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WO2014171672A1 - Dispositif d'absorption de choc d'extrémité de rail de protection - Google Patents

Dispositif d'absorption de choc d'extrémité de rail de protection Download PDF

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Publication number
WO2014171672A1
WO2014171672A1 PCT/KR2014/003137 KR2014003137W WO2014171672A1 WO 2014171672 A1 WO2014171672 A1 WO 2014171672A1 KR 2014003137 W KR2014003137 W KR 2014003137W WO 2014171672 A1 WO2014171672 A1 WO 2014171672A1
Authority
WO
WIPO (PCT)
Prior art keywords
fastening hole
open
connection flange
guardrail
rail
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/KR2014/003137
Other languages
English (en)
Korean (ko)
Inventor
황용순
김건태
남경우
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SHINDO INDUSTRY Co Ltd
Original Assignee
SHINDO INDUSTRY Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by SHINDO INDUSTRY Co Ltd filed Critical SHINDO INDUSTRY Co Ltd
Priority to EP14786109.0A priority Critical patent/EP2987914A4/fr
Publication of WO2014171672A1 publication Critical patent/WO2014171672A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E01F15/143—Protecting devices located at the ends of barriers

Definitions

  • the present invention relates to a guardrail end shock absorbing device, and more particularly, to a guardrail end shock absorbing device adapted to absorb a shock when a vehicle collides with the end of the guardrail.
  • the guardrail assembly is called a protective fence and is installed along the center line of the road or along the edge of the road to prevent the vehicle from leaving the lane or leaving the road.
  • a protective fence installed along the center line of the road or along the edge of the road to prevent the vehicle from leaving the lane or leaving the road.
  • the guardrail assembly installed for the safety of the vehicle, there are many cases where the vehicle is damaged and human injury occurs.
  • the end of the guardrail assembly is In some cases, the car enters the vehicle and directly injuries the occupants.
  • the Republic of Korea Patent Registration 10-912464 has a plurality of length grooves formed on the body stop of the guard rail, and provided with a shock absorber for absorbing the impact energy when the vehicle collides in the longitudinal direction at the side ends of the guard rail, And a support fixed to the guard rail through the block-out and accommodating therein the first and second fitting members having a structure capable of being separated up and down.
  • the strut is composed of the upper column and the lower part of the circular pipe, and the side cable is reinforced by using the connecting cable.
  • the shock absorbing method includes a plurality of longitudinal grooves in the guard rail, and when the frontal collision is received, the guard rail is buckled and the collision energy is dissipated. That is, the plastic deformation of the guard rail is used.
  • the flanges for coupling the upper and lower circumferences are combined in a dovetail structure in the struts having a structure that can be separated up and down, so that the brake away occurs by separating in the front collision direction and in the side collision direction.
  • the dovetail structure of the flange is difficult to process and expensive, the guardrail is easily bent during side impact due to the plurality of length grooves formed in the guard rail, the maximum impact deformation distance is more than the prescribed value The problem may be caused.
  • the struts are constructed so that the struts are not separated from the top and bottom, and the connecting cable is placed in a structure in which the guard rail is connected between the struts to reinforce the side collision.
  • the collision head is pushed in when the frontal collision is received, and the guard rail is flattened and rolled up by the inner curved structure of the collision head to be pushed in the driving direction of the vehicle to dissipate the collision energy.
  • the props use a rectangular wooden or steel I-beam, which has a cross-sectional coefficient of material dynamics that is more than five times the strength in the frontal and lateral collisions. Breakaways are generated by breaking or bending the props, and breakaways are not generated due to high strength in side collisions.However, when the props are broken or bent due to a car collision, the broken props are pulled out and a new prop is placed on the ground. There was a troublesome problem to do.
  • An object of the present invention is to solve a conventional problem as described above, and to support a lower portion of a support on which a guard rail is mounted to achieve shock absorption with frictional force generated when a plurality of guard rails are sequentially moved due to a collision.
  • the upper and lower supports are firmly fixed at normal times, but are separated in the event of a frontal collision if they are subjected to a certain amount of force.
  • Another object of the present invention is to allow the separated upper column to move smoothly when the separation between the upper column and the lower column.
  • Another object of the present invention is to allow the movement of the separated upper column to occur along the correct trajectory.
  • Yet another object of the present invention is to make it easier to fix the lower column to the ground.
  • Still another object of the present invention is to increase the shock absorption due to friction between the spacer bar and the guard rail.
  • the present invention consists of a lower column is installed on the ground and the upper column is fastened to the upper portion fastened to the upper portion of the lower column and a plurality of struts are installed at predetermined intervals; And guard rails which are installed at both ends of the upper column adjacent to each other and sequentially installed so as to move with respect to an adjacent upper column together with one upper column, a first connection flange provided at an upper end of the lower column, and the first connection flange.
  • a second connection flange coupled to the second connection flange separated from the first connection flange by an external impact, and one end of the first connection flange has a second connection flange of the upper column which is separated and moved by an external impact from an adjacent strut;
  • the guiding guide is inclined toward the ground.
  • the first connection flange and the second connection flange are formed to be inclined upward in a direction in which the upper support is separated from the lower support by an external impact and moved.
  • the lower column is buried in the ground is installed.
  • the lower column is provided with a fixing plate is fixed by the anchor bolt on the ground.
  • the guard rails are installed in rows along one side of the upper pillars, and connecting cables are installed so that ends are connected to the first upper pillar and the second upper pillar, respectively.
  • the guard rails are installed in rows along both sides of the upper pillars.
  • the guard rail is mounted to the upper circumference using a rail bracket, in which the end of the guard rail with the fastening holes is positioned first, and the end of the guard rail with the rail slot is located therein, so that the first spacer bar
  • the third fastening hole is fastened through the first spacer bar, the rail long hole, the fastening hole, and the mounting hole of the rail bracket.
  • the guard rail is installed on the outside of the one at the front end, and the second spacer bar is in close contact with the surface of the outer guard rail by a third fastening hole that simultaneously passes through the rail holes of these guard rails.
  • the close contact bracket to which the sphere is fastened is in close contact with the inner surface of the inner guard rail.
  • the first spacer bar is installed on the outer surface of the guard rail in which the rail hole is formed, and the first spacer bar extends to have a predetermined angle at both ends, and is elastically deformed.
  • the third fastening member is in close contact with the outer surface of the guard rail.
  • An interlocking jaw is further formed at the rear end of the guard rail such that the first and second spacer bars are guided toward the inner surface of the guard rail when the guard rail moves.
  • a first opening fastening hole is formed in the first connection flange to be opened to the edge of the first connection flange, the second connecting flange is open to the edge of the second connection flange at a position corresponding to the first open fastening hole Two open fastening holes are formed and the first fastening holes are fastened through the first and second open fastening holes to fasten the first and second connection flanges.
  • the first and second open fastening holes are formed to be opened toward the side collision direction edges of the edges of the first and second connection flanges.
  • the first and second open fastening holes extend inclined with respect to the moving direction of the upper circumference and open to edges of the first and second connection flanges, and the first open fastening hole is formed with a first guide inclined surface.
  • the two fastening holes are formed such that the second guide slope is inclined opposite to the first guide slope.
  • the first open fastening hole is open so that its center is exposed when viewed from the edges of the first and second connection flanges, and the second open fastening hole is visible at the edges of the first and second connecting flanges. It is opened so that the blocking opening is formed in the second open fastening hole which is a position corresponding to the open position of the first open fastening hole.
  • the first open fastening hole is opened so that its center is not visible at the edges of the first and second connection flanges, and the second open fastening hole is exposed when its center is seen at the edges of the first and second connecting flanges.
  • An opening is formed, and a blocking protrusion is formed in the first open fastening hole, which is a position corresponding to the open position of the second open fastening hole.
  • the upper column is installed at the upper end of the lower column fixed to the ground, the upper column is detachable when a frontal collision occurs at the end of the guard rail with respect to the lower column to the relative movement between the spacer bar and the guard rail. While the collision energy is absorbed by the frictional force caused by the frictional force, when the side collision occurs in the guard rail, the upper and lower pillars are not separated so that the vehicle does not escape from the road, so that the function of the guard rail end shock absorber is properly exhibited. There is.
  • the first and second connection flanges of the upper and lower pillars are formed to be inclined so as to have a predetermined upward inclination with respect to the ground in a direction in which the upper pillars are separated and moved. Since the movement of is not impeded, there is an effect that the operation of the shock absorber more smoothly.
  • the lower support does not interfere with the movement of the upper upper support when the front upper support moves by placing the guide portion on the first connection flange, there is also an effect of smoothly operating the shock absorbing device.
  • all the third fastening holes penetrating the spacer bar pass through the rail holes of the guard rail installed on the outside, so that the area of the guard rails overlapping each other by the spacer bar is increased, so that the shock absorbing ability is further increased. There is a big effect.
  • FIG. 1 is a perspective view showing the configuration of a preferred embodiment of the guardrail end shock absorbing device according to the present invention.
  • Figure 2 is a plan view showing the assembled state of the collision head and the connecting cable in the embodiment shown in FIG.
  • FIG. 3 is a plan view showing the configuration of the upper flange and the lower flange used in the embodiment shown in FIG.
  • Figure 4 is a perspective view showing the configuration of the guardrail used in the embodiment shown in FIG.
  • Figure 5 is an exploded perspective view showing a configuration for fixing the guard rail to the support in the embodiment shown in FIG.
  • Figure 6 is an operating state showing that the upper and lower flanges in the embodiment shown in FIG.
  • FIG. 7 is an operating state diagram illustrating a state in which the end shock absorbing device is operated because the vehicle collides with the guardrail end shock absorbing device in the embodiment shown in FIG. 1;
  • FIG. 7 is an operating state diagram illustrating a state in which the end shock absorbing device is operated because the vehicle collides with the guardrail end shock absorbing device in the embodiment shown in FIG. 1;
  • FIG. 8 is an operation state view showing a state in which the end impact absorbing device is operated in a vehicle front collision with the guardrail end shock absorbing device in the embodiment shown in FIG.
  • FIG. 9 is a perspective view showing the configuration of another embodiment of the present invention.
  • FIG. 10 is a plan view showing the configuration of the embodiment shown in FIG.
  • Figure 11 is an exploded perspective view showing that the guardrail is coupled to the support in the embodiment shown in FIG.
  • FIG. 12 is a perspective view showing a state in which the collision head is mounted in the embodiment shown in FIG.
  • Figure 13 is a perspective view showing the configuration of another embodiment of the present invention.
  • FIG. 14 is a perspective view showing the configuration of another embodiment of the present invention.
  • 15 is a perspective view showing the configuration of another embodiment of the present invention.
  • 16 is a perspective view showing the configuration of another embodiment of the present invention.
  • FIG. 17 is a plan view showing the distal end of the embodiment shown in FIG.
  • FIG. 18 is an exploded perspective view showing that the guardrail is fixed to the support and the spacer bar is coupled to the guardrail in the embodiment shown in FIG.
  • FIG. 19 is a perspective view showing a state in which the collision head is mounted in the embodiment shown in FIG.
  • a strut 10 is installed on the ground 1.
  • the strut 10 is installed on the central separator or the roadside ground 1.
  • the strut 10 is divided into a lower support 11 and an upper support 12.
  • the lower support 11 is mostly installed on the ground 1, and the upper support 12 is connected to the lower support 11 to protrude upward.
  • the lower support 11 and the upper support 12 is in the shape of a cylindrical shape, but is not necessarily so.
  • the support 10 may have a polygonal cross section, a C-shaped pipe, an H beam, or the like.
  • the lower support 11 is provided with an anti-rotation plate 13 to protrude on its outer surface.
  • the anti-rotation plate 13 is embedded in the ground and serves to prevent the lower column 11 from rotating when a frontal collision occurs.
  • the anti-rotation plate 13 is disposed in pairs at positions symmetrical among the outer surfaces of the lower column 11 in this embodiment.
  • the side collision here means that the vehicle collides with the outer surface of the guard rail 30 of the guard rail end shock absorber.
  • the frontal collision refers to the collision of the vehicle in the longitudinal direction of the guard rail 30 at the end of the guard rail 30.
  • the upper end of the lower column 11 is provided with a first connection flange 14.
  • the first connecting flange 14 has a plate shape and protrudes more than an outer surface of the lower support 11 at an upper end of the lower support 11.
  • a first open fastening hole 15 is formed in the first connection flange 14.
  • the first open fastening hole 15 is a portion through which the first fastening hole 19 to be described below passes.
  • Four first open fastening holes 15 are formed at both ends of the first connection flange 14. However, the number of the first open fastening holes 15 depends on the design conditions.
  • the first open fastening hole 15 is formed at both ends of the first connection flange 14 in this embodiment, but may be formed only at one end of the first connection flange 14.
  • the first open fastening hole 15 is formed to be open to one side, the opening direction of the first open fastening hole 15 is a direction orthogonal to the direction facing the adjacent strut 10, that is, the side collision direction.
  • First opening slopes 15 ′ are formed at portions where the first open fastening holes 15 are opened.
  • the first guide slope 15 ' is formed such that its extending direction is inclined at a predetermined angle with respect to the frontal collision direction.
  • a second connection flange 16 is provided below the upper column 12.
  • the second connection flange 16 has the same shape as the first connection flange 14.
  • the first and second connection flanges 14 and 16 are not necessarily made in the same shape.
  • a second open fastening hole 17 is formed in the second connection flange 16 at a position corresponding to the first open fastening hole 15. It is preferable that the centers of the first open fastening holes 15 and the second open fastening holes 17 coincide with each other.
  • the second open fastening hole 17 is also opened to one side. Unlike the first open fastening hole 15, the center of the second open fastening hole 17 is based on an edge of the second connection flange 16. As viewed from the side, it is open so that it is not visible in the side collision direction or the front collision direction.
  • the first open fastening hole 15 is opened so that its center is visible at the edge of the first connection flange 15 in the side collision direction.
  • the opening direction of the second open fastening hole 17 is also inclined with respect to the frontal collision direction, and the second guide slope 17 'is inclined along one side of the opening part.
  • the inclination direction of the second guide slope 17 ' is opposite to the inclination direction of the first guide slope 15'.
  • the second open fastening hole 17 is configured so that the center thereof is not directly visible when viewed from the edge of the second connection flange 16, by being so configured to block each of the second open fastening hole 17
  • the protrusion 18 is formed.
  • the blocking protrusion 18 prevents the second opening fastening hole 17 from directly opening in the side collision direction of the second connection flange 16 so that when the side collision occurs, the first fastening hole 19 is closed. It serves to hold the first and second connection flanges (14, 16) to prevent relative movement.
  • the first and second connection flanges 14 and 16 are fastened by the first fasteners 19.
  • the first fastener 19 include bolts and nuts.
  • the first fastener 19 may, for example, simultaneously penetrate the first open fastening hole 15 of the first connection flange 14 and the second open fastening hole 17 of the second connection flange 16. Is installed. In this embodiment, a total of four first fasteners 19 are used to fasten the first and second connection flanges 14 and 16.
  • the support 10 is provided with a rail bracket 20, as can be seen in Figures 4 and 5, and the like. More precisely, a rail bracket 20 for mounting the guard rail 30 to be described below is installed at the upper end of the upper column 12. Mounting holes 22 are formed in the rail bracket 20.
  • the rail bracket 20 has a substantially 'c' shape when viewed in plan view in this embodiment such that the guard rail 30 to be described below is mounted at a position away from the outer surface of the upper column 12 by a predetermined distance. do.
  • the rail bracket 20 is mounted to the connector 24 fastened to the upper column 12 in this embodiment.
  • the rail bracket 20 is mounted to the connector 24, and the connector 24 is fastened to the upper column 12 by both of the second fastening holes 26.
  • the second fastening holes 26 employ bolts and nuts.
  • the guard rail 30 is provided along only one side end of the support 10
  • the rail bracket 20 is only on one side of the support 10
  • the guard rail Since the rail bracket 20 is on both sides of the support, the rail brackets 20 are also on both sides of the support.
  • the guard rail 30 is a substantially rectangular plate made long in one direction.
  • the guardrail 30 is formed in parallel with the long portion 31 and the valley 32 in the longitudinal direction to reinforce its strength.
  • the configuration in which the peak portion 31 and the valley portion 32 are alternately formed is opposite to each other on both surfaces of the guard rail 30.
  • a fixing fastening hole 33 is formed at one end of the guard rail 30.
  • two fixing fastening holes 33 are formed, and the number may be two or more.
  • the rail long hole 35 is formed in a slot shape along the center in the width direction of the guard rail 30 in the longitudinal direction. As shown in FIG. 4, the rail holes 35 are formed in almost all regions except for both ends in the longitudinal direction of the guard rail 30.
  • the rail slot 35 is intended to allow the guard rail 30 to move relative to the strut 10 to which the front collision is applied. That is, when the third fastener 38 to be described below, which fastens the guard rail 30 to the rail bracket 20, penetrates the rail slot 35, the third fastener 38 is attached.
  • the guard rail 30 can move by a force or more than a predetermined force even when fastened to the rail bracket 20 of the support 10.
  • Connection rail fastening holes 37 for fastening the collision head 40 to be described below are formed at the end of the guard rail 30.
  • the connecting rail fastening hole 37 is formed only to be used at the end of the guard rail 30, a total of four are formed in one pair on both sides.
  • the number of the connection rail fastening hole 37 is not necessarily limited to that shown in this embodiment.
  • Two or more connecting rail fastening holes 37 are formed at one end of the guard rail 30. This is to firmly fix the collision head 40 without flow.
  • a third fastening hole 38 is used, and the third fastening hole 38 connects the spacer bar 39 to the outer surface of the guard rail 30. Tighten in position. That is, the third fastener 38 has the spacer bar 39, the rail slot 35 of one guard rail 30, the fastening hole 33 of the other guard rail 30, and the rail bracket 20. Fastening through the mounting hole (28). Bolts and nuts may also be used as the third fastening holes 38.
  • the spacer bar 39 serves to press while allowing the fastening force of the third fastener 38 to act uniformly in a wider area on the guard rail 30.
  • the spacer bar 39 may have a substantially rectangular plate shape and may have a portion extending at a very small inclination angle at both ends thereof to be in close contact with the outer surface of the guard rail 30 in a slightly elastic state.
  • Two through-holes are also formed in the spacer bar 39.
  • a plurality of pillars 10 are used, and guard rails 30 are mounted on both sides of the pillar 10, respectively, and a plurality of guard rails 30 are used.
  • the inner surface of one side guardrail 30 should be disposed so as to rest on the outer surface of the next guardrail 30.
  • the plurality of guard rails 30 on one side may be finally stacked one by one.
  • it may be arranged so that the outer surface of the guard rail 30 on one side is seated on the inner surface of the next guard rail 30.
  • the collision head 40 is attached to a portion corresponding to the tip of the apparatus of the present invention to prevent the tip of the guard rail 30 from penetrating into the vehicle by widening the collision surface when the vehicle collides.
  • the collision head 40 is provided with a collision plate 41.
  • the impingement plate 41 is attached to a position corresponding to the widthwise center portion of the rear surface of the impingement plate 41 at the end of the guard rail 30.
  • the nose part 42 is installed in the front surface of the impingement plate 41.
  • the nose portion 42 is made of an arc-shaped high density PE plate, the nose portion 42 is to reduce the psychological burden of the driver and to improve the appearance.
  • connection rail 44 for connection with the guard rail (30).
  • the cross-sectional configuration of the connecting rail 44 is the same as the configuration of the guard rail (30). This is to allow the connection rail 44 to be partially overlapped and connected to the guard rail 30.
  • a fastening hole 45 through which the fourth fastening hole 47 can penetrate the connection rail 44 is formed at a position corresponding to the connection rail fastening hole 37 to use the fourth fastening hole 47.
  • the fourth fastener 47 is fastened through the fastening hole 45 and the connection rail fastening hole 37 to fasten the connection between the connection rail 44 and the guard rail 30.
  • the connecting rail 44 is also fastened to the rail bracket 20 in the support 10 together with the first guard rail 30 by using the third fastener 38 and the spacer bar 39.
  • connection cable 50 is provided to connect between the first support 10 and the second support 10.
  • the connecting cable 50 is made of a steel wire rope, it is used to reinforce the resistance to side impact. Both ends of the connection cable 50 is provided with a connection ring 51, respectively.
  • the connecting ring 51 is formed in a closed curve shape at both ends of the connecting cable 50, respectively.
  • a cable bracket 52 is installed at one side of the first support 10 for installation of the connection cable 50.
  • the connecting ring 51 on one side of the connecting cable is hooked to the cable bracket 52.
  • the sleeve 54 is fixed to the rail bracket 20 by welding on the second support 10, and an eye bolt 56 is installed through the sleeve 54.
  • One end of the eye bolt 56 has a connection ring 57, the other end of the connection cable 50 is walked.
  • the nut 58 is fastened to the other end of the eye bolt 56 while the eye bolt 56 penetrates the sleeve 54.
  • the tension of the connection cable 50 is adjusted according to the position where the nut 58 is fastened to the eye bolt 56.
  • struts 110 are provided on the ground 1 at predetermined intervals in a row.
  • the support 110 is composed of a lower support 111 is buried in the ground and the upper support 112 is coupled to the upper end of the lower support 112.
  • the guard rail 130 is installed along both sides of the support (110).
  • two connection rails 144 are provided on the rear surface of the collision plate 141 of the collision head 140. This is because guard rails 130 are provided at both sides of the upper column 112, respectively.
  • the structure in which the guard rail 130 is installed in the support 110, the structure in which the guard rails 130 are arranged, and the like are almost the same as in the above-described embodiment.
  • the guard rails 130 are disposed on both sides of the support 110 in the case where the guard rails 130 are installed along the center line of the road, or when the road side requires a relatively high grade.
  • the connection cable may not be used.
  • FIG. 13 a configuration of another embodiment of the present invention shown in FIG. 13 will be described.
  • the components corresponding to the above-described embodiments are denoted by 200 units, and only the main components will be described.
  • the lower plate 211 has a fixing plate 122 '.
  • the fixing plate 122 ′ serves to fix the lower column 211 to the ground. That is, it is not necessary to dig the ground in order to install the lower column 211 on the ground by fixing the fixing plate 122 'using the anchor bolt on the ground.
  • first connection flange 214 installed on the lower support 211 and the second connection flange 216 provided on the upper support 212 are inclined with respect to the ground. That is, the first connection flange 214 is installed to be inclined with respect to the height direction of the lower support 211 at the upper end of the lower support 211, the second connecting flange 216 is the lower end of the upper support 212 It is installed to have the same slope as the first connection flange 214.
  • the inclination of the first connection flange 214 and the second connection flange 216 is formed to be inclined upward in the direction in which the upper support 212 is moved in the event of a frontal collision. This is to ensure that when the upper column 212 is moved, it is not disturbed by an object protruding from the ground near the support 210.
  • a guide part 214 ' is formed at an end of the first connection flange 214 at a relatively low position.
  • the guide part 214 serves to guide the second connection flange 216 of the upper support 212 that is moved when another adjacent upper support 212 is moved at the time of frontal collision. That is, the second connection flange 216 of the upper column 212 to be moved is to be easily moved onto the first connection flange 214 of the lower column 211 is fixed to the ground without being caught in other parts. .
  • first connection flange 314 at the upper end of the lower support 311 embedded in the ground, and the guide portion 314 ′ protrudes from the first connection flange 314.
  • the guide part 314 ′ has a second connection flange 316 in the upper support 312 which is moved to the upper part of the first connection flange 314 when the adjacent upper support 312 is moved during a frontal collision. To be guided. By guiding the second connection flange 316 in the upper column 312 that is moved in this way, the movement of the upper column 312 is more smoothly.
  • the guide portion 314 ′ is formed to be inclined downward toward the adjacent support 310. That is, it is integrally formed at one end of the first connection flange 314 and is bent downwardly toward the adjacent support 310.
  • the first connection flange 314 is installed parallel to the ground.
  • FIG. 15 shows another embodiment of the present invention.
  • the components corresponding to the embodiments described above are denoted by 400 units, and only the main components will be described.
  • the lower column 411 constituting the support 410 is installed on the ground by the fixing plate 411 '. That is, the lower column 411 is fixed to the ground by anchor bolts without being embedded in the ground. To this end, the lower plate 411 has a fixed plate 41 ′′ integrated therein.
  • a first connection flange 414 is disposed on an upper end of the lower support 411, and a guide part 414 ′ protrudes from the first connection flange 414.
  • the guide portion 414 ′ has a second connection flange 416 in the upper column 412 which is moved to the upper portion of the first connection flange 414 when the adjacent upper column 412 is moved during a frontal collision. To be guided. By guiding the second connection flange 416 in the upper column 412 which is moved in this way, the upper column 412 is more smoothly moved.
  • the guide portion 414 ′ is formed to be inclined downward toward the adjacent support 410. That is, the first connection flange 414 is integrally formed at one end and is bent downwardly toward the adjacent support 410. In the present embodiment, the first connection flange 414 is installed in parallel with the ground.
  • the strut 510 is installed on the ground 1.
  • the strut 510 is installed on the central separator or the roadside ground 1.
  • the support 510 is divided into a lower support 511 and an upper support 512.
  • the lower support 511 is mostly installed on the ground 1, and the upper support 512 is connected to the lower support 511 to protrude upward.
  • the lower support 511 and the upper support 512 is in the shape of a cylindrical shape, but is not necessarily so.
  • the support 510 may have various shapes such as a polygonal cross section, a C-shaped tube, and an H beam.
  • a first connection flange 514 is provided at an upper end of the lower column 511.
  • the first connection flange 514 protrudes from the outer surface of the lower column 511 at the upper end of the lower column 511 in a plate shape.
  • a guide portion 514 ′ protrudes from the tip of the first connecting flange 514.
  • the guide portion 514 ′ has a second connection flange 516 in the upper support 512 which is moved to the upper portion of the first connection flange 514 when the adjacent upper support 512 is moved during a frontal collision. Is smoothly guided to the upper surface of the first connecting flange 514.
  • a first open fastening hole 515 is formed in the first connection flange 514.
  • the first open fastening hole 515 is a portion through which the first fastener 519 to be described below passes.
  • Four first open fastening holes 515 are formed at two ends of the first connection flange 514. However, the number of the first open fastening holes 515 depends on the design conditions.
  • the first open fastening hole 515 is formed at both ends of the first connection flange 514 in this embodiment, but may be formed only at one end of the first connection flange 514.
  • the center of the first open fastening hole 515 is open so as not to be seen in the side collision direction when viewed from the edge of the first connection flange 514.
  • the opening direction of the first open fastening hole 515 is inclined with respect to the front collision direction, the first guide inclined surface 515 'is inclined along one side of the opening portion.
  • the first open fastening hole 515 is configured so that the center thereof is not directly visible when viewed from the edge of the first connection flange 514, by this configuration, the first opening fastening hole 515, respectively, blocking projections ( 515 ").
  • the blocking protrusion 515" prevents the first open fastening hole 515 from directly opening in the side impact direction of the first connection flange 514, so that a side collision occurs.
  • the first fastener 519 serves to hold the first and second connection flanges 514 and 516 so as not to move relative to each other.
  • a second connection flange 516 is provided below the upper column 512.
  • the second connection flange 516 has the same shape as the first connection flange 514.
  • the first and second connection flanges 514 and 516 are not necessarily formed in the same shape.
  • a second open fastening hole 517 is formed at a position corresponding to the first open fastening hole 515 in the second connection flange 516.
  • the centers of the first open fastening hole 515 and the second open fastening hole 517 may coincide with each other.
  • the second open fastening hole 517 is also opened to one side, unlike the first open fastening hole 515, the center of the second open fastening hole 517 is based on an edge of the second connection flange 516. As seen from the side, it is open to be seen from the side collision direction.
  • the opening direction of the second open fastening hole 517 is also inclined with respect to the frontal collision direction, and the second guide slope 517 'is inclined along one side of the opening part.
  • the inclination direction of the second guide slope 517 ' is opposite to the inclination direction of the first guide slope 515'.
  • the second open fastening hole 517 is formed to be open to one side, the opening direction of the second open fastening hole 517 is a direction orthogonal to the direction facing the adjacent strut 510, that is, the side collision direction.
  • the configuration of the first open fastening hole 515 formed in the first connection flange 514 and the second open fastening hole 517 formed in the second connection flange 516 is in the opposite position to the case of the embodiment shown in FIG. That is, in this embodiment, the configuration of the first open fastening hole 15 and the second open fastening hole 517 of the embodiment shown in FIG. 1 is the same, and the second open fastening hole of the embodiment shown in FIG. 17) and the first open fastening hole 515 has the same configuration.
  • the open fastening holes 515 and 517 may be formed in any one of the first and second connection flanges 514 and 516. The same is true for the embodiments throughout the present specification.
  • the first and second connection flanges 514 and 516 are fastened by the first fastening holes 519.
  • the first fastener 519 include a bolt and a nut.
  • the first fastening hole 519 penetrates through the first open fastening hole 515 of the first connection flange 514 and the second open fastening hole 517 of the second connection flange 516 simultaneously. Is installed.
  • a total of four first fasteners 519 are used to fasten the first and second connection flanges 514 and 516.
  • the support 10 is provided with a rail bracket 520. More precisely, a rail bracket 520 for mounting the guard rail 530 to be described below is installed at the upper end of the upper column 512.
  • the rail bracket 520 has a mounting hole 522 is formed.
  • the rail bracket 520 has a substantially 'c' shape when viewed in plan view in this embodiment such that the guard rail 530 to be described below is mounted at a position away from the outer surface of the upper column 512. do.
  • the rail bracket 520 is mounted to the connector 524 fastened to the upper column 512 in the present embodiment.
  • the rail bracket 520 is mounted to the connector 524 and the connector 524 is fastened to the upper column 512 by the second fastener 526.
  • the bolts and nuts are employed as the second fastening holes 526.
  • the guard rail 530 is provided along both ends of the support 510. Therefore, the rail bracket 520 is also on both sides of the support 510.
  • the guard rail 530 is a substantially rectangular plate made long in one direction.
  • the guard rail 530 is formed in parallel with the ridge 531 and the valley 532 in the longitudinal direction in order to reinforce its strength.
  • the configuration in which the peaks 531 and the valleys 532 are alternately formed is opposite to each other on both surfaces of the guard rail 530.
  • a fixed fastening hole 533 is formed at one end of the guard rail 530.
  • two fixing fastening holes 533 are formed, respectively, and the number may be two or more.
  • the fastening hole 533 is for fastening the guard rail 530 to the support 510 using the third fastener 538 to be described below.
  • the rail long hole 535 is formed in a slot shape along the center in the width direction of the guard rail 530 in the longitudinal direction. As shown in FIG. 18, the rail holes 535 are formed in almost all regions except for both ends in the longitudinal direction of the guard rail 530.
  • the rail slot 535 is to allow the guard rail 530 to move relative to the strut 510 is connected when a frontal collision is applied. That is, when the third fastening hole 538 to be described below, which fastens the guard rail 530 to the rail bracket 520, passes through the rail slot 535, the third fastening hole 538.
  • the guard rail 530 may move by a force or more than a predetermined force even when fastened to the rail bracket 520 of the support 510.
  • an interlocking jaw 536 is formed at a position corresponding to the rail long hole 535.
  • the interlocking jaw 536 enters the inner surface of the guard rail 530 to which the spacer bars 539 and 539 'at the rear end are moved so that the movement of the guard rail 530 is smooth. It plays a role.
  • Connection rail fastening hole 537 for fastening the collision head 540 which will be described below is formed at the tip of the guard rail 530. As shown in FIG. 18, the connection rail fastening holes 537 are formed only at the ends of the guard rails 530, and a total of four pairs of pairs are formed at both ends of one end. Of course, the number of the connection rail fastening hole 537 is not necessarily limited to that shown in this embodiment. Two or more connecting rail fastening holes 537 may be formed at one end of the guard rail 530. This is to firmly fix the collision head 540 without flow.
  • a third fastening hole 538 is used to mount the guard rail 530 to the support 510, and the third fastening hole 538 moves the first spacer bar 539 of the guard rail 530. It is fastened in the state located on the outer surface. That is, the third fastener 538 is the first spacer bar 539, the rail slot 535 of the outer guard rail 530, the fastening hole 533 of the inner guard rail 530 and the rail bracket It is fastened through the mounting hole 528 of 520. Bolts and nuts may also be used as the third fastening holes 538.
  • a second spacer bar 539 ' is provided adjacent to the first spacer bar 539.
  • the second spacer bar 539 ′ is located at the rear end relative to the adjacent first spacer bar 539, ie opposite the collision head 540, which will be described below.
  • the third fastening holes 538 penetrating the second spacer bar 539 ' may include the second spacer bar 539', the rail slot 535 of the outer guard rail 530, and the inner guard rail 530. It passes through the rail hole 535 and is fastened to the close contact bracket 539 ".
  • the close contact bracket 539 ′′ has a shape corresponding to a part of the inner surface of the guard rail 530, and is installed in close contact with the inner surface of the guard rail 530.
  • a fastening hole 539 s is formed in the close contact bracket 539 ′′ to fasten the third fastening hole 538.
  • the spacer bars 539 and 539 ′ serve to press the fastening force of the third fastening holes 538 uniformly to a wider area of the guard rail 530.
  • the spacer bars 539 and 539 ' have a substantially rectangular plate shape, and portions extending from both ends to have a very small inclination angle may be in close contact with the outer surface of the guard rail 530 in a slightly elastic state.
  • Two through holes are also formed in the spacer bars 539 and 539 'so that the third fastening holes 538 penetrate through the spacer bars 539 and 539'.
  • a plurality of struts 510 are arranged and used in a row, and a plurality of guard rails 530 are mounted on both sides of the strut 510 to use a plurality of guard rails 530.
  • the inner surface of the one guard rail 530 should be disposed to be seated on the outer surface of the next guard rail 530.
  • a plurality of guard rails 530 on one side may be finally stacked in sequence.
  • it may be arranged so that the outer surface of the guard rail 530 on one side is seated on the inner surface of the next guard rail 530.
  • the collision head 540 is attached to a portion corresponding to the tip of the apparatus of the present invention to prevent the tip of the guard rail 530 from penetrating the vehicle by widening the collision surface when the vehicle collides.
  • the collision head 540 is provided with a collision plate 541.
  • the impingement plate 541 is attached to a position corresponding to the widthwise center portion of the rear surface of the impingement plate 541 at the end of the guard rail 530.
  • the nose part 542 is provided on the front surface of the collision plate 541.
  • the nose portion 542 is made of an arc-shaped high density PE plate, the nose portion 542 is intended to reduce the psychological burden of the driver and improve the appearance.
  • connection rail 544 for connecting to the guard rail 530 is provided on the rear surface of the collision plate 541.
  • the cross-sectional configuration of the connection rails 544 is the same as the configuration of the guard rail 530. This is to allow the connection rail 544 to be overlapped and connected to the guard rail 530.
  • a fastening hole 545 through which the fourth fastening hole 547 penetrates the connection rail 544 is formed at a position corresponding to the connection rail fastening hole 537 to use the fourth fastening hole 547.
  • the fourth fastener 547 is fastened through the fastening hole 545 and the connection rail fastening hole 537 to fasten between the connection rail 544 and the guard rail 530.
  • the connection rail 544 is also fastened to the rail bracket 520 of the support 510 together with the first guard rail 530 by using the third fastener 538 and the first spacer bar 539. do.
  • guardrail end shock absorber having the configuration as described above is used in detail.
  • Figure 1 shows a state in which the shock absorbing device of the present invention is installed, the device of the present invention is installed to be at the end of the general guardrail assembly.
  • seven support posts 10 may be installed on the ground 1, and the guard rails 30 may be installed to be sequentially stacked so that a part of the adjacent ones of the support posts 10 overlap each other sequentially. So that it was placed.
  • the upper column 12 should be moved relative to the lower column 11, which is the first open fastening hole 15 formed in the first connection flange 14 and the second connection flange (16) And the configuration of the second open fastening hole 17.
  • the first and second connection flanges 16 and 14 of the upper column 12 and the lower column 11 are coupled to each other by the first fastener 19, and (b). Is an intermediate step in which the upper column 12 is separated by the collision in the A direction, and (c) is the upper column 12 being moved in response to the continuous collision so that the first fastener 19 is connected to the first and second. It is shown that the upper column 12 is completely separated from the lower column 11 by completely leaving the flanges 14 and 16.
  • the centers of the respective open fastening holes 15 and 17 coincide with each other.
  • the first fastening holes 19 may be fastened through the open fastening holes 15 and 17 at the same time.
  • the first connection flange 16 is formed by the second guide slope 17 '.
  • the first fastener 19 begins to be pushed out and the second connection flange 16 moves more than x distances, the first fastener 19 is further pushed out, and the first guide slope 15 of the first connection flange 14 is moved. 6, the upper column 16 is separated from the lower column 14 by being completely detached as shown in the state (c) of FIG.
  • the separation of the first connection flange 14 and the second connection flange 16 in this manner means that the upper support 12 is moved relative to the lower support 11 installed on the ground, the lower support The upper column 12 separated at 11 begins to move with the guardrail 30.
  • the spacer bar 39 should be overcome by the third fastener 38 to the rail bracket 20. That is, since the spacer bar 39 is in close contact with the valleys 32 of the guard rail 30 by the state in which the third fastener 38 is tightened to a predetermined torque, when the guard rail 30 is moved. As the frictional force generated between them dissipates as heat, the shock is absorbed.
  • the guard rail 30 opposite the collision head 40 A sphere 38 is allowed to penetrate the rail slot 35. Accordingly, the third fastening holes 38 that penetrate the fixing fastening holes 33 of the adjacent guard rails 30 are guided along the rail holes 35 of the guard rails 30 toward the collision head 40.
  • the second guard rail 30 has a third fastening hole 38 fastened to the upper support 12 together with the first guard rail 30 through the fixing fastening hole 33.
  • the second guardrail 30 and the second upper column 12 can move together.
  • the second guardrail 30 has a third fastening hole 38 which is fastened to the third upper column 12 together with the third guardrail 30 through the rail hole 35 of the second guardrail 30. Therefore, the third guardrail 30 can be moved.
  • guard rails 130 are disposed on both sides of the support 110 so that the guard rails 130 on both sides are simultaneously moved, so that the movement of the upper support 112 is determined. It happens along the path.
  • the lower column 211 can be fixed by the anchor bolt on the surface of the ground relatively simple installation of the lower column 211 is made.
  • the second connection flange 216 moves when the upper support 212 moves while the first connection flange 214 and the second connection flange 216 of the lower support 211 are separated.
  • the front end of the moving direction is relatively upward, so that the second connection flange 216 can move without interference with the surrounding objects, so that the operation of the entire apparatus can be smoothly performed.
  • the guide part 314 ′ is bent downwardly inclined toward the ground at one end of the first connection flange 314 installed at the upper end of the lower column 311. Therefore, the guide portion 314 ′ can guide the second connection flange 316 of the upper column 312, which has been separated and moved from the adjacent support 310, onto the first connection flange 314. Makes the operation smooth.
  • the first spacer bar 539 and the second spacer bar 539 ' connect the guard rails 530 which overlap each other.
  • the third fastener 538 penetrating the first spacer bar 539 passes through the rail slot 535 of the outer guard rail 530 and the fastening hole 533 of the inner guard rail 530.
  • the mounting hole 522 of the bracket 520 is fastened.
  • the second spacer bar 539 ′ has a third fastening hole 538 penetrating the second spacer bar 539 ′ between the rail hole 535 and the inner guard rail 530 of the outer guard rail 530. Through the rail long hole 535 at the same time is fastened to the fastening hole (539 s) of the close contact bracket (539 ").
  • the guard rail 530 when the guard rail 530 is moved to meet the spacer bars 539 and 539 'at the rear end of the linkage jaw 536, the rear end of the guard rail 530 is not caught and the spacer bars 539 and 539' are disposed. Guides the inner surface of the guard rail 530, and the spacer bars 539 and 539 'and the inner surface of the guard rail 530 cause friction.
  • the second connection flange 516 of the upper support 512 may be connected to the first connection flange 514 of the lower support 511. Guided by the guide 514 'is smoothly guided along the upper surface of the first connection flange 514, the operation of the entire shock absorbing device occurs smoothly.
  • first and second open fastening holes 15 and 17, which allow the upper column 12 to move relative to the lower column 11, to the edges of the first and second connection flanges.
  • the open form may have various forms in addition to those shown. That is, in the present embodiment, both of the open fastening holes 15 and 17 are inclined in the direction of the open edge, and both sides are in the side collision direction, and there are first and second guide slopes 15 'and 17', respectively. Specific configurations of the inclined surfaces 15 '. 17' may be different.
  • each of the components in the illustrated embodiments can be combined with each other to make another example.
  • the configurations of the pillars 10, 110, 210, 310, 410, and 510 are different in each embodiment, and the structures of the pillars 10, 110, 210, 310, 410, and 510 may be variously combined in the illustrated embodiments.
  • the inclined first and second connection flanges 214 and 216 of the embodiment of FIG. 13 may be applied to the embodiment shown in FIG. 1 or 9.
  • the connecting rails 44 and 544 connected to the collision head 40 are not necessarily required.
  • the collision head 40 may be directly connected to the guard rail 530.
  • the end shock absorbing device enables to absorb the impact when the vehicle is in front of the collision more smoothly and at the same time to prevent the strut from being damaged by the impact when the vehicle is in the side impact. Therefore, the end shock absorber of the present invention can be installed on the road so that the vehicle does not leave the road, thereby ensuring the driving safety of the vehicle more reliably.
  • the components constituting such an end shock absorber are manufactured in an industrial manner. Can be made.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)

Abstract

La présente invention porte sur un dispositif d'absorption de choc d'extrémité de rail de protection. Le dispositif comprend une pluralité de colonnes de support (10) constituées chacune par une partie inférieure (11) montée sur le sol et par une partie supérieure (12) reliée au sommet de la partie inférieure (11) de façon à se déplacer par rapport à celle-ci. La partie supérieure (12) est fixée aux deux extrémités du rail de protection (30). La partie supérieure (12) est fixée par l'intermédiaire d'un support de rail (20) au rail de protection (30) à l'aide d'un troisième élément de fixation (38) et d'une barre d'espacement (39). Une première et une seconde bride de liaison (14, 16) sont placées entre la partie inférieure (11) et la partie supérieure (12), la bride de liaison (14, 16) étant pourvue d'un premier et d'un second trou de fixation (15, 17) ouverts sur les deux extrémités latérales du rail de protection (30), la partie ouverte du premier et du second trou de fixation (15, 17) étant pourvue d'une première et d'une seconde pente de guidage (15', 17'), respectivement. Les brides de liaison (14, 16) sont fixées par un premier élément de fixation (19) pénétrant simultanément dans les trous de fixation ouverts (15, 17). La première bride de liaison (14) est pourvue d'une partie de guidage pour guider la partie supérieure mobile (12). La présente invention permet à la partie inférieure (11) et à la partie supérieure (12) de se séparer dans une collision frontale de façon à dissiper la force de frottement entre le rail de protection (30) et la barre d'espacement (39) sous la forme d'énergie thermique, absorbant ainsi le choc.
PCT/KR2014/003137 2013-04-18 2014-04-11 Dispositif d'absorption de choc d'extrémité de rail de protection Ceased WO2014171672A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP14786109.0A EP2987914A4 (fr) 2013-04-18 2014-04-11 Dispositif d'absorption de choc d'extrémité de rail de protection

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
KR20130042804 2013-04-18
KR10-2013-0042804 2013-04-18
KR10-2013-0092255 2013-08-02
KR1020130092255A KR101339447B1 (ko) 2013-04-18 2013-08-02 가드레일 단부 충격흡수장치

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WO2014171672A1 true WO2014171672A1 (fr) 2014-10-23

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EP (1) EP2987914A4 (fr)
KR (1) KR101339447B1 (fr)
WO (1) WO2014171672A1 (fr)

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KR101835101B1 (ko) * 2014-07-04 2018-03-08 정도산업 주식회사 가드레일 단부 충격흡수장치
KR101471067B1 (ko) * 2014-07-15 2014-12-10 동아에스텍 주식회사 중앙 분리대 단부처리 구조체
KR101659995B1 (ko) * 2015-07-09 2016-09-26 채종술 충격흡수형 도로용 단부시설물
KR101638290B1 (ko) * 2015-07-27 2016-07-08 우신그린산업(주) 가드레일 단부 충격흡수장치
KR101749544B1 (ko) 2015-10-20 2017-06-21 정도산업 주식회사 가드레일 지주어셈블리 및 이를 구비하는 가드레일 단부 완충장치
KR101683851B1 (ko) 2016-03-07 2016-12-09 (주) 금동강건 단부 충격흡수장치가 구비된 도로용 가드레일
KR101974968B1 (ko) * 2016-08-31 2019-05-03 채종술 충격 흡수형 단부시설물
KR101964396B1 (ko) * 2016-12-09 2019-04-01 주식회사 온길 방호울타리 단부 충격흡수장치
KR101898252B1 (ko) * 2017-10-12 2018-10-25 다스코 주식회사 가드레일의 단부처리 구조체 시공방법
KR102130154B1 (ko) * 2017-12-19 2020-07-03 주식회사 국제에스티 가드레일 단부의 충격흡수장치
KR101902962B1 (ko) * 2018-01-16 2018-10-08 다스코 주식회사 충격흡수 구조체
CN111501624B (zh) * 2020-05-28 2024-12-03 台润科技(浙江)有限公司 一种快装护栏
KR102239903B1 (ko) 2020-11-03 2021-04-13 세라코 주식회사 가드레일이 장착된 분리형 충격흡수시설
CN115288061B (zh) * 2022-08-03 2025-03-18 北京中路安交通科技有限公司 一种分离弯、剪受力的波形梁护栏结构及其布设方法
KR102747308B1 (ko) * 2024-08-22 2024-12-27 주식회사 가온씨앤디 어린이 보호구역에 주행안내등이 구비된 방호울타리

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EP2987914A1 (fr) 2016-02-24
EP2987914A4 (fr) 2016-12-07

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