Shock absorbing strut and vehicle crash shock absorber

Abstract

To provide a vehicle collision buffer device suitable for protecting the terminal portion of a wire rope guardrail. [Solution] A vehicle collision cushioning device 1 comprising: an impact absorbing pillar (11) comprising a hollow pillar main body portion; a lower solid portion at the lower part of the pillar main body portion formed by filling the inside of the pillar main body portion with a solid filler; a middle solid portion at the middle part of the pillar main body portion formed by filling the inside of the pillar main body portion with a solid filler; a fluid filled portion formed between the lower solid portion and the middle solid portion by filling the inside of the pillar main body portion with a fluid filler; and a connecting member extending in the vertical direction inside the pillar main body portion and fixed by the lower solid portion and the middle solid portion; a beam member (13) attached to the impact absorbing pillar (11); and a rope member (15) connecting the impact absorbing pillars (11) to each other.

Description

[Technical field]

[0001] The present invention relates to a vehicle impact shock absorber that is provided adjacent to an end portion of an impact absorbing post and a wire rope type safety fence. [Background technology]

[0002] Road protection fences such as guardrails and guard cables are widely used as facilities for increasing road safety. A road guardrail is a fence-like facility that is primarily installed along the roadway to prevent vehicles from veering into oncoming traffic lanes or onto sidewalks, and its basic structure consists of beams or cables 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-type guardrail). Furthermore, Patent Document 2 discloses a technique relating to an energy absorbing buffer for vehicles that is installed immediately before a structure that divides lanes, for example at a toll booth on a highway. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2011-208491 A [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) described in Patent Document 1 has been proven to have a high level of protective function (effectively preventing vehicles from rushing out), and is increasingly being installed on expressways with two-way traffic (temporary two-lane sections of expressways) and the like. As shown in FIG. 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 inclined up to a certain height at the terminal post. There have been confirmed accidents where cars have climbed up onto this inclined section and rolled over. Although this terminal section does not originally fulfill the protective function of the guardrail, it is necessary to prevent such accidents at this terminal section. To prevent this, it is possible to install a shock absorbing device adjacent to the terminal part of the wire rope protective fence, which has a shock absorbing function to prevent automobiles from entering toward the terminal part of the wire rope protective fence and to prevent significant damage to the automobile. However, for example, the energy absorbing buffer for vehicles as shown in Patent Document 2 has a large width and is fixed to the road body, so it is 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 were not able to adequately address the above problems. In addition, in tests conducted by the applicant using a commercially available product (an automobile collision test in which a commercially available 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 when a wire rope guardrail is connected to a center block, the wire rope guardrail will bend significantly and collide with the end of the center block, which is made of concrete, which could lead to a serious accident. Therefore, an effective shock absorber is required to connect the wire rope guardrail to the center block.

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

[0006] (Configuration 1) A support pole that is buried in the ground or that is erected in a sleeve that is buried in the ground, A hollow support body portion, A lower solid portion formed by filling a solid filler into the inside of the support body at a lower portion of the support body; A solid intermediate portion is formed by filling a solid filler into the interior of the support body at a middle portion of the support body; A fluid-filled portion formed by filling the inside of the support body with a fluid filler between the lower solid portion and the middle solid portion; A connecting member extending in the vertical direction inside the support body 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 on the underside of 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 embodiment 1 or 2, wherein the solid filler is concrete and the flowable filler is sand.

[0009] (Configuration 4) A vehicle collision shock absorber that is provided adjacent to an end portion of a wire rope type protective fence, the vehicle collision shock absorber comprising: an impact absorbing pillar according to any one of configurations 1 to 3; and a beam member attached to the impact absorbing pillar, wherein a pair of impact absorbing pillars are arranged in the width direction of the road, and the pair of impact absorbing pillars are installed along the running direction of the road, and the beam member is attached to both sides of the pair of impact absorbing pillars 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 attenuation device according to configuration 5, wherein the cord member has one end fixed to one of the impact absorbing pillars and the other end fixed to one of the impact absorbing pillars, and is slidably attached to each of the impact absorbing pillars except for the impact absorbing pillar to which the one end and the other end are fixed.

[0012] (Configuration 7) 7. The vehicle impact attenuation device according to configuration 5 or 6, wherein a plurality of the cord members are provided in the vertical direction. Effect of the Invention

[0013] According to the present invention, it is possible to provide a vehicle impact attenuator suitable for protecting the terminal portion of a wire rope type safety fence, and to provide an impact absorbing support suitable for such a vehicle impact attenuator. [Brief description 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; [Diagram 2] FIG. 1 is a perspective view showing a vehicle impact shock absorber; [Diagram 3] FIG. 1 shows a shock absorbing support according to an embodiment of the present invention. [Figure 4]A diagram showing the sleeve into which the shock absorbing pillar is installed [Diagram 5] Diagram showing a vehicle impact shock absorber [Figure 6] Diagram showing a vehicle impact shock absorber [Figure 7] FIG. 1 is a diagram (photo) showing a crash test of a vehicle crash attenuator according to an embodiment of the present invention; [Figure 8] FIG. 1 is a top view showing another example of a vehicle impact shock absorber; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0015] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. Note that the following embodiment is one form for embodying the present invention, and is not intended to limit the scope of the present invention.

[0016] FIG. 1 is a side view showing the installed state of a vehicle impact attenuator according to an embodiment of the present invention, and FIG. 2 is an oblique view showing the vehicle impact attenuator (not the state in which it is installed on the ground, but a perspective view showing the lower part of the impact absorbing pillar 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 an automobile from proceeding 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 very end side (left end in Figure 1) of the wire rope protective fence 2 and the support post at the rear end (right end in Figure 1) of the vehicle collision attenuator 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 Fig. 1) will be referred to as the "running direction", and the width direction of the road (direction perpendicular to the paper in Fig. 1) will simply be referred to as the "width direction". The up-down direction is the up-down direction in Fig. 1. Additionally, the side of the running direction where the wire rope guardrail 2 is located (the right side in Fig. 1) will be referred to as the "rear", and the opposite side (the left side in Fig. 1) will be referred to as the "front".

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

[0018] FIG. 3 shows the shock absorbing strut 11 of this embodiment, with FIG. 3(a) being a front view (viewed along the running direction), FIG. 3(b) being a side view (viewed from the width direction), FIG. 3(c) being a top view, and FIG. 3(d) being a schematic view showing the internal structure. The shock absorbing column 11 of this embodiment is a column that is erected into the sleeve 12, A hollow pillar body portion 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 is 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 is 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 extends vertically inside the support body 111 and is fixed by a lower solid portion 116 and a middle solid portion 118; It is equipped with:

[0019] The 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 pillars of the wire rope protective fence 2. This allows the components to be standardized, resulting in excellent cost performance (note that components with different specifications from the pillars of the wire rope protective fence 2 may be used). The shock absorbing strut 11 of this embodiment has, as its internal structure, 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 having 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 having rigidity inside as well, and any filler capable of fixing the connecting member 115 can be used. The fluid filling section 117 is formed as a section having energy absorption (dispersion) capability inside the support by filling the inside of the support body section 111 with a fluid filler. In this embodiment, sand (more specifically, silica sand) is used as the fluid filler. Note that the fluid filler may be any filler (e.g., liquid, liquid-like material, powder, powder-like material, viscous material, etc.) that can exhibit energy absorption (dispersion) capability inside the support. The connecting member 115 is a member that connects the upper solid portion and the lower solid portion (the portion of the pillar that is buried in the ground and the upper side (the portion erected on the ground surface)) and prevents scattering when the pillar breaks at the ground edge 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] At the lower end portion of the support pillar main body 111, slits 112a, 112b are formed for receiving an engagement portion 121 (see FIG. 4) of the sleeve 12, which will be described later. The slits 112a and 112b have an introduction part that opens downward and extends vertically, and an engaged part that bends at a right angle above the introduction part and extends horizontally. The engagement part 121 of the sleeve 12 is inserted from the introduction part, and the support is rotated to position it at the engaged part, thereby preventing the support from coming off (and at the same time allowing it to be attached and detached with a simple operation). The slits 112a and 112b may be formed by cutting out the support body part 111, or may be formed by forming a lower component part of the support separately from the support body part 111 together with a bottom plate 113 described later, and joining (welding) this to the support body part 111, or the like. In the hollow portion 119, a through hole H1 penetrating along the running direction and a through hole H2 penetrating along the width direction are formed. The through holes H1 are mounting holes for inserting an eyebolt or the like for mounting the wire rope (rope member) 15, and two are formed in the vertical direction. As can be seen from Fig. 5(b), in the rear set of shock absorbing struts 11, the terminal fittings (bolts) T of the wire rope 15 are mounted at an angle to the running direction, so the penetration direction of the through holes H1 in the rear set of shock absorbing struts 11 is also as shown in Fig. 5(b). The through hole H2 is a mounting hole through which a bolt is inserted for mounting 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 liquid) is formed in the bottom plate 113, and this hole H4 is closed by a closing plate (not shown). This allows the hole H4 to receive concrete poured in to form the lower solid portion 116.

[0022] FIG. 4 shows the sleeve 12 of this embodiment, where FIG. 4(a) is a side view (viewed from the width direction) and FIG. 4(b) is 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 the use of common materials, which is economical (note that materials with different specifications from the posts of the wire rope protective fence 2 may be used). The sleeve 12 is formed with a rod-shaped engaging portion 121 extending in the running direction inside (a steel bar is inserted and welded into a through hole formed in the sleeve 12). This engages with the slits 112a, 112b at the lower end of the shock absorbing strut 11 described above (see FIG. 6) to prevent the strut from coming off (and at the same time, it can 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., such that the shock absorbing pillar 11, which has a total length of 1,480 mm, is 1,030 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 should be noted that the container also has a bottom cover 122 at the bottom and a top cover (sleeve cover 123, see FIG. 6) at the top, but as these are similar in concept to those described in Reference 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 or the like, so a detailed description will be omitted here. The use of ready-made products improves economy and distribution. Instead of using ready-made products, beam members and double-sided rolled-sleeve beam members (having the same function as guardrails, etc.) may be formed as dedicated products.

[0024] In this embodiment, the wire rope (rope member) 15 is a nylon-coated wire rope conforming to JIS G 3550 and having a diameter of Φ6.3 (7×19 SS / 0). However, an appropriate one may be selected depending on the specifications (required strength) of the vehicle impact attenuation device 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 type protective fence 2 is located), and the left side is the front. Below, a construction procedure for 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 sleeve 12 is cast into the ground. The casting of the sleeve 12 is similar to that described in Patent Document 1 (any method may be used as long as the sleeve 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 2000 mm apart in the running direction (therefore, the shock absorbing columns 11 to be erected therein are also arranged in the same manner). Next, each pillar body portion 111 is fitted into each sleeve 12. As shown in Fig. 6, the pillar is rotated during insertion and fitted into each sleeve 12 so that the engagement portion 121 of the sleeve 12 engages with the slits 112a, 112b of the shock absorbing pillar.

[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 pillar body 111 erected in the sleeve 12 with a solid filler (concrete in this embodiment) to form a 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 filling solidifies; A step of filling the support 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 pillar body 111 with a solid filler (concrete in this embodiment) to form the intermediate solid portion 118 (as described above, filling to a height of 200 mm in this embodiment); This is carried out by. Due to the above-described configurations, the shock absorbing pillar 11 is "configured so that when the shock absorbing pillar is buried in the ground or erected in a sleeve, the ground surface is located below the fluid-filled portion." In the event of a car collision, shear force is generated at the base of the pillar, making this portion prone to breakage or cutting. By providing a fluid-filled portion at this portion (base of the pillar), energy is dispersed and cushioned by a flexible structure rather than a rigid structure, reducing the possibility of the pillar (pillar body 111) being torn off at the base, and the fluid-filled portion is fixed above and below and is provided with a connecting member for preventing scattering, thereby preventing scattering in the event that the pillar (pillar body 111) is torn off at the base. "Configured so that the ground surface is located below the fluid-filled portion" includes the case where the lower end of the fluid-filled portion and the ground surface (GL) are at approximately the same height. That is, the portion buried in the ground should be configured to be filled with solid filler (a rigid structure), which makes it difficult for the pole to deform at the point where it is buried in the ground. If the pole were to deform at the point where it is buried in the ground, there is a risk that the workability of removing it from the sleeve during replacement work will be significantly reduced, but the above configuration reduces such a problem. In this embodiment, the formation of the internal structure of each shock absorbing pillar 11 is performed on-site (after being installed into the sleeve 12), but shock absorbing pillars having the above-mentioned internal structure may be formed in advance in a factory, etc.

[0028] Next, the erected shock absorbing struts 11 are connected to each other with a wire rope (cord member) 15, thereby installing the internal wire rope. As shown in Figure 5, in this embodiment, the internal wire rope is arranged such 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 a through hole H1 of the shock absorbing struts 11 and fastened with a nut N. The wire rope 15 is attached to the middle pair 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 thereto. The ends of the wire rope 15 are connected to the rear set of shock 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 shock absorbing struts 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 and 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 the 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 member 13 and the double-sided rolled-sleeve beam member 14 are attached. Note that the internal wire rope may be attached after the beam member 13 and the double-sided rolled-sleeve beam member 14 are attached. The beam members 13 are attached to both sides of each pair of shock absorbing columns 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 prefabricated products, and their attachment (bolting) is also conventional. 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 travel direction dimension of 5,000 mm, and the width dimension can be made small.

[0030] In addition, 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 performed 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 terminal part of the wire rope guardrail (the very end of the wire rope guardrail) at a collision angle of 8 degrees at a speed of 80 km / h. The actual test data was collision speed: 80.9 km / h, collision angle: 11.7. The photo on the top right of Fig. 7 shows the installation state of the test wire rope type protective fence and the vehicle impact attenuator 1, and the photo on the middle left of Fig. 7 shows the state when the vehicles are colliding. The other photos show the condition of the vehicle impact attenuator 1 after the collision test. During the collision test, the vehicle's behavior indicated that the rear of the vehicle appeared to be lifted up, but it was guided in the direction of the driving lane by the vehicle impact attenuator 1, and then rotated slightly to come to a stop 9.1 m (left front wheel) in the direction of travel and 0.73 m in the width direction from the end of the wire rope guardrail. Regarding the vehicle impact attenuator 1 after the collision test, no breakage was found in the interior wire rope 15, and the front impact absorbing pillar 11 was deformed so as to collapse inward as if pulled by the interior wire rope 15. A partial breakage was found at the base of one impact absorbing pillar 11, but the internal connecting member (reinforcing bar) 115 was not broken. In addition, the slits 112a, 112b at the lower end of the impact absorbing pillar 11 were intact, and the impact absorbing pillar 11 could be pulled out of the sleeve 12 relatively easily. The test results can be summarized as follows: Upon impact, the rear of the vehicle rose into the air, but it did not jump and was guided back into the driving lane by the vehicle impact cushion1. The shock absorbing struts 11 were confirmed to have the strength 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 slight. The damaged pillars 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 extremely suitable for protecting the terminal portion of the wire rope type safety fence and for connecting the wire rope type safety fence and the center block. More specifically, 1. By combining guardrail beams and shock-absorbing posts, it is possible to absorb the impact of a colliding vehicle while preventing the vehicle from jumping or flying into the oncoming lane, and to 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 by the other posts to prevent the post from flying off. 4. By using the beams of a narrow, ready-made guardrail, the width required for installation is small (the width 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 pillar 11 has a total length of 1480 mm, the lower solid portion 116 is 400 mm, the fluid-filled portion 117 is 250 mm, the middle solid portion 118 is 200 mm, the sleeve 12 has a total length of 700 mm, and the engagement portion 121 is formed at a position where the lower portion of the erected shock absorbing pillar 11 is buried 450 mm into the ground, but the present invention is not limited to this. It is sufficient that each configuration is mutually determined so that the fluid-filled portion is present at the base of the pillar and so that the lower solid portion and the middle solid portion can hold the connecting member with the necessary strength.

[0034] In this embodiment, an example is shown in which three sets of impact absorbing pillars are arranged in the width direction in the traveling direction, but the present invention is not limited to this and any number of sets of impact absorbing pillars may be provided (the vehicle impact shock absorber of this embodiment can flexibly change its installation range by increasing or decreasing the number of sets of impact absorbing pillars 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 three or more stages. In addition, although this embodiment is exemplified by an example in which all of the shock absorbing pillars are connected by a single wire rope (rode member), the present invention is not limited to this, and each shock absorbing pillar may be connected by multiple wire ropes (rode member). In addition, in this embodiment, the wire rope (rod member) is fixed to the two rear shock absorbing struts, but the present invention is not limited to this, and the wire rope may be fixed to a shock absorbing strut at any position, or both ends of the wire rope may be fixed to one shock absorbing strut. Furthermore, the ends of the wire rope may be connected to form a ring, etc., so that the wire rope is slidably attached to all shock absorbing struts. Furthermore, in this embodiment, the wire ropes (rope members) are attached to each set of shock absorbing pillars 11 while crossing each other, but the present invention is not limited to this, and any shock absorbing pillars may be connected to each other. Fig. 8 (top view) shows another example of pillar connection 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 Fig. 8 is similar to the vehicle impact attenuator 1 described in the embodiment, except that the wire ropes (rope members) 15 are routed in a substantially U-shape when viewed from above.

[0036] In this embodiment, the upper part of the shock absorbing column 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 column 11 is hollow.

[0037] The impact absorbing strut described in this embodiment has the configuration described above, and thus has excellent shock absorbing function and breaking resistance, and can be used for other purposes as well as for use in the vehicle impact shock absorbing device of this embodiment. [Explanation of symbols]

[0038] 1...Vehicle crashworthiness device 11...Shock absorbing support 111...Main body of support 115...Connecting member 116...Lower solid section 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 shock absorber provided adjacent to an end of a wire rope guardrail, an impact absorbing pillar comprising: a hollow pillar main body; a lower solid section at the lower part of the pillar main body, the lower solid section being formed by filling the interior of the pillar main body with a solid filler; a middle solid section at the middle part of the pillar main body, the middle solid section being formed by filling the interior of the pillar main body with a solid filler; a fluid filled section between the lower solid section and the middle solid section, the fluid filled section being formed by filling the interior of the pillar main body with a fluid filler; and a connecting member extending vertically inside the pillar main body and fixed by the lower solid section and the middle solid section; 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 shock absorbing pillars of the set are installed along the traveling direction of the road, The beam members are attached to both sides of the pair of shock absorbing struts so as to extend along the traveling direction of the road, A vehicle impact shock absorber including a cord member connecting the impact absorbing struts to each other.

2. 2. The vehicle impact attenuation device according to claim 1, wherein the cord member has one end fixed to one of the impact absorbing pillars and the other end fixed to one of the impact absorbing pillars, and is slidably attached to each of the impact absorbing pillars except for the impact absorbing pillar to which the one end and the other end are fixed.

3. 2. The vehicle impact attenuation device according to claim 1, wherein a plurality of the cord members are provided in the vertical direction.

4. A vehicle collision buffer device as described in claim 1, wherein when the impact absorbing pillar is buried in the ground or erected in a sleeve buried in the ground, the lower solid portion is located in the portion buried in the ground.

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