Impact absorbing pole and vehicle collision buffer device

Abstract

To provide a vehicle collision buffer device suitable for protecting end parts of a wire rope guardrail.SOLUTION: A vehicle collision buffer device (1) includes: impact absorbing poles 11, of which each includes a hollow pole body part, a lower solid section at the bottom of the pole body part formed by filling the interior of the pole body part with an individual solid filler, a middle solid section at the middle of the pole body part formed by filling the interior of the pole body part with an individual solid filler, a fluid-filled section formed between the lower solid section and the middle solid section by filling the interior of the pole body part with a fluid filler, and a connecting member that extends in the vertical direction inside the pole body part and is fixed by the lower solid section and the middle solid section; beam members (13) attached to the impact absorbing poles (11), and rope members (15) connecting the impact absorbing poles (11) to each other.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a vehicle collision attenuator that is provided adjacent to the terminal end of an impact absorbing strut and a wire rope type safety fence. [Background technology]

[0002] Road protection fences such as guardrails and guard cables are widely used as facilities to increase road safety. Road guardrails are fence-like structures that are primarily installed along roadways to prevent vehicles from straying into oncoming traffic lanes or onto sidewalks, and are basically structures in which beams or cables are supported by posts along the roadway. In this regard, Patent Document 1 discloses a conventional technique relating to a cable-type road guardrail (wire rope guardrail). Furthermore, Patent Document 2 discloses a technique relating to an energy absorbing buffer for a vehicle that is installed immediately before a structure that separates lanes at, for example, a toll booth on a highway. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2011-208491 [Patent Document 2] Special Publication No. 2013-524060 Summary of the Invention [Problem to be solved by the invention]

[0004] The road guardrail (wire rope guardrail) shown in Patent Document 1 has been proven to have a high level of protection (effectively preventing vehicles from rushing out), and is increasingly being installed on expressways with two-way traffic (temporary two-lane sections of expressways). As shown in Figure 1(a) of Patent Document 1, the wire rope guardrail of Patent Document 1 has a terminal section where the end of the wire rope is connected to an anchor driven into the ground and the wire rope is tilted up to a predetermined height on the terminal support. There have been confirmed cases of cars running up this tilted section and overturning. Although this terminal section does not originally fulfill the protective function of the guardrail, it is necessary to prevent accidents like the one described above at this terminal section. To prevent this, it is possible to install a shock absorber with a shock-absorbing function adjacent to the terminal end of the wire rope protective fence, which will prevent vehicles from entering towards the terminal end of the wire rope protective fence and prevent significant damage to the vehicle. However, for example, the energy absorbing buffer for vehicles shown in Patent Document 2 has a large width and is fixed to the road body, making it difficult to install it in the center of both lanes of two-way traffic, such as in a temporary two-lane section of a highway, and conventional buffer devices have not been able to adequately address the above problems. In addition, in tests conducted by the applicant using a pre-existing product (a car collision test in which a pre-existing product used as an energy absorbing buffer for vehicles was installed in front of a wire rope protective fence), problems such as the colliding vehicle jumping were observed, and the need for a more appropriate buffer device was recognized. Furthermore, the installation of center blocks and center pipes is being promoted in tunnels and long bridge sections of temporary two-lane expressways. When a vehicle collision occurs in the connecting section of a wire rope guardrail and center block, the wire rope guardrail will bend significantly, causing the vehicle to collide with the end of the center block, which is made of concrete, potentially resulting in a serious accident. Therefore, an effective shock absorber is required to connect the wire rope guardrail and center block.

[0005] In view of the above, the present invention aims to provide a vehicle collision attenuator suitable for protecting the terminal portion of a wire rope protective fence, or to provide a vehicle collision attenuator suitable for the connection section with the center block, and to provide an impact absorbing support suitable for such a vehicle collision attenuator, etc. [Means for solving the problem]

[0006] (Configuration 1) A support pole that is buried in the ground or erected in a sleeve that is buried in the ground, A hollow support main body portion; a lower solid portion formed by filling a solid filler into the inside of the support body portion at a lower portion of the support body portion; a solid middle portion formed by filling a solid filler into the interior of the support body portion at a middle portion of the support body portion; a fluid-filled portion formed by filling a fluid filler inside the support body between the lower solid portion and the middle solid portion; a connecting member extending in the vertical direction inside the support body portion and fixed by the lower solid portion and the middle solid portion; Equipped with shock absorbing struts.

[0007] (Configuration 2) The shock absorbing support pillar according to configuration 1, wherein the shock absorbing support pillar is configured so that the ground surface is below the fluid-filled portion when the shock absorbing support pillar is buried in the ground or erected in the sleeve.

[0008] (Configuration 3) 3. The shock absorbing strut of claim 1 or 2, wherein the solid filler is concrete and the flowable filler is sand.

[0009] (Configuration 4) A vehicle collision attenuator that is installed adjacent to the terminal portion of a wire rope protective fence, the vehicle collision attenuator comprising an impact absorbing strut according to any one of configurations 1 to 3 and a beam member attached to the impact absorbing strut, wherein two impact absorbing struts are arranged in the width direction of the road as a set, and multiple impact absorbing struts of each set are installed along the running direction of the road, and the beam members are attached to both sides of the set of impact absorbing struts so as to extend along the running direction of the road.

[0010] (Configuration 5) 5. The vehicle impact attenuator according to claim 4, further comprising a cord member connecting the impact absorbing struts to each other.

[0011] (Configuration 6) The vehicle impact attenuator according to configuration 5, wherein one end of the cord member is fixed to one of the impact absorbing struts and the other end is fixed to one of the impact absorbing struts, and the cord member is slidably attached to each of the impact absorbing struts except for the impact absorbing strut to which the one end and the other end are fixed.

[0012] (Configuration 7) 7. The vehicle impact attenuator according to claim 5, wherein a plurality of the cord members are provided in the vertical direction. [Effects of the Invention]

[0013] According to the present invention, it is possible to provide a vehicle collision attenuator suitable for protecting the terminal portion of a wire rope protective fence, and to provide an impact absorbing support suitable for such a vehicle collision attenuator. [Brief explanation of the drawings]

[0014] [Figure 1] FIG. 1 is a side view showing an installation state of a vehicle impact attenuator according to an embodiment of the present invention; [Figure 2] FIG. 1 is a perspective view showing a vehicle impact attenuator; [Figure 3] 1 is a diagram showing an impact absorbing column according to an embodiment of the present invention; [Figure 4]A diagram showing the sleeve into which the shock-absorbing support pillar is installed [Figure 5] Diagram showing a vehicle impact shock absorber [Figure 6] Diagram showing a vehicle impact shock absorber [Figure 7] FIG. 10 is a diagram (photograph) showing a crash test of the vehicle crash attenuator according to the embodiment. [Figure 8] FIG. 10 is a top view showing another example of a vehicle impact attenuator; DETAILED DESCRIPTION OF THE INVENTION

[0015] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Note that the following embodiments are merely examples of how the present invention can be realized, and are not intended to limit the scope of the present invention.

[0016] FIG. 1 is a side view showing the installation state of a vehicle impact attenuator according to an embodiment of the present invention, and FIG. 2 is a perspective view showing the vehicle impact attenuator (not in a state where it is installed on the ground, but also showing the lower part of the impact absorbing strut 11 (sleeve 12 is not shown)). The vehicle collision attenuator 1 of this embodiment is a shock absorber that has a shock absorbing function that prevents automobiles from intruding toward the terminal portion of the wire rope protective fence 2 while also reducing damage to the vehicle, and is installed adjacent to the terminal portion of the wire rope protective fence 2 (specifically, in this embodiment, it is installed so that the distance between the anchor at the extreme end side of the wire rope protective fence 2 (left end in Figure 1) and the support pillar at the rear end of the vehicle collision attenuator 1 (right end in Figure 1) (the distance between the center lines of each component) is 700 mm). In the following, the direction along the road's running direction (left-right direction in Figure 1) will be referred to as the "running direction," and the width direction of the road (direction perpendicular to the paper in Figure 1) will simply be referred to as the "width direction." The up-down direction is the up-down direction in Figure 1. Furthermore, the side of the running direction where the wire rope guardrail 2 is located (right side in Figure 1) will be referred to as the "rear," and the opposite side (left side in Figure 1) will be referred to as the "front."

[0017] The vehicle impact attenuator 1 of this embodiment includes: shock absorbing columns 11, each consisting of a pair of two shock absorbing columns arranged in the width direction, and a plurality of pairs of shock absorbing columns (three pairs in this embodiment) installed along the running direction; a sleeve 12 that is buried in the ground and is a sheath pipe that receives the shock absorbing strut 11; A beam member 13 attached to both sides of a pair of shock absorbing struts so as to extend along the traveling direction; Double-sided rolled-sleeve beam members 14 are provided on the front and rear sides of the beam member 13; a wire rope (rope member) 15 connecting the shock absorbing struts 11 to each other; It is equipped with:

[0018] 3A and 3B are diagrams showing the shock absorbing strut 11 of this embodiment, with FIG. 3A being a front view (viewed along the running direction), FIG. 3B being a side view (viewed from the width direction), FIG. 3C being a top view, and FIG. 3D being a schematic diagram showing the internal structure. The shock absorbing column 11 of this embodiment is a column that is erected into the sleeve 12, A hollow support pillar main body 111; a lower solid portion 116 formed by filling the inside of the support body 111 with a solid filler at the lower portion of the support body 111; a solid middle portion 118 formed by filling the inside of the support body 111 with a solid filler in the middle portion of the support body 111; a fluid-filled portion 117 formed by filling the inside of the support body 111 with a fluid filler between the lower solid portion 116 and the middle solid portion 118; a connecting member 115 extending vertically inside the support body 111 and fixed by a lower solid portion 116 and a middle solid portion 118; It is equipped with:

[0019] The support pillar body 111 of this embodiment is formed from a steel pipe, and is formed from the same steel pipe (Φ89.1 steel pipe) as the steel pipe used for the support pillars of the wire rope protective fence 2. This allows for the use of common components, which is highly economical (although components with different specifications from those used for the support pillars of the wire rope protective fence 2 may also be used). The internal structure of the shock absorbing strut 11 of this embodiment has a lower solid section 116, a middle solid section 118, a connecting member 115 whose both ends are fixed by the lower solid section 116 and the middle solid section 118, and a fluid-filled section 117 filled with a fluid filler between the lower solid section 116 and the middle solid section 118. In this embodiment, the portion above the middle solid section 118 is a hollow section 119. The lower solid portion 116 and the middle solid portion 118 are formed as solid portions that have rigidity inside by filling the inside of the support body portion 111 with a solid filler. In this embodiment, concrete is used as the solid filler. Note that the solid filler can be formed as a portion that has rigidity inside as well, and any filler that can fix the connecting member 115 can be used. The fluid filling portion 117 is formed as a portion having energy absorption (dispersion) capability inside the support by filling the inside of the support main body portion 111 with a fluid filler. In this embodiment, sand (more specifically, silica sand) is used as the fluid filler. Note that the fluid filler can be any filler (e.g., liquid, liquid-like material, powder, pulverulent material, viscous material, etc.) that can exhibit energy absorption (dispersion) capability inside the support. The connecting member 115 connects the upper solid portion and the lower solid portion (the portion of the support that is buried in the ground and the upper side (the portion that stands on the ground)) and is a member that prevents the support from scattering when it breaks at the ground level during a vehicle collision, and in this embodiment, a deformed reinforcing bar D13 with a length of 850 mm is used. Note that any member that connects the upper solid portion and the lower solid portion can be used as the connecting member 115 (for example, it may be one that uses a wire rope, etc.). The shock absorbing strut 11 of this embodiment has a total length (vertical dimension) of 1480 mm, with the lower solid portion 116 being 400 mm, the fluid-filled portion 117 being 250 mm, and the middle solid portion 118 being 200 mm.

[0020] The lower end portion of the support pillar body 111 is formed with slits 112a and 112b for receiving an engaging portion 121 (see FIG. 4) of the sleeve 12, which will be described later. Slits 112a and 112b have an introduction portion that opens downward and extends vertically, and an engaged portion that bends at a substantially right angle above the introduction portion and extends horizontally. By inserting engaging portion 121 of sleeve 12 from the introduction portion and rotating the support to position it in the engaged portion, the support is prevented from coming off (and at the same time, it can be attached and detached with a simple operation). Slits 112a and 112b may be formed by cutting out support main body 111, or they may be formed by forming a lower component of the support separately from support main body 111 together with bottom plate 113, which will be described later, and joining (welding) this to support main body 111. The hollow portion 119 is formed with a through hole H1 penetrating along the running direction and a through hole H2 penetrating along the width direction. The through holes H1 are mounting holes for inserting an eyebolt or the like for attaching the wire rope (rope member) 15, and two are formed in the vertical direction. As can be seen from Figure 5(b), in the rear set of shock absorbing struts 11, the terminal fittings (bolts) T of the wire rope 15 are attached at an angle to the traveling direction, and therefore the penetration direction of the through holes H1 in the rear set of shock absorbing struts 11 is also as shown in Figure 5(b). The through hole H2 is a mounting hole through which a bolt is inserted to mount a bracket 131 (see FIG. 5(b)) for mounting the beam member 13. The through hole H2 is formed at a position between the upper and lower through holes H1.

[0021] A bottom plate 113 is formed above the slits 112a and 112b. A hole H4 for plating (to drain the plating solution) is formed in the bottom plate 113, and this hole H4 is closed by a closing plate (not shown). This allows the hole to receive concrete that is poured to form the lower solid portion 116.

[0022] 4A and 4B are diagrams showing the sleeve 12 of this embodiment, with FIG. 4A being a side view (viewed from the width direction) and FIG. 4B being a top view. The sleeve 12 is a sheath pipe that is driven into the ground and receives the shock absorbing strut 11 therein. The sleeve 12 of this embodiment is formed using the same material as the sleeve that receives the intermediate posts of the wire rope protective fence 2. This allows for the use of common materials, which is highly economical (although materials with different specifications than the posts of the wire rope protective fence 2 may also be used). A rod-shaped engaging portion 121 extending in the running direction is formed inside the sleeve 12 (a steel bar is inserted into a through hole formed in the sleeve 12 and welded). This engages with the slits 112a, 112b at the lower end of the shock absorbing strut 11 described above (see FIG. 6), thereby preventing the strut from coming loose (and at the same time allowing it to be attached and detached with a simple operation). Note that although the engaging portion 121 extends in the running direction as an example here, it may extend in any direction. The sleeve 12 in this embodiment has a total length (vertical dimension) of 700 mm, and the engagement portion 121 is formed in a position such that the lower part of the shock absorbing pillar 11 erected in it is buried 450 mm into the ground (i.e., so that the shock absorbing pillar 11, which has a total length of 1480 mm, is 1030 mm high above ground). The sleeve 12 has a drain hole H3 at its lower end to prevent water from accumulating inside the sleeve 12. It also has a bottom cover 122 at the bottom and a top cover (sleeve cover 123, see Figure 6) at the top, but since these are similar in concept to those described in Cited Document 1, their explanation will be omitted here.

[0023] In this embodiment, the beam member 13 is a ready-made product used as a guardrail, and the double-sided rolled-sleeve beam member 14 is a ready-made product used as a median strip, etc., so a detailed description will be omitted here. The use of ready-made products improves economic efficiency and distribution. However, instead of using ready-made products, it is also possible to form a beam member or a double-sided rolled-sleeve beam member (having the same function as a guardrail, etc.) as a dedicated product.

[0024] In this embodiment, the wire rope (cord member) 15 is a nylon-coated wire rope conforming to JIS G 3550, Φ6.3 (7×19 SS / 0), but an appropriate one may be selected depending on the specifications (required strength) of the vehicle impact attenuator 1. At both ends of the wire rope (rope member) 15, terminal fittings (bolts) T for attachment to the shock absorbing strut 11 are provided.

[0025] 5 and 6 are diagrams showing the vehicle impact attenuator 1 of this embodiment, with Fig. 5(a) being a top view, Fig. 5(b) being a partially enlarged view of the top view, Fig. 5(c) being a side view showing the attachment of the wire rope 15 to the impact absorbing strut 11, and Fig. 6 being a cross-sectional view taken along line AA in Fig. 5(a). Note that the right side of Fig. 5 is the rear (the side where the wire rope protective fence 2 is located), and the left side is the front. Below, the construction procedure of the vehicle impact attenuator 1 will be outlined, and the configuration of the vehicle impact attenuator 1 will be explained based on this.

[0026] First, the sleeves 12 are cast into the ground. The casting of the sleeves 12 is similar to that described in Patent Document 1 (any method may be used as long as the sleeves 12 can be cast into the ground with the necessary strength). In this embodiment, three sets of two sleeves 12 spaced 243 mm apart in the width direction are cast into the ground at intervals of 2000 mm in the running direction (therefore, the shock absorbing columns 11 to be erected therein are also arranged in the same manner). Next, each strut main body 111 is fitted into each sleeve 12. As shown in Figure 6, the strut is rotated during insertion and fitted into each sleeve 12 so that the engaging portion 121 of the sleeve 12 engages with the slits 112a, 112b of the shock absorbing strut.

[0027] Next, the internal structure of each shock absorbing column 11 is formed. The internal structure of each shock absorbing column 11 is formed as follows: a step of filling the support body 111 erected in the sleeve 12 with a solid filler (concrete in this embodiment) to form the lower solid portion 116 (as described above, filling to a height of 400 mm in this embodiment); a step of inserting a connecting member 115 (a reinforcing bar in this embodiment) into the support body 111 before the solid filler solidifies; a step of filling the support pillar body 111 with a fluid filler (silica sand in this embodiment) (as described above, in this embodiment, filling to a height of 250 mm); a step of filling the support pillar main body 111 with a solid filler (concrete in this embodiment) to form the intermediate solid portion 118 (as described above, in this embodiment, filling to a height of 200 mm); This is done by Due to the above-described configurations, the shock-absorbing support 11 is "configured so that the ground surface is located below the fluid-filled portion when the support is buried underground or erected in a sleeve." During a vehicle collision, shear forces are generated at the base of the support, making this area prone to breakage or shear. By providing a fluid-filled portion in this area (the base of the support), a flexible structure is used to disperse and cushion energy rather than a rigid structure, reducing the likelihood of the support (support main body 111) breaking off at the base. Furthermore, the fluid-filled portion is fixed above and below the fluid-filled portion and equipped with connecting members to prevent scattering, preventing scattering even if the support (support main body 111) breaks off at the base. "Configured so that the ground surface is located below the fluid-filled portion" includes cases where the bottom of the fluid-filled portion and the ground surface (GL) are at approximately the same height. That is, the part buried in the ground should be configured so that it is filled with solid filler (a rigid structure), which makes it difficult for the support to deform at the point where it is buried in the ground. If the support deforms at the point where it is buried in the ground, the work of removing it from the sleeve during replacement may become significantly difficult, but the above configuration reduces this problem. In this embodiment, the internal structure of each shock absorbing pillar 11 is formed on-site (after being installed in the sleeve 12), but shock absorbing pillars having the above-mentioned internal structure may also be formed in advance in a factory, etc.

[0028] Next, the erected shock absorbing struts 11 are connected to each other with wire ropes (rod members) 15, thereby installing the interior wire ropes. As shown in Figure 5, the internal wire rope of this embodiment is arranged so that the ends of the wire rope 15 are connected to a set of impact absorbing struts 11 at the rear (right side in the figure), and are connected to each set of impact absorbing struts 11 in a slidable manner while crossing each other. The wire rope 15 is attached to the front set of shock absorbing struts 11 by passing it through an eyebolt EB which is inserted into the through hole H1 of the shock absorbing struts 11 and fastened with a nut N. The wire rope 15 is attached to the middle set of shock absorbing struts 11 by passing it through the eye bolts EB inserted into the through holes H1 of the shock absorbing struts 11 and the eye nuts EN fastened to them. The end of the wire rope 15 is connected to the rear set of impact absorbing struts 11 by connecting a terminal fitting (bolt) T, which is provided by terminal processing at the end of the wire rope 15, with a coupler C to a fully threaded bolt B, which is inserted into the through hole H1 of the impact absorbing strut 11 and fastened with nuts N on both sides. The tension of the internal wire rope is adjusted by tightening the coupler C. In this embodiment, a tension of 10 kN is applied (the tension setting of the internal wire rope may be changed as appropriate depending on the required specifications). With the above configuration, "one end of the rope member is fixed to one of the impact absorbing pillars, the other end is fixed to one of the impact absorbing pillars, and is slidably attached to each impact absorbing pillar except for the impact absorbing pillar to which one end and the other end are fixed," and when a vehicle collides with the side, the impact energy of the vehicle is transmitted to the impact absorbing pillar on the opposite side by the beam member and rope member, more efficiently absorbing the impact energy and guiding the colliding vehicle. In this embodiment, as shown in FIG. 5(c), the wire ropes 15 are provided in two stages in the vertical direction.

[0029] After the internal wire rope is placed, the beam members 13 and the double-sided rolled-sleeve beam members 14 are attached. Note that the internal wire rope may be attached after the beam members 13 and the double-sided rolled-sleeve beam members 14 are attached. The beam members 13 are attached to both sides of each set of shock absorbing struts 11 using brackets 131, and the double-sided rolled-sleeve beam members 14 are attached to the beam members 13. The beam members 13, brackets 131, and double-sided rolled-sleeve beam members 14 are pre-made products, and are attached (bolted) in the same manner as before. The vehicle impact attenuator 1 of this embodiment, with the beam member 13 and the double-sided rolled-sleeve beam member 14 attached, has a width dimension of 500 mm and a running direction dimension of 5000 mm, and can be formed with a small width dimension.

[0030] A cap 16 is provided on the top of each shock absorbing column 11 to prevent water or the like from entering the column.

[0031] Next, an automobile collision test conducted on the vehicle impact attenuator 1 of this embodiment will be outlined. FIG. 7 is a diagram (photograph) showing a test in which the vehicle impact attenuator 1 of this embodiment was installed in front of a wire rope type protective fence and an automobile was actually caused to collide with it. The diagram on the top left of Figure 7 shows an outline of the experimental method, in which a car weighing approximately 1 ton was used to carry out the test, colliding with the end of the wire rope guardrail (the very edge of the wire rope guardrail) at a collision angle of 8 degrees at a speed of 80 km / h. The actual test data was a collision speed of 80.9 km / h and a collision angle of 11.7 degrees. The photo on the right side of the top row in Figure 7 shows the installation of the test wire rope guardrail and vehicle impact attenuator 1, and the photo on the left side of the middle row in Figure 7 shows the vehicle in a collision. The other photos show the condition of the vehicle impact attenuator 1 after the collision test. During the collision test, the vehicle's behavior was such that the rear of the vehicle appeared to be lifted up, but the vehicle was guided in the direction of the driving lane by the vehicle collision attenuator 1, and then rotated in the latter half of the direction, coming to a stop 9.1 m (left front wheel) in the direction of driving and 0.73 m in the width direction from the end of the wire rope protective fence. After the collision test, no breakage was observed in the interior wire rope 15 of the vehicle impact attenuator 1, and the front impact absorbing struts 11 were deformed so as to collapse inward as if pulled by the interior wire rope 15. A partial breakage was observed at the base of one of the impact absorbing struts 11, but the internal connecting member (reinforced bar) 115 was not broken. In addition, the slits 112a and 112b at the lower end of the impact absorbing strut 11 were intact, and the impact absorbing strut 11 could be removed from the sleeve 12 with relative ease. The test results are summarized as follows: The rear of the vehicle was lifted up during the collision, but it did not jump and was guided back into its lane by the vehicle impact attenuator1. - The shock-absorbing struts 11 were confirmed to be strong enough to absorb the impact of a vehicle collision while also repelling the vehicle. The wire rope guardrail was only slightly touched and was largely undamaged. The amount of drift into the oncoming lane was small. The damaged support can be easily removed, and repairs are not expected to take much time.

[0032] As described above, the vehicle impact attenuator 1 of this embodiment is very suitable for protecting the terminal portion of the wire rope type safety fence and for connecting the wire rope type safety fence to the center block. More specifically, 1. By combining guardrail beams with impact-absorbing supports, the system can absorb the impact of a colliding vehicle, prevent the vehicle from jumping or flying into the oncoming lane, and guide the colliding vehicle back into its own lane. 2. The internal wire rope 15 has the function of absorbing the impact when it hits the end, and absorbing the impact when it hits the middle, while increasing the force that bounces the vehicle back. 3. The interior wire rope is connected to all the posts, so even if a post tries to fly out, it will be held together with other posts to prevent it from flying off. 4. By using the beams of a narrow, ready-made guardrail, the width required for installation is small (the width dimension of the vehicle impact attenuator 1 of this embodiment is 500 mm), and low manufacturing costs can be achieved. 5. The installation length can be extended, making it effective as a buffer zone connecting the wire rope guardrail and the center block. It has such excellent effects.

[0033] In this embodiment, the shock absorbing column 11 has a total length of 1480 mm, the lower solid section 116 is 400 mm, the fluid-filled section 117 is 250 mm, the middle solid section 118 is 200 mm, the sleeve 12 has a total length of 700 mm, and the engaging section 121 is formed in a position such that the lower part of the erected shock absorbing column 11 is buried 450 mm into the ground, but the present invention is not limited to this. Any configuration may be mutually determined so that the fluid-filled section is present at the base of the column, and so that the lower solid section and middle solid section can hold the connecting member with the required strength.

[0034] In this embodiment, an example is shown in which three sets of impact absorbing struts are arranged in the width direction in the direction of travel, but the present invention is not limited to this and any number of sets of impact absorbing struts may be provided (the vehicle impact attenuator of this embodiment can flexibly change its installation range by increasing or decreasing the number of sets of impact absorbing struts installed).

[0035] In this embodiment, the wire rope (rope member) is provided in two stages in the vertical direction, but the present invention is not limited to this and may be provided in one stage or in three or more stages. Furthermore, in this embodiment, all of the shock absorbing struts are connected by a single wire rope (rope member), but the present invention is not limited to this, and each shock absorbing strut may be connected by multiple wire ropes (rope members). In addition, although the present embodiment illustrates an example in which the wire rope (rope member) is fixed to the two rear impact absorbing struts, the present invention is not limited to this, and the wire rope may be fixed to an impact absorbing strut at any position, or both ends of the wire rope may be fixed to one impact absorbing strut. Furthermore, the ends of the wire rope may be connected to form a loop, etc., so that the wire rope is slidably attached to all impact absorbing struts. Furthermore, in this embodiment, an example is shown in which the wire ropes (rope members) are attached to each set of impact absorbing posts 11 while crossing, but the present invention is not limited to this, and any method may be used as long as the impact absorbing posts are connected to each other. Figure 8 (top view) shows another example of posts being connected by wire ropes (rope members), in which the wire ropes (rope members) are arranged in a U-shape. The vehicle impact attenuator 1' shown in Figure 8 is similar to the vehicle impact attenuator 1 described in the embodiment, except that the routing of the wire ropes (rope members) 15 is approximately U-shaped when viewed from above.

[0036] In this embodiment, the upper part of the shock absorbing strut 11 is hollow, but the present invention is not limited to this, and the upper part may also be filled with a filler (solid filler or fluid filler). However, in consideration of the workability of attaching the beam member and the rope member (wire rope), it is preferable that the upper part of the shock absorbing strut 11 is hollow.

[0037] The impact absorbing strut described in this embodiment has the above-described configuration, and therefore has excellent cushioning function and breakage resistance, and can be used for other purposes as well as for the vehicle impact shock absorber of this embodiment. [Explanation of symbols]

[0038] 1. Vehicle crash shock absorber 11...Shock absorbing support 111...Main body of support 115...Connecting member 116...Lower solid part 117...Fluid filling section 118...Middle solid section 12...Sleeve 13...Beam member 15...Wire rope (rope member) 2...Wire rope guardrail

Claims

1. A support pole that is buried in the ground or erected in a sleeve that is buried in the ground, A hollow support main body portion; a lower solid portion formed by filling a solid filler into the inside of the support body portion at a lower portion of the support body portion; a solid middle portion formed by filling a solid filler into the interior of the support body portion at a middle portion of the support body portion; a fluid-filled portion formed by filling a fluid filler inside the support body between the lower solid portion and the middle solid portion; a connecting member extending in the vertical direction inside the support body portion and fixed by the lower solid portion and the middle solid portion; Equipped with shock absorbing struts.

2. The shock absorbing support pillar according to claim 1, wherein the shock absorbing support pillar is configured so that the ground surface is located below the fluid-filled portion when the shock absorbing support pillar is buried in the ground or erected in the sleeve.

3. 2. The shock absorbing strut of claim 1, wherein said solid filler is concrete and said flowable filler is sand.

4. A shock absorber provided adjacent to the terminal end of a wire rope protective fence, The shock absorbing strut according to any one of claims 1 to 3; a beam member attached to the shock absorbing strut; Equipped with A set of two shock absorbing pillars is arranged in the width direction of the road, and a plurality of the shock absorbing pillars of each set are installed along the traveling direction of the road, The vehicle impact attenuator, wherein the beam members are attached to both sides of the pair of impact absorbing struts so as to extend along the traveling direction of the road.

5. 5. The vehicle impact attenuator according to claim 4, further comprising a cord member connecting the shock absorbing struts to each other.

6. 6. The vehicle impact attenuator according to claim 5, wherein one end of the cord member is fixed to one of the impact absorbing struts and the other end is fixed to one of the impact absorbing struts, and the cord member is slidably attached to each of the impact absorbing struts except for the impact absorbing strut to which the one end and the other end are fixed.

7. 6. The vehicle impact attenuator according to claim 5, wherein a plurality of said cord members are provided in the vertical direction.

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