-speed road.

In particular, the side assembly plate 60, 60' serves as a stopper to prevent the partition support 20, 20' from being separated from the H-beam rail 10, 10' to the left and right. Although also described below, the side assembly plate coupled to the inclined upper flange 11 when strong impact energy acts on the partition support 20, 20' and the partition support 20, 20' retreats in an inclined state. (60) (60') while forming an inclination angle together, the upper side of the side assembly plate (60) (60') will contact the bottom surface of the upper flange (11) to perform another braking action. As a result, the receding resistance of the partition supports 20 and 20' can be expected to further increase the cushioning action, which is to perform an effective cushioning function in a collision process of a high-speed collision and a high weight body.

Subsequently, the side assembly plates 60 and 60 ′ form downwardly bent flow inclined portions 61 and 61 ′ at both ends along the longitudinal direction of the H-beam rails 10 and 10 ′. Accordingly, the side assembly plates 60 and 60' are configured to move smoothly, and the center pressing piece 70 is also downward to both ends along the longitudinal direction of the H-beam rails 10 and 10'. It is configured such that unnecessary resistance such as end interference of the center pressing plate 70 against the H-beam rails 10 and 10' does not occur as the flow slopes 71 and 71' of the bending are formed.

Therefore, in the vehicle shock absorbing device of the present invention, when the partition support 20 (20') for partitioning and connecting the shock absorbing means for each section is pushed back from the H-beam rail 10, 10' due to a vehicle collision, H -The interference resistance between the beam rails 10, 10' and the partition supports 20, 20' is generated, so that the shock absorbing effect is further improved by the entire shock absorbing device. And it is possible to perform an effective and stable buffering effect even in the collision of a high weight body.

The configuration described in the embodiments and drawings described above are only the most preferred embodiment of the present invention and do not represent all the technical spirit of the present invention, and various equivalents and modifications that can replace them It should be understood that there may be examples.

10,10': H-beam rail 11: Upper flange
12: Lower flange
20,20': Partition support 21: Slip fixing plate
22,22': Post 23: Crossbar
24,24': Panel mount
30: stop support 31: hydraulic buffer means
40,40': Shock absorbing means 41,41': Expansion buffer tube
42,42': Shock pad
50,50': Guide panel
60,60': Side assembly plate 61,61': Flow slope
70: center pressure plate 71,71': flow slope
80: fastening bolt 81: fastening nut
90,90': Spacing plate 91,91': Deformation prevention plate
100: adjustable spring

Claims (6)

A partition support installed in a plurality to be movable at regular intervals on the top of the guide rail, a stop support fixedly installed at one end of the guide rail, and a shock absorbing means positioned between the partition support, a stop support and a partition support In the vehicle shock absorber consisting of a hydraulic shock absorbing means located between, and a plurality of guide panels fixedly installed so that the ends overlap each other on both sides of the partition support,
The guide rail is composed of a pair of H-beam rails 10 and 10' having upper and lower flanges 11 and 12, and the partition support 20 and 20' are the lower H- A slip fixing plate 21 mounted on the upper flange 11 of the beam rails 10 and 10' is provided, and the slip is provided below the upper flange 11 of the H-beam rails 10 and 10'. The side assembly plates 60, 60' and the center pressing plate 70, which are opposed to the fixing plate 21, are provided respectively, and these side assembly plates 60, 60', the slip fixing plate 21, and the center pressing plate 70 The partition support (20) (20') on the H-beam rail (10) (10') by means of a fastening bolt (80) and a fastening nut (81) which are screwed through the slip fixing plate (21) vertically. Vehicle shock absorbing device having a variable resistance means for the collision slip of the partition support, characterized in that configured to be coupled to the flow.
According to claim 1,
On the fastening bolt 80 coupling the slip fixing plate 21 and the center pressing plate 70 to each other, an adjusting spring 100 is inserted into the fastening bolt 80 to be located on the upper side of the slip fixing plate 21, so that it is located on the bottom surface of the center pressing plate 70. Slip fixing plate for the upper flange 11 of the H-beam rail 10, 10' according to the compression amount of the adjusting spring 100 according to the amount of screw coupling between the fastening nut 81 and the fastening bolt 80 Vehicle shock absorbing device having a variable resistance means for the collision slip of the partition support, characterized in that the pressing force of the (21) and the center pressure plate (70) is variable.
According to claim 1,
Between the slip fixing plate 21 and the side assembly plates 60 and 60', an interval holding plate 90 and 90' having a thickness greater than the upper and lower thicknesses of the upper flange 11 is inserted and slipped. A partition support characterized in that the deformation plate (91, 91') having a thickness thinner than the upper and lower thicknesses of the upper flange (11) is inserted between the fixing plate (21) and the center pressure plate (70). Vehicle shock absorber equipped with a variable resistance means for the collision slip of.
According to claim 1,
The side assembly plate 60, 60', and both side ends of the center pressure plate 70 are formed by forming flow slopes 61, 61, 61, 71' of downward bending, respectively. Vehicle shock absorber equipped with a variable resistance means for the collision slip of the partition support.
According to claim 1,
The partition support 20 (20') is provided with a vertical post (22) (22') standing on the slip fixing plate (21) at the bottom, and the post (22) (22') by a cross (23). It is connected, and a partition support characterized in that it is configured by fixing and forming a panel holder 24, 24' for fixing the guide panels 50 and 50' to the outer part of the posts 22 and 22'. Vehicle shock absorber equipped with a variable resistance means for the collision slip of.
According to claim 1,
The shock absorbing means 40 and 40' between the partition supports 20 and 20' are provided with a plurality of expansion buffer pipes 41 and 41' that connect adjacent partition support 20 and 20' to each other. ) And these expansion buffer pipes (41, 41') is located between the partition support (20, 20') is fixed to a combination of a plurality of buffer pads 42, 42' Vehicle shock absorber having a variable resistance means for the collision slip of the partition support.

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