WO2018199560A1

WO2018199560A1 - Vehicle crash cushion apparatus

Info

Publication number: WO2018199560A1
Application number: PCT/KR2018/004618
Authority: WO
Inventors: 박창우
Original assignee: 박창우
Priority date: 2017-04-24
Filing date: 2018-04-20
Publication date: 2018-11-01
Also published as: KR20180119181A; KR101929795B1

Abstract

The present invention relates to a crash cushion apparatus which is disposed at the end of a median strip installed on a road at a tunnel entrance, a junction, or the like, so as to reduce impacts when a driver of a vehicle fails to notice a median strip early enough, with the result that the vehicle crashes against the median strip. More specifically, the present invention relates to a crash cushion apparatus comprising: a cushioning means disposed at the end of a median strip; and a plurality of deceleration inducing members disposed in the cushioning means to be inclined downward toward the ground, wherein, when a vehicle crashes against the median strip, the vehicle rides over the upper surfaces of the deceleration inducing members, whereby the vehicle is stopped by colliding with the cushioning means while the power of the vehicle is interrupted, and the speed of the vehicle is reduced by the friction between the bottom portion of the vehicle and the deceleration inducing members, so that impacts can be reduced.

Description

Vehicle Collision Shock Absorber

The present invention relates to a collision buffer device that is provided at the end of the separator installed on the road, such as a tunnel entrance or branching point, which can mitigate the impact when the driver does not find the separator to reach the collision, more specifically the center separator The shock absorbing means provided at the end of the shock absorbing means is provided with a plurality of deceleration inducing members provided on the damping means to be inclined downward toward the ground. The present invention relates to a collision shock absorber which can collide with a means to stop, reduce the speed by friction between a vehicle lower portion and a deceleration inducing member to mitigate an impact.

In general, most roads including highways have concrete structures such as intersections, tunnels, bridges, and the like. When a vehicle collides with such a structure, property damage as well as damage to life have been caused.

Conventionally, waste tires have been stacked and installed in front of various structures to cushion shocks when a vehicle collides, or a bellows type shock absorbing facility has been used.

Such a prior art is a registered utility model No. 20-0401522, `` Installation structure of vehicle collision mitigation device for road tunnel entrance, ''

The prior art is formed in a gentle curved shape toward the entrance from the outside of the tunnel, a plurality of protrusions and flat ribs are formed on the front and rear, respectively, and a plurality of slide holes penetrated up and down in the bottom surface is prevented from leaving the vehicle Slidingly coupled to the beam, the urethane layer formed on the front of the vehicle departure prevention beam, and the slide hole is fixed to the ground perpendicular to the ground and formed in the vehicle departure prevention beam to guide the vehicle departure prevention beam in the left and right diagonal directions, the vehicle departure prevention beam Structure consisting of a guide post having a flange for constraining the up and down direction, and a buffer block having a rib coupling portion and a post fitting groove interposed between the guide rib and the parallel rib formed on the rear surface of the vehicle departure preventing beam. Presenting.

In addition, there is a conventional utility model registration No. 20-0271364 `` Vehicle collision buffer device on the intersection road, ''

According to the related art, two central bracing columns and two subsequent bracing columns are installed vertically in the transverse direction on the foundation concrete in a line with respect to the direction of entry of the vehicle, and each of the central bracing columns and the upper and lower portions of the subsequent bracing columns Bearing bands each formed with a guide hole are coupled to each other, and the front tire fasteners connected to the front end of the upper and lower guide bars respectively inserted into the guide holes, and the plurality of side tire fasteners are symmetrically extended to the rear of the front tire fasteners. It is installed vertically, bearings are installed so that the front and side tire fasteners can be rotated, and the bearing connecting rods are continuously connected in series to the upper and lower sides of each bearing to form a triangular shock absorber.

Another prior art is Patent Registration No. 10-0592186, `` Vehicle Collision Mitigation Device for Road Tunnel Entrance, ''

The prior art is located in the front side of the concrete brace installed in the road tunnel entrance, the plate frame supporting frame having a horizontal plane and a vertical plane fixed to the ground and the concrete brace anchor bolt, and the front plate inside the horizontal plane of the support frame The shock absorbing table is fixed to the rear side, and the front folding frame formed with a plurality of long holes on the rear side, the front side is located on the rear inside of the front folding frame is coupled on the long hole by a fastening bolt, the rear side is formed with a plurality of long holes in the rear A rear folding frame which is a plate extending to the side, and a plurality of long holes are formed on the front side and the rear side, and a connecting folding frame which is a plate body where the front side holes are coupled with the long holes of the rear folding frame and the fastening bolt, and the rear side is inward. A plate body having a curved arch portion, and a plurality of long holes are formed on the front side thereof, and an arch type coupled to the rear side holes of the connection folding frame and the fastening bolt. A relieving device having a folding frame and an arcuate folding part fixed to a vertical surface of the supporting frame and seating the arch part of the arching folding frame inside is provided.

However, the above conventional techniques are not available to safety devices that alleviate the impact of a collision when the vehicle collides, and in order to minimize the damage by minimizing the impact by reducing the speed of entry of the vehicle, it is not possible to protect the driver's safety. There are limitations, and in particular, these prior arts have a problem of high installation costs and high costs of post-collision maintenance.

Therefore, the present invention has been made to solve the above problems,

The shock absorbing means provided at the end of the separator installed on the road, and the plurality of deceleration guide members coupled to the buffer means to be inclined downward toward the ground, allow the vehicle to climb the deceleration guide member when entering the vehicle. An object of the present invention is to provide a vehicle shock absorber that can be spaced apart to cut off power transmission and reduce the speed of entry of a vehicle by friction with the lower surface of the vehicle.

In addition, provided with a plurality of the deceleration inducing member, there is formed a separation portion between the tire of the vehicle between them, the width of the separation portion is provided to gradually decrease in the direction of the buffer means so that the tire or wheel of the vehicle can be pinched. An object of the present invention is to provide a vehicle shock absorber that reduces speed.

Furthermore, another object of the present invention is to provide a vehicle shock absorber which prevents the wheels of the vehicle from riding by forming an upper surface of the deceleration guide member in a curved shape.

In order to achieve the above object, the vehicle collision buffer according to the present invention is

Shock absorbing means provided at the end of the separator;

A plurality of deceleration guide members, one end of which is provided at the shock absorbing means and the other end of which is inclined downward in front of the shock absorbing means so as to be spaced apart from each other;

Consisting of,

When the vehicle enters the vehicle, the vehicle moves up the deceleration inducing member, and the entrance speed of the vehicle is reduced by the frictional force between the lower portion of the vehicle and the deceleration inducing member in close contact therewith.

As described above, the vehicle collision buffer device according to the present invention

When the vehicle enters through a buffer means provided at the end of the separator installed on the road and a plurality of deceleration guide members provided in front of the buffer means and inclined downward to face the ground, the tire is driven up by the deceleration guide member. It is possible to reduce the speed of entry of the vehicle by cutting off power transmission from the ground.

In particular, a space is formed between the deceleration inducing members so that the tires and wheels of the vehicle are introduced into the spaced portions, whereby the deceleration inducing members are in close contact with the lower surface of the vehicle to generate frictional force, thereby effectively reducing the speed of the vehicle. .

In addition, the separation portion is configured to gradually decrease in diameter toward the buffer means, so that the tire and wheel can be caught in the separation portion to completely reduce the speed of the vehicle,

The upper surface of the deceleration inducing member is formed in a curved shape, so that even if the tire is lifted, it can slide to either side so that the lower part of the vehicle can be in close contact with the deceleration inducing member, thereby minimizing vehicle damage and lowering the injuries of the occupants, The simple structure has the effect of reducing installation and maintenance costs.

1 is a perspective view of a first embodiment of a vehicle shock absorber according to the present invention

2 is a plan view of a first embodiment of a vehicle shock absorber according to the present invention;

3 is a perspective view of a second embodiment of a vehicle shock absorber according to the present invention;

4 is a side view of a second embodiment of a vehicle shock absorber according to the present invention;

* Description of the symbols for the main parts of the drawings

A: vehicle crash buffer 10: shock absorber

11 buffer part 13 collision surface

15: fixed part 20: deceleration induction member

21: Once 23: The other end

25: curved portion 26: spaced portion

261: first width 263: second width

27: friction increasing member 29: finishing member

291: restoring unit 30: hinge means

31: hinge axis 33: pillar member

35 hinge hinge

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

Since the present invention may be modified in various ways and have various forms, embodiments (or embodiments) will be described in detail in the text. However, this is not intended to limit the present invention to the specific form disclosed, it should be understood to include all modifications, equivalents, and substitutes included in the spirit and scope of the present invention.

In each of the drawings, the same reference numerals, in particular, the tens and ones digits, or the same digits, tens, ones, and alphabets refer to members having the same or similar functions, and unless otherwise specified, each member in the figures The member referred to by the reference numeral may be regarded as a member conforming to these criteria.

In addition, in the drawings, the components are exaggerated in size (or thick) in size (or thick) in size (or thin) or simplified in consideration of the convenience of understanding and the like, thereby limiting the scope of protection of the present invention. It should not be.

The terminology used herein is for the purpose of describing particular embodiments (suns, aspects, and embodiments) (or embodiments) only and is not intended to be limiting of the invention. Singular expressions include plural expressions unless the context clearly indicates otherwise. In this application, the terms “comprises” or “consists” are intended to indicate that there is a feature, number, step, action, component, part, or combination thereof described on the specification, but one or more other features. It is to be understood that the present invention does not exclude the possibility of the presence or the addition of numbers, steps, operations, components, parts, or combinations thereof.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art. Terms such as those defined in the commonly used dictionaries should be construed as having meanings consistent with the meanings in the context of the related art and shall not be construed in ideal or excessively formal meanings unless expressly defined in this application. Do not.

First, the vehicle collision shock absorber (A) according to the present invention is provided at an end of a separator installed in a road such as an intersection, a tunnel, and the like to minimize the damage of the vehicle by mitigating the impact when the driver collides without seeing the driver crazy. And, to ensure the safety of the occupant, it comprises a buffer means 10 and a plurality of deceleration guide member 20 provided in the buffer means (10).

The present invention as described above can be made in various embodiments, Figures 1 and 2 shows a first embodiment, Figures 3 and 4 shows a second embodiment,

First, the first embodiment will be described with reference to FIGS. 1 and 2.

A shock absorbing means 10 is provided at the end of the separator installed on the road, and a plurality of deceleration guide members 20 are downwardly directed toward the ground in front of the shock absorbing means 10, that is, the collision surface 13 in the vehicle entry direction. It is provided to be inclined.

First, the buffer means 10 forms a buffer portion 11 into which various types of buffers such as cushions, sponges, air caps, and the like can be interpolated. If the vehicle is entered, the collision surface 13 to collide also may be made of a curved shape rather than a plane, and thus should not be limited to the scope of rights.

Again, the fixing surface 15 is formed on the collision surface 13 of the buffer means 10, the one end 21 of the deceleration inducing member 20 is fixed to the fixing portion 15, generally One end 21 of the deceleration inducing member 20 is preferably fixed to the fixing part 15 using a welding method, such as a flange, one end 21 of the deceleration inducing member 20. It may be formed by using anchor bolts, etc., and the scope of rights should not be construed as limiting.

In addition, the fixing portion 15 is formed above the middle on the basis of the collision surface 13 so that the deceleration induction member 20 is provided to be inclined downward toward the ground, this is also the installation place, deceleration induction member It is preferable to adjust the height according to the length of 20 and the like.

As shown in the figure, the shock absorbing means 10 is provided with a plurality of deceleration inducing members 20 inclined downward toward the ground, and is formed to form a spaced portion 26 between the deceleration inducing members 20. have.

In addition, although the shape of the reduction induction member 20 is provided with three in the drawing, which shows one embodiment, it may be provided with more reduction induction member 20 according to the installation environment, the scope of the rights Should not be interpreted as limiting.

The deceleration inducing member 20 is one end 21 is firmly fixed to the fixing portion 15 of the buffer means 10 as described above, the other end 23 is formed to be inclined downward toward the ground, Although the other end 23 of the deceleration inducing member 20 is shown on the ground, a part is embedded in the ground and is firmly fixed, or the entry guide 28 is provided at the end to generate a jaw from the ground. It is also possible to prevent.

In addition, since the deceleration inducing member 20 is made of a pipe, it is preferable to reduce the manufacturing cost. In this case, it is important that the upper surface of the deceleration inducing member 20 has a curved portion 25 formed thereon.

That is, as shown in the dashed-dotted line of Figure 1, the shape of the deceleration induction member 20 may be formed in a variety of shapes, such as circular, elliptical, the upper surface, that is, the curved surface portion of the upper surface on the basis of the cross-sectional shape (25) should be formed.

This is to prevent the vehicle from overturning when the wheel of the entering vehicle ascends the upper surface of the deceleration inducing member 20, the wheel is to either side by the upper surface of the deceleration inducing member 20 made of a curved shape. As a result, the wheels may be seated on the spacing 26 or slip in the opposite direction to lift one wheel to prevent the vehicle from overturning.

In addition, the upper surface of the deceleration inducing member 20 is further provided with a friction increasing member 27 formed of irregularities, protrusions, etc. to further improve the frictional force with the vehicle, the friction increasing member 27 is the deceleration inducing It may be formed in one piece with the member 20, or by attaching a separate friction increasing member 27, this should not be limited to interpret the scope of rights.

Therefore, due to the structure as described above, when the vehicle enters, the vehicle gradually climbs up the deceleration-inducing member 20, the wheels can be separated from the ground and forward power transmitted to the vehicle, at this time, the separation portion ( 26) the wheels of the vehicle are seated on the spacer 26, the lower surface of the vehicle is in close contact with the upper surface of the deceleration induction member 20 to improve the friction force to gradually reduce the entry speed of the vehicle When the vehicle hits the shock absorbing means 10, the shock is alleviated, and when the entry speed is low, the vehicle is configured to stop the vehicle without hitting the shock absorbing means 10.

In addition, the present invention is configured to gradually decrease the width of the spacer 26 toward the buffer means 10 in order to more surely lower the entry speed of the vehicle.

That is, the width of the spaced part 26 formed at the other end 23 of the deceleration inducing member 20 is referred to as a first width 261, and one end 21 of the deceleration inducing member 20, that is, the buffer means. When the width of the portion located at (10) is referred to as the second width 263, the first width 261 is configured to be larger than the second width 263.

Therefore, when the tire of the vehicle enters the spacer 26, the width of the tire is greater than the width of the spacer 26 at any point according to the size of the tire of the vehicle by the gradually decreasing spacer 26. If it is, the interference is generated, thereby having a feature that can completely brake the vehicle.

In addition, there is a difference in braking point according to the type of tire of the vehicle, and since the restriction does not occur, the versatility is improved.

3 and 4 show a second embodiment according to the present invention,

The second embodiment is the first embodiment in that one end 21 of the deceleration inducing member 20 is not fixed to the shock absorbing means 10 and is configured to perform a seesaw motion by the hinge means 30. This is different from the example.

That is, the hinge shaft 31 is formed in the deceleration inducing member 20, and the pillar member 33 forming the hinge coupling portion 35 at the end is upright in the ground, and the hinge coupling portion 35 is upright. As the hinge shaft 31 is coupled, the deceleration inducing member 20 is configured to perform a seesaw movement based on the hinge shaft 31.

In addition, the cross-sectional shape of the deceleration inducing member 20, whether the friction increasing member 27 provided in the deceleration inducing member 20 and the shape of the spacer 26 is made the same as in the first embodiment, Detailed description thereof will be omitted.

Therefore, when the vehicle enters, as in the first embodiment, the speed of the vehicle is gradually lowered. At this time, when the vehicle passes through the hinge shaft 31, one end 21 of the deceleration inducing member 20 depends on the weight of the vehicle. This will descend.

That is, when the speed of entry of the vehicle is very fast, the vehicle is prevented from rising along the slope formed by the deceleration inducing member 20, thereby preventing the occurrence of a large accident.

Furthermore, at this time, the other end 23 of the deceleration inducing member 20 may be threatened to the rear vehicle. In order to prevent this, the other end 23 of the deceleration inducing member 20 is connected to the ground. The finishing member 29 is provided.

At this time, the finishing member 29 is provided with a restoring portion 291 made of a plurality of corrugated portion shape, by configuring the restoring portion 291 to have an elastic force and elasticity, when the accident vehicle is settled naturally As the other end 23 of the deceleration guide member 20 descends to the ground, the operator does not need to perform separate maintenance work,

By constructing the deceleration inducing member 20 provided in the first and second embodiments as a pipe, even after the collision, the deceleration inducing member 20 is broken, it is easy to replace and can also reduce the replacement cost Has an effect.

In addition, the buffer means 10 or the deceleration inducing member 20 or both of the surface of the light emitting means (not shown) having a fluorescence or luminous function, or a self-luminous function is further provided for the driver to easily recognize at night. It is desirable to be made so that.

In addition, in the above description of the present invention with reference to the accompanying drawings, a vehicle collision buffer having a specific shape, structure and configuration, but mainly described in the present invention various modifications, changes and substitutions by those skilled in the art, such modifications, Modifications and substitutions should be construed as falling within the protection scope of the present invention.

Claims

Shock absorbing means provided at the end of the separator;

One end is provided in the shock absorbing means and the other end is inclined downward in front of the shock absorbing means so as to be located on the ground, and a plurality of deceleration guide members are provided to form a spaced part from each other.

When the vehicle enters the vehicle, the vehicle climbs up the deceleration inducing member, thereby reducing the speed of entry of the vehicle by the frictional force between the lower portion of the vehicle and the deceleration inducing member closely contacted thereto.

Spacer formed between the plurality of deceleration induction members, the vehicle shock absorber, characterized in that the width is reduced toward the direction of the buffer means from the ground.
The method of claim 1,

Curved portion is formed on the upper surface of the deceleration inducing member, the vehicle collision buffer device, characterized in that the friction increase member is provided on the curved portion.
The method of claim 1,

Hinge means including a hinge shaft provided in the deceleration guide member and a support member provided on the ground and having a hinge coupling portion hinged to the hinge shaft; Is equipped with more,

And a vehicle enters the deceleration inducing member, and the deceleration inducing member moves on a seesaw by the weight of the vehicle.
The method of claim 3, wherein

The other end of the deceleration induction member is a vehicle shock absorber, characterized in that the closing member is provided with the ground.