WO2012020878A1

WO2012020878A1 - Impact-absorbing structure for edge portion use

Info

Publication number: WO2012020878A1
Application number: PCT/KR2010/005866
Authority: WO
Inventors: 채종술
Original assignee: 주식회사 금성산업
Priority date: 2010-08-09
Filing date: 2010-08-31
Publication date: 2012-02-16
Also published as: KR20120014525A; KR101131438B1

Abstract

The present invention relates to a impact-absorbing structure for edge portion use, and more particularly, to a impact-absorbing structure for edge portion use which is installed in the middle of a road, a wayside, an interchange, an intersection, a tunnel entrance, an underpass entrance, a bridge, a bridge signpost, or an expressway interchange, in order to reduce impacts caused by colliding cars, absorb impacts inflicted on a colliding car, or forestall a large-scale accident and bodily damage by reducing impact speeds.

Description

Shock Absorbing Facility for End

The present invention relates to an impact absorbing facility for an end, and more particularly, to the center of the road, the roadside, the junction of the tree branch, the entrance of the tunnel or underground driveway, the pier, the protection of the bridge column, as well as the installation of the highway junction, The present invention relates to a shock absorbing facility for an end that absorbs a shock received by a crashed vehicle or reduces a speed in a collision to prevent a large accident in advance and to reduce casualties.

Generally, a shock absorbing facility secures occupant stability by stopping or correcting a vehicle when the vehicle collides with a fixed structure, and additionally prevents secondary accidents that may occur after a collision between the vehicle and an obstacle. It is installed to protect the main structures of the road such as bridges and bridges.

The main installation places protect people and facilities from collisions with vehicles such as the center line of roads or roadsides, such as branching, end, pier, highway toll gates, tunnels and underground driveway entrances, retaining walls, and curved slopes. It will be installed where it needs to be done.

However, as described above, in the case of a shock absorbing facility buried on the center line of the road or on the side of the road, the impact of the accident is reduced by absorbing and dispersing the impact when the vehicle collides, thereby reducing the injuries of the human life. The speed of the vehicle is not reduced by the rotational force of the shock absorbing member such as an artificial absorbent such as a styropool, and the problem occurs such that the vehicle is instantaneously increased during the collision and leaves the driving line. Therefore, a secondary collision with a driving vehicle of another lane is caused, resulting in a problem leading to a large accident.

In addition, as described above, the shock absorbing facilities buried on the center line of the road or on the side of the road are very complicated in structure and cause a cost increase, and a large amount of assembly time is required by many components when assembling the site. There is also a problem. In particular, when the vehicle in front of the road conditions, such as a curved road or an uphill road, is not observed, the vehicle runs as it is when there is an accident due to the collision of the vehicle, and there is a problem of a greater accident.

The present invention has been made to solve the above problems, and another object of the technology according to the present invention is for the end installed at the junction of the highway, the entrance of the tunnel or underground driveway, pier, bridge column protection, as well as the highway junction In addition to reducing the impact of impacts on impact-absorbing facilities, it is possible to minimize the risk of catastrophic accidents by preventing the invasion of the central line or out of the roadside. I put it.

In the configuration of the present invention, the shock absorbing member composed of a shock absorbing member which is rotated by binding to a support fixed to the vertical perpendicular to the ground in the end of the shock absorbing facility for a pair of triangular in the front and rear in the road surface ,

The “V” type safety rail is installed to connect the upper and lower ends of each strut of the shock absorbing member installed in the triangular shape, and when the safety rail is interviewed with one side of the strut, the first clamp of the “c” type bolts to one side of the safety rail. And fixed by nuts,

It provides a shock absorbing facility for the end, characterized in that the "U" -type second clamp connecting the one surface of the rear pair of shock absorbing member support and the other side of the safety rail is fixed by bolts and nuts.

On the other hand, the safety rail to be interviewed with the one side of the support instead of the first clamp fixed to the safety rail by interviewing one side of the upper and lower ends of the shock absorbing member installed in front of the road surface, the upper and lower ends of the cut safety rail The first fixing tool penetrates the lower surface, and a space part is formed therein so as to insert both ends of the cut safety rail, and the adjusting means is fixed to the bolt and nut through the second fixing tool penetrating the upper and lower surfaces. And a fourth fixing tool formed at the rear of the adjusting means so as to face a third fixing tool formed at the front of the adjusting means, and a bolt of the long hole is inserted between the rear surface of the adjusting means and a support surface through the fourth fixing tool. The inner rubber bar is bound by a nut to the support, and the end portion characterized in that the light emitting cap is installed on the third fixing sphere of the adjusting means Provide shock absorbers.

On the other hand, the third and fourth fasteners are provided with a control means is not formed, and the second fastener formed through the upper and lower surfaces of the control means is further formed to form a triangular shape, the cross section on the rear of the control means " The first fastening groove which penetrates the upper and lower surfaces of the first clamp so as to fasten the 'c' type first clamp is secured with a bolt and a nut by communicating with the second fastener of the adjusting means, and the second fastening formed on the rear surface of the first clamp. It provides a shock absorbing facility for the end, characterized in that the bolt of the long hole through the groove through the rubber bar inserted into the buffer spring is inserted between the rear surface and one side of the support means by a nut to the support.

On the other hand, between the front shock absorbing member and the rear pair of shock absorbing members are horizontally installed on each of the upper and lower safety rails, and third clamps are formed at both ends and fastened to one surface of the safety rail, and the third clamp one surface Each cylindrical buffer tube is connected to each other, and provides a shock absorbing facility for the end, further comprising a side absorbing member configured to insert a buffer spring into the buffer tubes on both sides.

On the other hand, both ends of the safety rail formed on the upper end of the pair of shock absorbing member holding the rear of the road surface is extended downward by a predetermined inclination, the buffer spring is endured inside the extended safety rail end, so that one end of the buffer spring A bolt and a nut are fastened to penetrate both sides of the safety rail, and the shock absorbing facility for the end is formed by being in close contact with the other end of the shock absorbing spring and having one side inserted into the safety rail and the other side being fixed to the ground. To provide.

Meanwhile, the safety rails installed on the upper / lower ends of the pair of shock absorbing member posts on the rear side of the road face the inner side of the shock absorbing springs without being fastened to the second clamp, and both sides of the safety rails are closed so that one end of the shock absorbing spring is blocked. A bolt and a nut are fastened to be penetrated, and the end shock is formed by being in close contact with the other end of the shock absorbing spring and having one side inserted into the safety rail and a second support part fixed at one side of the support by the first clamp. Provide absorption facilities.

Meanwhile, a seating groove bent at the center is formed so that the safety rail and the first clamp installed at the upper / lower end of the shock absorbing member struts at the front / rear of the road surface are installed at the rear side of the front strut without being fastened, and both ends of the rear both sides are formed. A plate-shaped safety plate is fastened to one side of each support, and a second clamp is formed to be connected to one side of each support and one side of the safety plate, respectively, and a rubber bar having a cushioning spring interposed between the seating groove and one side of the support. It provides an end shock absorbing facility, characterized in that formed.

On the other hand, a pair of shock absorbing members in the rear of the road surface is not installed, and one shock absorbing member is installed on the road surface, and the rear center surface of the "U" type safety rail at the upper and lower ends of the shock absorbing member strut. Provided is a rubber shock absorbing spring is provided between the first clamp is fixed to one side of the support, and the fourth clamp is connected to both ends of the safety rail is fastened to provide a shock absorbing facility for the end.

On the other hand, the lower end of the pillar is cut and separated into first and second holding bodies, a first protrusion is formed on the outer circumferential surface to be in close contact with the inside of the first holding body, the first fastening hole is formed at the upper portion, and the lower portion is opened. The first protective cap having a form, and the upper portion is formed with an auxiliary pipe that is carried inside the first protective cap, the lower portion is associated with the auxiliary pipe and the second projection is formed on the outer peripheral surface is in close contact with the second holding body, A triangular pyramid-shaped buffer spring is formed inside the first and second protective caps while connecting a second protective cap having a second fastening hole formed at a lower surface thereof, and a first fastening hole of the first protective cap and a second fastening hole of the second protective cap. It provides a shock-absorbing facility for the end, characterized in that it further comprises a holding elastic member consisting of a fixed member to be mounted in.

On the other hand, instead of the shock absorbing spring is installed on the second protective cap provides a shock absorbing facility for the end, characterized in that a pair of shock absorbing spring is installed symmetrically up and down relative to each other based on the blocking piece fixed to the middle of the fixing member. .

On the other hand, the first protective cap is not fastened, the lower end of the cylindrical shock absorbing spring is installed in the second protective cap auxiliary pipe is installed, connecting the upper end of the buffer spring and the auxiliary pipe inside and the contact plate is fixed to the top / bottom It provides a shock absorbing facility for the end, characterized in that the fixing member is installed.

On the other hand, the first and second support body is connected to both sides vertically, the reinforcing member is further characterized in that it is fixed to the bolt and nut through an elliptical flow path groove formed in a pair to be spaced apart from each other on one side Provide bouillon shock absorbers.

According to the shock absorbing facilities for the end of the present invention as described above, the present invention, as described above, the shock absorbing facility for the end of the structure to reduce the impact according to the collision of the vehicle as well as to prevent invading the center line or out of the roadside. This can minimize the risk of major accidents.

Another effect of the technology according to the present invention is to reduce the impact of the vehicle crash, as well as to prevent the central line invasion or out of the road at the same time minimizing the risk of large accidents in the event of vehicle damage as well as human life Injury can be minimized.

In addition, the technology according to the present invention has the advantage that it is easy to manage by manufacturing the structure of the shock absorbing facility for the end in a detachable prefabricated form so that the damaged part can be replaced more easily in case of damage due to the collision of the vehicle.

1 is a block diagram of the shock absorbing facility for the end according to the present invention.

Figure 2 is an exemplary view (1) of the shock absorbing facility for the end according to the present invention.

Figure 3 is an exploded view of the "A" site in the shock absorbing facility for the end according to the invention of FIG.

Figure 4 is an exploded view of the "B" site in the shock absorbing facility for the end according to the invention of FIG.

Figure 5 is an exemplary view (2) of the shock absorbing facility for the end according to the present invention.

Figure 6 is a safety rail-adjusting means-buffer spring-rubber-holding fastening in the end shock absorbing facility according to the invention of Figure 5;

Figure 7 is a cross-sectional view of the adjustment means-buffer spring-rubber-holder in the shock absorbing facility for the end according to the invention of Figure 5;

8 is a structural diagram of the control means in the shock absorbing facility for the end according to the invention of FIG.

Figure 9 is an illustration (3) of the shock absorbing facility for the end according to the present invention.

Figure 10 is a safety rail-adjusting means-first clamp-buffer-rubber-holder fastening separation view in the shock absorbing facility for the end according to the invention of Figure 9;

11 is a cross-sectional view of the control means-first clamp-buffer-rubber-holder in the shock absorbing facility for the end according to the present invention of FIG.

12 is a structural view of the first clamp in the shock absorbing facility for the end according to the invention of FIG.

Figure 13 is an exemplary view (4) of the shock absorbing facility for the end according to the present invention.

Figure 14 is a side absorbing member separated in the shock absorbing facility for the end according to the invention of Figure 13;

Figure 15 is an exemplary view (5) of the shock absorbing facility for the end according to the present invention.

16 is a safety rail-buffered spring-first support part of the shock absorbing facility for the end according to the present invention of FIG.

Figure 17 is an exemplary view of the end shock absorbing facility (6) in accordance with the present invention.

Figure 18 is a safety rail-buffer spring-second support bar fastening in the end shock absorbing facility according to the present invention of Figure 17.

Figure 19 is an exemplary view (7) of the shock absorbing facility for the end according to the present invention.

20 is a post-separation fastening-separated view of the strut-safe plate in the shock absorbing facility for the end according to the present invention.

Figure 21 is an exemplary view (8) of the shock absorbing facility for the end according to the present invention.

Figure 22 is a separation of the shock absorbing member-rotating block-holder in the shock absorbing facility for the end according to the present invention of Figure 21.

Figure 23 is an exemplary view of the end shock absorbing facilities according to the present invention (9).

Figure 24 is a separate view of the safety rail-second clamp fastening in the shock absorbing facility for the end according to the present invention of FIG.

25 is an exemplary view illustrating an end shock absorbing facility 10 in accordance with the present invention.

Figure 26 is a separate view of the "C" site assembly in the shock absorbing facility for the end according to the invention of Figure 25.

Figure 27 is an assembled cross-sectional view of the support elastic member is installed on the first and second support body in the shock absorbing facility for the end of the present invention of Figure 26.

Figure 28 is an assembled cross-sectional view of the form of (a) and (b) of the strut elastic member in the shock absorbing facility for the end according to the present invention.

Figure 29 is a perspective view of the reinforcing member is installed on both sides of the first and second support body in the shock absorbing facility for the end according to the present invention.

30 is a partial cross-sectional view of the strut elastic member and the reinforcing member is fastened to the first and second support bodies in the shock absorbing facility for the end according to the present invention of FIG.

31 is an overall cross-sectional view of the support elastic member and the reinforcing member fastened to the first and second support bodies in the shock absorbing facility for the end according to the present invention of FIG.

Shock absorbing member: 10, Shoring: 20, First and second holding bodies: 20a, 20b, Rotating support tube: 25, Shock absorbing member: 30, Bolt: 40, Nut: 50, Light emitting cap: 60, Shock absorbing facility: 100 , Safety rail: 200a, Safety plate: 200b, 1st fastener: 201, Seating groove: 202, 1st clamp: 210, 1st fastening groove: 211, 2nd fastening groove: 212, 2nd clamp: 220, Control means : 230a, 230b, 2nd fastener: 231, 3rd fastener: 232, 4th fastener: 233, 5th fastener: 234, 6th fastener: 235, buffer spring: 300a, 300b, 300c, 300d, 300e, 300f, Rubber bar: 310, first support part: 320a, second support part: 320b, fourth clamp: 330, side absorbing member: 400, third clamp: 410, buffer tube: 420, support elastic member: 500, first protective cap : 510a, 2nd protective cap: 510b, 1st protrusion: 520, 1st fastener: 530, auxiliary pipe: 540, 2nd protrusion: 550, 2nd fastener: 560, fixing member: 570, blocking piece: 571 , Close contact: 572, Reinforcement member: 600, Euro groove: 610

In order to achieve the above object will be described in detail through the following detailed description and drawings.

In the configuration of the present invention as shown in Figures 1 to 4, the shock absorbing member 10 consisting of a shock absorbing member 30, which is coupled to and rotated to a support 20 fixed perpendicular to the ground in front of the road surface In the end shock absorbing facility 100 which is arranged in one and a rear in a pair of triangular shape, "V" type safety connecting the upper and lower ends of each strut 20 of the shock absorbing member 10 installed in the triangular shape. When the rail 200a is installed, and the safety rail 200a is interviewed with one surface of the support 20, the first clamp 210 of the “c” type is provided with a bolt 40 and a nut 50 at one surface of the safety rail 200a. The second clamp 220 of the “U” type clamp, which is fixed by the rear surface and connects one surface of the rear pair of shock absorbing member 10 and the other side of the safety rail 200a, has a bolt 40 and a nut ( It provides an end shock absorbing facility 100, characterized in that fixed by 50).

As shown in FIG. 2, the shock absorbing member 10 is installed in a triangular form in which a total of three pairs are laid out from the ground at one rear in front of the road surface, and the three shock absorbing members as shown in FIG. The safety rails 200a are respectively connected to upper and lower ends of the strut 20 in which the shock absorbing member 30 is internalized so that the 10 may be connected to each other, and the safety rail 200a is fastened to one surface of the strut 20. When the first end of the cross section "c" type clamp 210 is formed between the support and the safety rail (200a) is fastened by the bolt 40 and the nut 50, as shown in Figure 3 a pair of the rear By installing the “U” type second clamp 220 connecting one surface of the support 20 and the other surface of the safety rail 200a to each of the upper and lower portions of the support 20 of the shock absorbing member 10 of the bolt 20. ) And the nut 50.

Safety rails (200a) connecting the upper and lower ends of the support (20), respectively, in addition to the "V" type can also use a curved "U" type, it will be apparent that the shape is changed according to use.

3, when fastening the safety rails 200a to the support 20 using the first clamp 210, the first fastening grooves are formed on the upper and lower surfaces of the first clamp 210. 211 is formed and fastened to the bolt 40 and the nut 50 through the bolt holes 203 that communicate with the upper / lower side of the safety rail 200a, and the first to the safety rail 200a. In the state in which the clamp 210 is fastened to the outside of the safety rail 200a through the second fastening groove 212 formed in the back surface of the first clamp 210 in the bolt hole 21 penetrated on one surface of the support 20. The bolt 40 of the long hole protrudes and is fixed by fastening with the nut 50.

When the vehicle collides through the shock absorbing facility 100 for such an end, the first shock is mitigated through the shock absorbing member 10, and the safety rail 200a is prevented from being pushed backward after the collision. ) Makes the secondary shock mitigating effect. It is installed to prevent the vehicle from being pushed backward through the safety rail (200a) and to prevent the vehicle from being pushed out or rearward of the shock absorbing member (10) to prevent the vehicle from overturning, to alleviate shock and to minimize the damage to life. Provide a bouillon shock absorbing facility (100).

Meanwhile, as shown in FIG. 5 to FIG. 8, the first clamp 210 fixed to the safety rail 200a by an interview with one surface of the upper and lower ends of the strut 20 of the shock absorbing member 10 installed in front of the road surface. Instead, the safety rail 200a which is interviewed with one surface of the support 20 is cut, and a first fixing tool 201 penetrated on both upper and lower surfaces of the cut safety rail 200a is formed, and the cut safety rail ( 200a) a space part is formed therein so that both ends can be inserted, and the adjusting means 230a is fixed to the bolt 40 and the nut 50 through a pair of second fixing holes 231 penetrating through the upper and lower surfaces. The fourth fixing tool 233 is formed on the rear surface of the adjusting means 230a so as to face the third fixing tool 232 formed at the front of the adjusting means 230a, and through the fourth fixing tool 233, A rubber bar 310 in which a buffer spring 300a is inserted between the rear surface of the adjusting means 230a and the one side of the support 20. End shock absorbing facility, characterized in that by coupling to the support by the nut (50) to the support 20, the light emitting cap 60 is installed in the third fixing port 232 of the adjusting means (230a) ( 100).

As illustrated in FIG. 6, the safety rails 200a installed at the upper and lower ends of the support 20 are cut into two parts, and the cut safety rails 200a are supported by the support 20 of the front shock absorbing member 10. The control means 230a is installed to connect both side safety rails 200a cut to be fastened to one surface, and the cut safety rails may be fastened to one end of both side safety rails 200a. The first fixing tool 201 penetrates the upper and lower surfaces of both ends, and the first fixing tool 201 of the safety rail is connected to the second fixing tool 231 penetrating the upper and lower surfaces of the adjusting means 230a. The bolt 40 and the nut 50 are connected to each other, and the bolt 40 of the long hole through the third and fourth fixing

holes

232 and 233 penetrates through the front and rear surfaces of the adjusting means 230a. To fasten, the rubber bar 310 is inserted into the buffer spring 300a between the adjusting means 230a and the support 20, the bolt 40 of the long hole It is fixed to the nut (50) by binding to the support (20) through the inner. The inner diameter of the third fixing sphere 232 is larger than the inner diameter of the fourth fixing sphere 233 so that the head of the bolt 40 comes to the fourth fixing sphere 233 by putting the bolt into the third fixing sphere 232 of the adjusting means 230a. It is formed large so that the bolt 40 passes.

By connecting the safety rail (200a) in which the adjustment means 230a is cut in this way, the safety rail cut by using the adjustment means 230a to be adjusted according to the installation interval of the shock absorbing member 10 when installed on the ground ( The safety rail 200a is fixed by connecting the safety rails 200a, and the safety rails 200a are easily replaced when the vehicle contacts the one side of the safety rails 200a slightly with the shock absorbing facility 100 for the end. Done.

And, the control means for connecting the safety rail (200a) of the both sides cut at the time of impact is provided by the rubber bar 310 is inserted between the control means (230a) and the support 20 is inserted into the buffer spring (300a) ( The first buffering action to 230a) and the buffering action by the rubber bar 310, the second buffer spring (300a) is installed to minimize the relaxation of the impact.

This means that the adjusting means 230a and the shock absorbing spring 300a-rubber 310 are integrally connected to the support 20 by the bolt 40 of the long hole, so that the force is directly transmitted during the impact, thereby maximizing the shock. .

6, the light emitting cap 60 is attached to the third fixing sphere 232 of the adjusting means 230a in a state in which the adjusting means 230a is coupled to the support 20 so that the safety rails 200a are connected to each other. ) So that the driver can identify the end shock absorbing facility 100 or the dangerous area while driving.

Meanwhile, as shown in FIG. 9 to FIG. 12, an adjusting means 230b is provided in which the third and

fourth fasteners

232 and 233 of the adjusting means 230a shown in FIG. 8 are not formed, and the adjusting means 230b is provided. The second fixing sphere 231 formed through the upper / lower surface of the other is formed to form a triangular shape, the first end so as to fasten the "c" type first clamp 210 in cross section on the rear surface of the adjusting means (230b) The first fastening groove 211 penetrating the upper and lower surfaces of the clamp 210 communicates with the second fixing hole 231 of the adjusting means to fix the bolt 40 and the nut 50, and the first clamp 210. The bolt 40 of the long hole through the second fastening groove 212 formed in the rear side through the rubber bar 310, the buffer spring 300a is inserted between the rear surface of the control means 230b and one side of the support 20 It provides a shock-absorbing facility 100 for the end, characterized in that configured to bind by the nut (50) to the support (20).

The third and fourth fixing

spheres

232 and 233 are formed in the above-described adjusting means 230a so that the rubber bar 310 into which the shock absorbing spring 300a is inserted is integrally bound to the strut 20, instead of FIG. 10. As shown in the first, using the first clamp 210 between the control means 230b and the rubber bar 310 in which the shock absorbing spring 300a is inserted, the rubber bar into which the shock absorbing spring 300a is inserted into the support 20. 20 is inserted into the rubber bar 310 into which the shock absorbing spring 300a is inserted by inserting the bolt 40 of the long hole through the second fastening groove 212 formed at the rear surface of the first clamp 210. After the installation process of binding and fastening with the nut 50 by passing through), the first fastening groove 211 formed on the upper / lower surface of the first clamp 210 is further formed on the upper / lower surface of the adjusting means 230b In communication with the two fasteners 231 is fixed to the bolt 40 and the nut 50. Of course, the other second fasteners 231 formed on the upper and lower surfaces of the adjusting means 230B are fixed with the bolts 40 and the nuts 50 in association with the first fasteners 201 of the safety rails 200a.

Accordingly, when the vehicle collides, the safety rail 200a is pushed simultaneously to the rear and both sides, and the force is transmitted through the first clamp 210 to directly transfer the compressed force to the shock absorbing spring 300a and the rubber bar 310. By injecting the compressive force is generated shock mitigation.

Of course, the relaxed force is completely lost again by the shock absorbing member 10 of the shock absorbing facility 100 for the end, resulting in a complete shock mitigation is a safe relief action.

Meanwhile, as shown in FIGS. 13 and 14, the front shock absorbing member 10 and the rear pair of shock absorbing members 10 are horizontally installed on the upper and lower safety rails 200a, and both ends of the front shock absorbing member 10 are disposed at both ends. Three clamps 410 are formed to be fastened to one surface of the safety rail 200a, and each cylindrical buffer tube 420 connecting one surface of the third clamp 410 is formed, and inside the buffer tubes 420 on both sides. It provides a shock absorbing facility 100 for the end, characterized in that further comprises a side absorbing member 400 is configured to be inserted into the buffer spring (300b).

The side absorbing member 400 is impacted when the vehicle does not directly collide with the shock absorbing member 10 installed at the front side, that is, when the vehicle collides with the front shock absorbing member 10 and the rear shock absorbing member 10. Both sides of the safety rails 200a cut off are horizontally installed between the front shock absorbing member 10 and the rear pair of shock absorbing members 10 so as to effectively perform the relaxation. It is installed in connection with the inner side, a cylindrical buffer tube 420 cut to one side is formed in the third clamp 410 fixed to both sides of the safety rail (200a), at this time the buffer spring 420 into the buffer spring 300b is continued.

In addition, the inner diameter of one cylindrical buffer tube 420 has a larger inner diameter of the other buffer tube 420, so that the other buffer tube 420 can be inserted into the inside of one buffer tube 420 during the impact.

This is because the buffer rail 420 is pushed to a predetermined length while compressing the buffer spring 300b by the compression force that the safety rail (200a) is pushed to the rear when the shock, the buffer tube 420 is another buffer tube ( 420 is inserted into the buffer tube 420 as the compression force of the buffer spring (300b) is to endure the other buffer tube 420. Accordingly, the impact force is alleviated by the impact force compressed by the restoring force of the compressed compression spring 300b.

Meanwhile, as shown in FIGS. 15 and 16, both ends of the safety rails 200a formed at the upper ends of the pair of shock absorbing members 10 of the rear surface of the road surface extend downwardly with a predetermined inclination and extend safety. The buffer spring 300c is internally provided inside the end of the rail 200a, and the bolt 40 is connected to the fifth fixing hole 234 through which the upper and lower surfaces of the safety rail 200a communicate with each other. ) Is fastened to the other end and the nut 50 is in close contact with the other end of the buffer spring (300c) is inserted into the safety rail (200a) and the other side is characterized in that the first support portion (320a) is fixed to the ground is formed Provide a bouillon shock absorbing facility (100).

This is the rear end of the safety rail (200a), that is, the both ends of the safety rail (200a) cut in order to alleviate the compressed force that the safety rail (200a) is pushed backward when the front of the shock absorbing facility 100 for the end The fifth fixing ball penetrates through the upper and lower surfaces of the safety rail 200a so that the shock absorbing spring 300c is extended into the extended safety rail 200a end, and one end of the shock absorbing spring 300c is blocked. 234 is fastened to the bolt 40 and the nut 50, and is in close contact with the other end of the buffer spring (300c) is inserted into the safety rail (200a) one side is formed with a first support portion (320a) fixed to the ground Will be configured.

Due to such an impact, the compressive force pushed backward by the safety rail 200a is distributed by the first support part 320a to the ground, and at the same time, the end of the safety rail 200a extended downward by a predetermined slope is cushioned. One side of the first support part 320a is inserted while compressing the spring 300c.

At this time, one side of the compression spring (300c) to the bolt 40 and the nut (50) fixed to one side of the extended safety rail (200a) to the compression force of the compression spring (300c) is blocked by interviewing the compressed shock spring (300c) ) Causes repulsion to absorb / mitigate impact.

Meanwhile, as shown in FIGS. 17 and 18, safety rails 200a installed at the upper and lower ends of the support 20 on the pair of shock absorbing members 10 at the rear of the road surface are not connected to the second clamp 220 without being fastened to both sides. The buffer spring (300d) inside the safety rail (200a) of the bolt (40) to the sieve 6 fixture 235 through the upper and lower surfaces of the safety rail (200a) to communicate with each other so that one end of the buffer spring (300d) is blocked. ) And the nut 50 are fastened to each other, the other end is inserted into the safety rail 200a by being in close contact with the other end of the shock absorbing spring 300d and the other side of which is fixed to one side of the support 20 by the first clamp 210. It provides an end shock absorbing facility 100, characterized in that the support 320b is formed.

This is the upper and lower ends of the pair of rear shock absorbing members 10 in order to absorb / mitigate the force that the safety rail 200a is pushed backward when the vehicle collides through the front of the shock absorbing facility 100 for the end. The safety rail 200a is installed in the safety rail 200a at both ends of the safety rail 200a without fastening to the second clamp 220, and the one end of the shock absorbing spring 300d is blocked. The bolt 40 and the nut 50 are fastened to the sieve 6 fixture 235 through which the upper and lower surfaces communicate. The one side is inserted into the safety rail 200a and the other side is in close contact with the other end of the shock absorbing spring 300d. The second support part 320b fixed to one surface of the support 20 is formed by the first clamp 210.

This impact pushes the safety rail 200a backwards, so that the shock absorbing spring 300d internally fastened to the safety rail 200a is compressed and the compressed shock absorbing spring 300d is fixed to the sixth fixture 235. By being closely contacted by), the buffer spring 300d is no longer blocked from being pushed into the safety rail 200a. At this time, one side of the second support part 320b is inserted into the safety rail 200a and compressed to be compressed. 300d) absorbs / mitigates the impact force.

Meanwhile, the safety rails 200a and the first clamps 210 installed at the upper and lower ends of the posts 20 of the shock absorbing member 10 on the front and rear of the road surface are not fastened, as shown in FIGS. 19 and 20. A seating groove 202 bent at the center is formed to be installed at the rear of the support 10, and both ends are formed with plate-shaped safety plates 200b which are fastened to one surface of the support 20 at both rear sides, respectively. The second clamp 220 is connected to one surface of each support 20 and one surface of the safety plate 200b, and a rubber having a buffer spring 300a interposed between the seating groove 202 and one surface of the support 20. It provides a shock absorbing facility 100 for the end, characterized in that the bar 310 is formed.

The safety plate member 200b disperses the force impacted by the impact plate, thereby reducing impact. The plate-shaped plate member 200b is formed of a metal material having elastic restoring force that is not easily bent.

First, the shock absorbing member 10 is provided by the shock absorbing member 10 installed in front of the first, the second by dispersing the impact force pushed backward by the safety plate 200b to lose the force, and the third safety plate 200b The shock force is absorbed / relaxed by the rubber bar 310 in which the shock absorbing spring 300a installed at the rear surface is inserted. Of course, the pair of shock absorbing members 10 installed at the rear side are also integrally connected by the front shock absorbing member 10 and the safety plate 200b to absorb / mitigate the impact force.

The side absorbing member 400, the buffer spring 300c and the first support part 320a of the extended safety rail 200a, and the buffer spring 300d which are embedded in one end of the safety rail 200a and the second support part ( 320b) and the safety plate 200b can be selectively used according to traffic conditions on the road, and can be selectively used according to a dangerous place such as a vehicle, a truck, or a road crowded with vehicles to reduce impact due to a vehicle crash. It is to provide maximum protection to prevent accidents.

In addition, as shown in FIGS. 21 and 22, when the shock absorbing member 30 of the shock absorbing member 10 is engaged with the support 20, the rotation support tube 25 is the same as the longitudinal direction of the inside of the shock absorbing member 30. By binding the inside of the buffer member 30 to the size to bind to the strut 20, the buffer member 30 is formed of a rubber material is cut to fit the size is provided to bind to the strut 20.

On the other hand, in the case where one pair of shock absorbing members 10 are installed on the road surface without the rear pair of shock absorbing members 10 installed on the road surface, the shock absorbing member 10 as shown in FIGS. 23 and 24. ) Rubber bar in which the shock absorbing spring 300a is carried between the upper and lower ends of the support 20 and the first clamp 210 fixed to one surface of the support 20 at the rear side of the safety rail 200a of the “U” type. A 310 is provided and a fourth clamp 330 connected to both ends of the safety rail 200a may be fastened, which is provided to be selectively used according to traffic conditions on the road.

Meanwhile, the lower end of the support 20 shown in FIG. 25 is cut and separated into first and

second support bodies

20a and 20b as shown in FIGS. 26 and 27, and closely adheres to the inside of the first support body 20a. A first protrusion 520 is formed on the outer circumferential surface thereof, and a first fastening hole 530 is formed at an upper portion thereof, a first protective cap 510a having an open shape at a lower portion thereof, and an upper portion of the first protective cap 520. 510a) is formed inside the auxiliary pipe 540, the lower portion is associated with the auxiliary pipe 540 and the second projection 550 is formed on the outer peripheral surface is in close contact with the second holding body (20b), the bottom surface A second protective cap 510b having a second fastening hole 560 formed therein; a first fastening hole 530 of the first protective cap 510a and a second fastening hole 560 of the second protective cap 510b; It is characterized in that it further comprises a holding elastic member 500 consisting of a fixing member 570 for mounting the first and second protective caps (510a, 510b) inside the shock absorbing spring (300e) of the conical shape while connecting) By Provides an end shock absorbing facility (100).

The first and second protections in which the lower end of the support 20 is separated into the first and

second support bodies

20a and 20b so that the shock absorbing spring 300e is embedded in the first and

second support bodies

20a and 20b. By forming the

caps

510a and 510b, the vehicle is prevented from being detached or warped when the vehicle collides, and at the same time, it absorbs / mitigates the impact force collided with the strut 20 so that the force received by the strut 20 is dispersed and impacted. You will be relaxed.

First, the first and second

protective caps

510a and 510b are hydraulically in close contact with the first and

second support bodies

20a and 20b, and the first and second

protective caps

510a and 510b are formed on the outer circumference. The

second protrusions

520 and 550 are pressed against the inner surfaces of the first and

second holding bodies

20a and 20b to form an integral body.

At this time, the auxiliary pipe 540 formed on the upper portion of the second protective cap 510b is formed inside the first protective cap 510a so as not to be interfered with, and on the first and second protective caps 510a and 520b. Through the first and

second fasteners

530 and 560 formed on the lower surface, the buffer spring 300e is fastened to the nut 50 by linking the fixing member 570 in which the shock absorbing spring 300e is internalized.

When the vehicle collides with the structure, the impact force is transmitted to the support 20 so that the support 20 is bent or pushed in one direction, so that the auxiliary pipe 540 of the second protective cap 510b has the first protective cap 510a. The cushioning spring 300e is restored by the compressive force to be restored by the repulsive force of the force while forming the expansion force in which the shock absorbing spring 300e enclosed in the fixing member 570 is simultaneously in close contact with the inner surface thereof, thereby alleviating the impact. do.

That is, the second holding body 20b is fixed to the ground, and the first protective cap 510a formed on the first holding body 20a is in close contact with the auxiliary pipe 540 of the second protective cap 510b. It causes the relaxation, while pressing the fixing member 570 associated with the first and second protective caps (510a, 510b) while pressing the auxiliary pipe 540 in which the first protective cap (510a) is in close contact with the buffer spring (300e). ) Expands and compresses, absorbing / relaxing the impact force.

In addition, the auxiliary pipe 540 of the second protective cap 510b may be formed in a conical shape as shown in FIG. 28 (a) and a spherical shape as shown in FIG. 28 (b) in addition to the cylindrical shape. The first protective cap 510a in a cylindrical or conical form to form an uninterrupted space at a predetermined interval within the first protective cap 510a in accordance with the degree of the force in order to firstly disperse the close contact It can be formed, the first protective cap (510a) in close contact with the inner circumferential surface and formed a space (sphere) in the form of a sphere (sphere) while being in close contact with the impact of the sphere (sphere) is distorted by dispersing the force to close the impact It is provided in a working configuration.

In addition, instead of the cylindrical auxiliary pipe 540 is formed in a spherical shape as shown in Figure 28 (b), the shock absorbing spring (300e) is installed in the second protective cap (510b) Instead, a pair of shock absorbing springs 300e, which are symmetrical with each other on the basis of the blocking piece 571 fixed to the middle of the fixing member 570, is installed so that an impact force is transmitted to the support 20 when the vehicle collides. The force is transmitted to the fixing member 570 formed inside the first and second

protective caps

510a and 510b, and the shock absorbing spring 300e formed on the upper portion of the fixing member firstly alleviates the impact and disperses the force. The buffer spring 300e formed at the bottom of the fixing member 570 improves the restoring force so that a force for quickly restoring the expanded shock absorbing spring 300e on the fixing member 570 is transferred to the fixing member 570 to fix the fixing member 570. ) Compresses the upper shock absorbing spring 300e to distribute the impact force given to the fixing member 570 / It is angry.

Accordingly, the buffer spring 300e formed on the upper portion of the fixing member 570 has a buffer spring 300e whose radius decreases downward to improve the elastic force, and the buffer spring 300e formed below the fixing member 570 has It is provided to have a buffer spring 300e, the radius of which is increased upward to improve the compressive force.

Meanwhile, as shown in FIG. 29 to 31, the first protective cap 510a is not fastened, and the lower end of the cylindrical buffer spring 300f is installed in the auxiliary pipe 540 of the second protective cap 510b. The fixing member 570 is fixed to the upper and lower ends of the shock absorbing spring 300f and the auxiliary pipe 540 is installed on the upper and lower ends thereof, and the first and second supporting

bodies

20a and 20b are installed. It is further included that the reinforcing member 600 is connected to both sides vertically, and is fixed to the bolt 40 and the nut 50 through the elliptical flow path groove 610 formed through the one surface to be spaced apart from each other. It provides an end shock absorbing facility 100 characterized in that.

Formed in the form without the first protective cap (510a) inside the first branch body (20a) to the second protective cap 510b, the auxiliary pipe 540 is interrupted and the buffer extending upward to the second protective cap (510b) The spring 300f is inserted into the first holding body 20a, and a second protective cap 510b closely contacted with the second holding body 20b is formed.

At this time, the reinforcing member 600 is installed at both sides so as to be vertically connected to the outer circumferential surface of the first holding body 20a and the second holding body 20b, and an elliptical flow path formed to be spaced apart from each other on one surface of the reinforcing member 600. The groove 610 is installed to communicate with both sides of the first and

second holding bodies

20a and 20b, and is connected to the bolt 40 to fasten the nut 50 to fix the first and

second holding bodies

20a and 20b to both sides. Done.

In the state in which the support 20 is fastened, an impact force is transmitted to the support when the vehicle collides, so that the reinforcing member 600 is bent while the first holding body 20a is bent or pushed, thereby being fastened by both bolts 40. As the bolt 40 is guided along the flow path groove 610 to the 600, the force is transmitted to the second protective cap 510b and the fixing member 570-buffer spring 300f formed therein, thereby providing an impact force. Will be distributed.

In addition, the present invention described above is not limited to the above-described embodiments and the accompanying drawings, and various substitutions, modifications, and changes are possible within the scope of the technical idea of the present invention. It will be apparent to those of ordinary skill in the art.

Claims

Shock absorbing member 10, consisting of a shock absorbing member 30, which is coupled to the support (20) fixed to the ground perpendicularly to the ground rotates in the form of a pair of triangles in the front and one in the rear on the road surface In the facility 100,

The “V” type safety rail 200a connecting upper and lower ends of each strut 20 of the shock absorbing member 10 installed in the triangular shape is installed.

When the safety rail 200a is interviewed with one surface of the support 20, the first clamp 210 having a “c” type is fixed to one surface of the safety rail 200a by a bolt 40 and a nut 50.

The second U-type clamp 220, which connects one surface of the rear pair of shock absorbing members 10 and the other surface of the safety rail 200a, is fixed by the bolt 40 and the nut 50. End shock absorbing facility, characterized in that.
According to claim 1, wherein the support 20 in place of the first clamp 210 fixed to the safety rail (200a) by interviewing one surface of the upper and lower ends of the strut 20 of the shock absorbing member 10 installed in front of the road surface. Safety rail (200a) to be interviewed with one surface is cut, the first fixing sphere 201 is formed through the upper and lower ends of the cut safety rail (200a),

A space is formed therein so that both ends of the cut safety rail 200a can be inserted, and fixed to the bolt 40 and the nut 50 through a pair of second fixing holes 231 penetrating through the upper and lower surfaces. Adjusting means 230a is installed,

A fourth fixing tool 233 formed on the rear surface of the adjusting means 230a is formed to face the third fixing tool 232 formed at the front of the adjusting means 230a, and the bolt 40 of the long hole is formed through the fourth fixing tool 233. ) Is bound by the nut 50 to the support 20 by passing through the rubber bar 310 in which the shock absorbing spring 300a is inserted between the rear surface of the control means 230a and the support 20.

End shock absorbing facility, characterized in that configured to install a light emitting cap 60 in the third fixing sphere (232) of the adjusting means (230a).
According to claim 2, wherein the adjusting means (230b) is provided, the third, fourth fixing spheres (232, 233) of the adjusting means (230a) is not formed,

The second fixing sphere 231 formed through the upper and lower surfaces of the adjusting means 230b is further formed to form a triangular shape, and the cross-section of the rear surface of the adjusting means 230b is the “c” type first clamp 210. The first fastening groove 211 penetrates the upper and lower surfaces of the first clamp 210 so as to be fastened to the second fixing hole 231 of the adjusting means, and is fixed by the bolt 40 and the nut 50.

Rubber through which the long bolt 40 is inserted between the rear surface of the adjusting means 230b and one side of the support 20 through the second fastening groove 212 formed on the rear surface of the first clamp 210. End shock absorbing facility, characterized in that configured to bind by the nut (50) to the support (20) through the inner bar (310).
According to any one of claims 1 to 3, wherein between the front shock absorbing member 10 and the rear pair of shock absorbing member (10) horizontally installed on each of the upper and lower safety rails (200a) The third clamp 410 is formed at both ends thereof and is fastened to one surface of the safety rail 200a, and each cylindrical buffer tube 420 is formed to connect one surface of the third clamp 410, and the buffers at both sides thereof. Shock absorbing facility for the end, characterized in that it further comprises a side absorbing member 400 is configured to insert a buffer spring (300b) into the tube (420).
According to any one of claims 1 to 3, wherein both ends of the safety rail (200a) formed on the upper end of the pair of shock absorbing member 10, the rear of the road surface rear extends downward in a predetermined slope. The fifth stopper 234 penetrates the upper and lower surfaces of the safety rail 200a so that one end of the buffered spring 300c is interrupted and the one end of the buffered spring 300c is blocked. Bolts 40 and nuts 50)

The shock absorbing facility for the end, characterized in that the first support portion (320a) is in close contact with the other end of the buffer spring (300c) is inserted into the safety rail (200a) and the other side is fixed to the ground.
According to any one of claims 1 to 3, wherein the safety rail (200a) is provided on the upper and lower ends of the support 20, the second clamp 220 in the pair of shock absorbing member 10 behind the road surface The shock absorbing spring 300d is inserted into the safety rail 200a at both ends without being fastened to the body 6, and the body 6 fixture 235 penetrates the upper and lower surfaces of the safety rail 200a so that one end of the buffer spring 300d is blocked. ), The bolt 40 and the nut 50 are fastened to

It is in close contact with the other end of the buffer spring (300d) is inserted into the safety rail (200a) one side and the other side is characterized in that the second support portion (320b) is fixed to one side of the support 20 by the first clamp 210 is formed End shock absorbing facilities.
According to claim 1, wherein the safety rail (200a) and the first clamp (210) installed on the upper and lower ends of the shock absorbing member (10) support 20 of the front and rear of the road surface without fastening the rear of the front support (10) A seating groove 202 bent at the center is formed to be installed in the center, and both ends are formed with plate-shaped safety plates 200b fastened to one side of the posts 20 at both rear sides thereof.

A second clamp 220 is connected to one side of each of the rear sides of the support 20 and one surface of the safety plate 200b, and a buffer spring 300a is provided between the seating groove 202 and one surface of the support 20. End shock absorbing facility characterized in that the rubber bar 310 is formed.
According to any one of claims 1 to 3, wherein the lower end of the support 20 is separated into first and second holding body (20a, 20b), and close to the inside of the first holding body (20a) The first protrusion 520 is formed on the outer circumferential surface thereof, the first fastening holes 530 are formed on the upper side thereof, and the first protective cap 510a having the open shape is provided on the lower side thereof.

An upper portion of the first protective cap 510a is formed in the auxiliary pipe 540, the lower portion is associated with the auxiliary pipe 540 and the second projection 550 is formed on the outer circumferential surface of the second holding body 20b The second protective cap 510b in close contact with the inside and having a second fastening hole 560 formed at a lower surface thereof;

Cone shape inside the first and second protective caps 510a and 510b while connecting the first fastener 530 of the first protective cap 510a and the second fastener 560 of the second protective cap 510b. End shock absorbing facility characterized in that it further comprises a holding elastic member 500 consisting of a fixing member 570 for mounting the buffer spring (300e) of the inside.
The fixing member 570 of claim 8, wherein the cylindrical auxiliary pipe 540 is formed in a spherical shape instead of the shock absorbing spring 300e installed in the second protective cap 510b. End shock absorbing facility, characterized in that a pair of shock absorbing springs (300e) symmetrically up and down each other based on the blocking piece (571) fixed to the middle portion is installed.
The method of claim 8, wherein the first protective cap (510a) is not fastened, the lower end of the cylindrical buffer spring (300f) is installed in the second protective cap (510b) auxiliary pipe 540 is installed, the buffer spring ( 300f) a fixing member 570 on which upper and lower contact plates 572 are fixed to communicate with the upper end and the auxiliary pipe 540 is installed, and both sides of the first and second supporting bodies 20a and 20b are vertically installed. End connection, characterized in that it further comprises a reinforcing member 600 to be fixed to the bolt 40 and the nut 50 through the elliptical flow path groove 610 formed to pass through one side to be spaced apart from each other Shock absorbing facilities.