Buffer type safety car stopper

Abstract

The present invention is a buffer type safety car stopper that helps to extend the life of a vehicle by mitigating the impact force of a tire caused by a stopper during parking. To this end, the present invention is characterized in that the buffer type safety car stopper includes a base plate installed on the bottom of a parking lot, a touch bar provided at a certain height on the upper part of the base plate, a shaft connecting a fixed body attached to the upper part of the base plate and a rotating body attached to the bottom of the touch bar, and a coil spring fitted into the shaft to apply an elastic restoring force to the touch bar, so that the touch bar buffers the impact force of the tire and returns to its original position when the tire is released, and is characterized in that the buffer type safety car stopper includes a sleeve cylindrically fitted into the touch bar to make sliding contact with the tire, and a brake having an axial hole formed therein to be fitted into the shaft, which is provided vertically between the touch bar and the base plate, with its upper and lower ends adjacent to the sleeve and the base plate, and whose upper end is closely fixed to the sleeve while its lower end comes into contact with the base plate due to the rotation of the touch bar.

Description

[Technical Field]

[0001] The present invention relates to a shock-absorbing safety car stopper installed in a parking lot, which reduces the impact force on the tires caused by the stopper when parking, thereby helping to extend the life of the vehicle. [Background technology]

[0002] Generally, parking lots have parking lines on the bottom to separate parking areas, and parking blocks are installed at the rear of the parking areas to guide vehicle tires. These parking blocks are formed in the shape of a rectangular parallelepiped block to prevent tires from easily passing through, and are firmly fixed to the bottom with anchor bolts, etc.

[0003] A closer look at prior art (patent documents) related to such parking blocks reveals that a "buffer-type car stopper" is already known in Korea, as registered in Patent Publication No. 10-2197151 (registered December 23, 2020) (Patent Document 001), which is an invention with the same applicant (inventor) as the present invention. The prior art (patent document) rotates when the vehicle's tire comes into contact with the touch bar, causing a rotational frictional force to act on the touch bar in the direction of the tire's rotation. This means that there is a high risk of damage or breakage due to the frictional force applied to the touch bar and hinge connecting parts (shaft, etc.) that come into contact with the tire, as well as problems such as the generation of rotational friction noise with the tire and impact force being applied to the vehicle. Summary of the Invention [Problem to be solved by the invention]

[0004] The technical objective of the present invention is to provide a buffer-type safety car stopper that, when the tire comes into contact with the touch bar when the vehicle is parked, allows the sleeve to rotate, offsetting the frictional force and allowing smooth operation, and conversely, when the tire separates from the touch bar and the touch bar returns to its original position (parked and waiting), the sleeve is fixed by the holder and prevents rotation, thereby preventing pedestrian safety accidents. [Means for solving the problem]

[0005] In order to solve the above technical problems, the present invention proposes a buffer-type safety car stopper comprising a base plate installed on the bottom of a parking lot, a touch bar installed at a certain height on the top of the base plate, a shaft connecting a fixed body attached to the top of the base plate and a rotating body attached to the bottom of the touch bar, and a coil spring fitted into the shaft to apply an elastic restoring force to the touch bar, so that the touch bar buffers the impact force of the tire and returns to its original position when the tire leaves.The buffer-type safety car stopper is characterized in that it comprises a sleeve that is cylindrically fitted into the touch bar to make sliding contact with the tire, and an axial hole that is fitted into the shaft, and is installed vertically between the touch bar and the base plate, with its upper and lower ends adjacent to the sleeve and base plate, and whose lower end comes into contact with the base plate as the touch bar rotates, while its upper end is tightly fixed to the sleeve.

[0006] According to the present invention, the shaft hole is formed in an elliptical shape.

[0007] According to the present invention, the upper end is formed in a curve corresponding to the surface of the sleeve.

[0008] According to the present invention, the sleeve and the upper end portion have uneven surfaces. [Effects of the Invention]

[0009] The present invention has the effect of providing smoother operation and a more comfortable and enjoyable ride by offsetting the rotational frictional force caused by the rotating roller when the rotating tire comes into contact with the touch bar.

[0010] The present invention prevents damage and breakage of the touch bar and hinge connection parts (fixed body, rotating body, shaft), extending their lifespan, and eliminates rotational friction noise with the tire, minimizing tire wear and helping to extend their lifespan.

[0011] The present invention provides the effect of preventing safety accidents such as pedestrians' feet slipping by fixing the sleeve with the holder when the vehicle leaves the parking lot and returns to the raised return state (parking standby) where the touch bar is separated from the tire. [Brief explanation of the drawings]

[0012] [Figure 1] 1 is a perspective view showing the main components of a shock-absorbing safety car stopper according to the present invention separated from one another; FIG. [Figure 2] 1 is a front view showing a longitudinal section of a shock-absorbing safety car stopper according to the present invention; FIG. [Figure 3] FIG. 3 is a side view taken along the line A-A of FIG. 2. [Figure 4] 3 is a cross-sectional view of the buffer type safety car stopper shown in FIG. 2 along line B-B in operation. [Figure 5] 3 is a diagram showing the operation of the sleeve 50 and the brake 60 according to the present invention. BEST MODE FOR CARRYING OUT THE INVENTION

[0013] The buffer type safety car stopper of the present invention comprises a base plate 10 installed on the bottom of a parking lot, a touch bar 20 installed at a certain height on the top of the base plate 10, a shaft 40 connecting a fixed body 32 attached to the top of the base plate 10 with a rotating body 34 attached to the bottom of the touch bar 20, and a coil spring 42 fitted into the shaft 40 to apply an elastic restoring force to the touch bar 20, and the touch bar 20 buffers the impact force of the tire T and returns to its original position when the tire T leaves the parking lot. The car stopper is characterized by comprising a sleeve 50 that is cylindrically fitted into the touch bar 20 to come into sliding contact with the tire T, and a brake 60 that has an axial hole 62 that is fitted onto the shaft 40, is arranged vertically between the touch bar 20 and the base plate 10, and has an upper end 64 and a lower end 66 that are close to the sleeve 50 and the base plate 10, and the lower end 66 comes into contact with the base plate 10 as the touch bar 20 rotates, while the upper end 64 is tightly fixed to the sleeve 50. DETAILED DESCRIPTION OF THE INVENTION

[0014] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. If it is determined that a detailed description of known functions or configurations related thereto may unnecessarily obscure the gist of the present invention, the detailed description will be omitted, and the same reference numerals in the drawings refer to the same elements.

[0015] Fig. 1 is a perspective view showing the configuration of a buffer type safety car stopper according to a preferred embodiment of the present invention, Fig. 2 is a front view showing a longitudinal section of the main part of the buffer type safety car stopper, and Fig. 3 is a side view showing the section taken along line A-A in Fig. 2.

[0016] 1 to 3, the buffer type safety car stopper according to a preferred embodiment of the present invention is provided at a position inside the parking area where the tire T reaches, and comprises a base plate 10 attached to the bottom of the parking area, a touch bar 20 provided on the top of the base plate 10 and contacted by the tire T, a buffer means 30 provided between the base plate 10 and the touch bar 20, a sleeve 50, and a brake 60.

[0017] One or more base plates 10 are provided at the position where the tire T reaches, and are rectangular and installed on the bottom of the parking lot, with fixing holes 12 formed at the ends into which fixing screws 14 are fitted. Touch bars 20 are installed horizontally at regular intervals on the top of the base plate 10, extended to a certain length, and caps 22 are attached to both ends. The touch bar 20 has a circular cross section to minimize damage when the tire T rolls over and comes into contact with it, and is formed as a hollow pipe or a solid round bar.

[0018] The buffer means 30 elastically supports the touch bar 20 and is provided on both sides of the lower part of the touch bar 20, connecting the base plate 10 and the touch bar 20 to raise the touch bar 20 to a certain height. The buffer means 30 elastically absorbs and reduces the impact force when the side load of the tire T acts on the touch bar 20, and returns the touch bar 20 to its original position when the side load of the tire is removed. Meanwhile, the touch bar 20 is formed to a length of about 200 to 500 mm in consideration of the width of one tire, or it can be formed to be longer than 1500 to 2000 mm so that both tires of the vehicle can contact it at the same time, and the longer the length, the more buffer means 30 are increased to two or more.

[0019] The buffer means 30 is composed of fixed bodies 32 attached to the upper surface of the base plate 10 at regular intervals, rotating bodies 34 attached to the bottom surface of the touch bar 20 and hingedly connected to the fixed bodies 32, shafts 40 and nuts 41 for hinge-connecting the fixed bodies 32 and the rotating bodies 34, and coil springs 42 fitted into the shafts 40 to exert elastic restoring force. One or more fixed bodies 32 are provided on the upper surface of the base plate 10, and a pair of fixed bodies 32 are installed vertically at regular intervals, with a connecting hole 36 formed on one side. The rotating body 34 is attached vertically to the bottom surface of the touch bar 20 and has a connecting hole 36 formed on one side. The shaft 40 is fitted into the connecting hole 36 and a nut 41 is engaged, thereby hinge-connecting the fixed body 32 and the rotating body 34. The fixed body 32 and the rotating body 34 are hingedly connected by fitting a shaft 40 into a connecting hole 36, and the holder 38 provided on the rear side of the rotating body 34 engages with a stop step 39 formed on the upper rear side of the fixed body 32, so that the touch bar 20 is fixed in a parking standby state with the touch bar 20 standing up. The holder 38 rotates downward (counterclockwise) together with the rotating body 34 by the movement of the touch bar 20, and is separated from the stop step 39, thereby being released from the fixation.

[0020] The coil spring 42 exerts an elastic restoring force against an externally applied load, and is fitted into the shaft 40, with a first end 44 on one side facing downward and closely attached to the base plate 10, and a second end 46 on the other side facing upward and closely attached to the touch bar 20. Therefore, when a load is applied to the rear of the touch bar 20 (left side in the drawing), a torsional moment is generated in the coil spring 42 as it rotates for a certain distance, and when the load is removed, an elastic restoring force acts. Meanwhile, the coil spring 42 may include a mainspring, a leaf spring, a compression cylinder on which a compressive (expanding) restoring force acts, etc.

[0021] The sleeve 50 is cylindrically fitted onto the circumferential surface of the touch bar 20 to make sliding contact with it. For this reason, its inner diameter is formed to be approximately 0.5 to 3 mm larger than the circumferential surface (outer diameter) of the touch bar 20, allowing it to rotate freely in an unloaded state, so that the tire T can naturally move in conjunction with it when it makes contact with the touch bar 20. In other words, when the tire T makes contact with the touch bar 20, the sleeve 50 cancels out the rotational frictional force, allowing the touch bar 20 to operate smoothly. Conversely, even when the tire T separates from the touch bar 20, the sleeve 50 rotates, allowing the touch bar 20 to naturally return to its original position.

[0022] The brake 60 is assembled to the outer surface of the rotor 34 by fitting the shaft 40 into the shaft hole 62 in the middle thereof, and is provided vertically between the touch bar 20 and the base plate 10. The brake 60 is vertically oriented with its upper end 64 adjacent to the sleeve 50 and its lower end 66 adjacent to the base plate 10, providing a fixing force. The upper end 64 formed at the top of the shaft hole 62 is in contact with or separate from the sleeve 50, and the lower end 66 protrudes downward from the bottom of the shaft hole 62 and is in contact with or separate from the base plate 10. The lower end 66 may be V-shaped as shown in the drawings, or may be semi-elliptical with a U-shape (not shown in the drawings). The length between the bottom of the shaft hole 62 and the end of the lower end 66 is longer than the distance between the shaft 40 and the base plate 10, providing a fixing force when the brake 60 rotates downward. In other words, like a cam, the brake 60 rotates for a certain distance in conjunction with the touch bar 20, guided by the shaft 40, to fix or release the sleeve 50. One or more brakes 60 may be installed between the touch bar 20 and the base plate 10, and may be installed on one side of the shaft 40 of the buffer means 30 as shown in the drawings, or may be separately installed on the top surface of the base plate 10, although not shown in the drawings. The base plate 10 is provided with a cover (not shown) that encloses the buffer means 30 and the brake 60 to prevent foreign matter from entering from the outside.

[0023] Since the buffer type safety car stopper of the present invention is mainly installed in outdoor or indoor parking lots, the base plate 10, touch bar 20 and cap 22, fixed body 32 and rotating body 34, shaft 40, sleeve 50, and brake 60 are made of metal materials such as stainless steel or iron (plated or painted) that have excellent corrosion resistance and durability and a beautiful appearance, or they can also be made of hard synthetic resin, acrylic, synthetic rubber, etc. However, the coil spring 42 is made of metal materials such as stainless steel that have excellent elasticity (restoring force).

[0024] According to the present invention, the shaft hole 62 is formed in an oval shape. The brake 60 is movable through the shaft hole 62 and is fitted between the base plate 10 and the shaft 40 to fix the sleeve 50. The shaft hole 62 is formed in an oval shape, and the brake 60 rises along the shaft hole 62 with its lower end 66 contacting the base plate 10. At the same time, when the bottom of the shaft hole 62 contacts the shaft 40, the lower end 66 is brought into close contact with the base plate 10 and rises, until it stands nearly vertically and its upper end 64 is fixed in close contact with the sleeve 50, thereby stopping. That is, when the buffer-type safety car stopper of the present invention is parked and waiting, the upper end 64 and lower end 66 of the sleeve 50 are fixed in close contact with the base plate 10 and the sleeve 50 by the brake 60, preventing free rotation.

[0025] According to the present invention, the upper end 64 is formed in a curve that corresponds to the surface of the sleeve 50. The upper end 64 of the brake 60 is formed in a concave shape that corresponds to the curved surface of the sleeve 50, thereby increasing the contact area with the sleeve 50, increasing the fixing force, and preventing malfunction.

[0026] Furthermore, according to the present invention, the sleeve 50 and the upper end 64 are characterized by having uneven surfaces. Grooves (concave) or protrusions (convex) are formed on the surfaces of the sleeve 50 and the brake 60, further increasing the fixing force of the sleeve 50. The unevenness is formed long or partially along the length of the touch bar 20. In this way, the buffer type safety car stopper of the present invention can prevent safety accidents by preventing slippage when the sleeve 50 is stopped while waiting to park.

[0027] FIG. 4 is a diagram showing the operation state of the buffer type safety car stopper according to the present invention.

[0028] Referring to FIG. 4, when the tire T comes into contact with the sleeve 50 while the vehicle is parked in a parking standby state, the touch bar 20 rotates around the shaft 40 and bends backward (to the left in the drawing). At this time, the resistance force (tension or compression) of the coil spring 42 acts to elastically absorb and mitigate the impact force, gradually slowing the vehicle's traveling speed and bringing it to a stop. At this time, the upper end of the brake 60 rotates backward (to the left in the drawing) and the lower end 66 separates from the base plate 10, releasing the fixation of the sleeve 50. The sleeve 50 then rotates (clockwise) in conjunction with the rotation (counterclockwise) of the tire T, causing the touch bar 20 to naturally bend in the traveling direction of the tire T. Meanwhile, the brake 60 stops with the leading edge of the upper end 64 naturally attached to the sleeve 50 due to its own weight.

[0029] Conversely, when the tire T separates from the buffer-type safety car stopper as the vehicle exits parking, the touch bar 20 rotates forward (to the right in the drawing) due to the elastic restoring force of the coil spring 42 and returns to its original position. At the same time, the brake 60 stands upright as the sleeve 50 pushes the upper end 64 forward and rotates around the shaft 40. Next, the brake 60 rises in a vertical direction as guided by the shaft hole 62 while the lower end 66 contacts the base plate 10, and the upper end 64 is securely attached to the sleeve 50, preventing safety accidents such as a pedestrian's foot coming into contact with the sleeve 50 and slipping.

[0030] At the same time, the buffer-type safety car stopper of the present invention is provided with existing general parking blocks (not shown) lined up at regular intervals behind the touch bar 20 on the top surface of the base plate 10 (on the left side in the drawing), allowing for safer parking after the touch bar 20 provides initial buffering. The parking blocks are formed in rectangular or trapezoidal hexahedron shapes and comprise existing general parking blocks and car stoppers. As a result, parking blocks installed in existing parking lots can be removed from their bottoms and reinstalled together with the base plate 10, making them recyclable. The buffer-type safety car stopper of the present invention reduces the impact force of the tire T through the primary buffering effect of the touch bar 20, and also prevents damage to the parking blocks. [Industrial Applicability]

[0031] The buffer type safety car stopper according to the present invention can provide a comfortable and pleasant ride by absorbing the impact force of the stopper on the tire when the vehicle is parked in a parking lot, and can also help extend the life of the vehicle by preventing impact and damage to the vehicle.

Claims

1. A buffer type safety car stopper comprising a base plate 10 installed on the bottom of a parking lot, a touch bar 20 provided at a certain height on the top of the base plate 10, a shaft 40 connecting a fixed body 32 attached to the top of the base plate 10 with a rotating body 34 attached to the bottom of the touch bar 20, and a coil spring 42 fitted into the shaft 40 to apply an elastic restoring force to the touch bar 20, wherein the touch bar 20 buffers the impact force of a tire T and returns to its original position when the tire T leaves the car. a sleeve 50 that is cylindrically fitted to the touch bar 20 and comes into sliding contact with the tire T; A buffer-type safety car stopper characterized in that it comprises a brake (60) having an axial hole (62) that is fitted onto the shaft (40), and is arranged vertically between the touch bar (20) and the base plate (10), with an upper end (64) and a lower end (66) that are arranged close to the sleeve (50) and the base plate (10), and the lower end (66) contacts the base plate (10) as the touch bar (20) rotates, and the upper end (64) is tightly fixed to the sleeve (50).

2. 2. The shock-absorbing safety car stopper according to claim 1, wherein the shaft hole (62) is formed in an oval shape.

3. 2. The shock-absorbing safety car stopper according to claim 1, wherein the upper end portion (64) is formed in a curve corresponding to the surface of the sleeve (50).

4. 2. The shock-absorbing safety car stopper according to claim 1, wherein the sleeve (50) and the upper end (64) have uneven surfaces.

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