KR20170045810A - support assembly for guardrail and apparatus for guardrail terminal part impact absorption havig the same - Google Patents

support assembly for guardrail and apparatus for guardrail terminal part impact absorption havig the same Download PDF

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Publication number
KR20170045810A
KR20170045810A KR1020150145738A KR20150145738A KR20170045810A KR 20170045810 A KR20170045810 A KR 20170045810A KR 1020150145738 A KR1020150145738 A KR 1020150145738A KR 20150145738 A KR20150145738 A KR 20150145738A KR 20170045810 A KR20170045810 A KR 20170045810A
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KR
South Korea
Prior art keywords
bolt
guardrail
guard rail
flange
ground
Prior art date
Application number
KR1020150145738A
Other languages
Korean (ko)
Inventor
신원현
Original Assignee
정도산업 주식회사
신도산업 주식회사
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Application filed by 정도산업 주식회사, 신도산업 주식회사 filed Critical 정도산업 주식회사
Priority to KR1020150145738A priority Critical patent/KR20170045810A/en
Publication of KR20170045810A publication Critical patent/KR20170045810A/en

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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0461—Supports, e.g. posts
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0461—Supports, e.g. posts
    • E01F15/0469—Covers, e.g. of ground surface around the foot
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E01F15/143—Protecting devices located at the ends of barriers
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E01F15/145—Means for vehicle stopping using impact energy absorbers
    • E01F15/146—Means for vehicle stopping using impact energy absorbers fixed arrangements

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

Abstract

A bolt installed on the ground so as to protrude from the ground,
And an upper support having a flange that is detachable from the bolt when an impact is applied from the rear to the front when the bolt is fastened by bringing the rear open coupling hole with the rear open to the rear side as a fastening hole for fastening with the bolt, And a guard rail end damping device having the guard rail holding assembly.
According to the present invention, the bolts installed on the ground without using a separate lower support are also used as the lower support, so that the lower support body and the lower support flange are omitted, and the flange groove of the upper support is manufactured in a simple form So that the guard rail holding assembly as a whole and the guard rail end guiding apparatus structure including the guard rail holding assembly can be simplified, and the manufacturing and installation costs can be reduced.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a guard rail holding assembly and a guard rail end damper having the guard rail holding assembly.

The present invention relates to a guard rail holding assembly and a guard rail end shock absorber having the same, and more particularly, to a guard rail end shock absorber having a guard rail end cushion configured to mitigate and absorb an impact when a vehicle collides with an end portion of a guard rail in a longitudinal direction And a vertical detachable guardrail holding assembly used in the shock absorber.

The guard rail is provided along the road at the center line of the road or at the edge of the road so as to prevent the vehicle from crossing the center line or departing from the road, thereby preventing and mitigating the accident while the vehicle is running.

However, there are a lot of accidents that the vehicle occupant is killed by the vehicle collision with the guard rail among the accidents caused by the vehicle collision with the structure installed on the road. In some cases, the guard rail, which is a safety device, It can also cause serious occupant damage and death.

However, since the guard rail serves to prevent more accidents and more serious accidents, it is not possible to remove the guard rail only because some accidents may cause the vehicle occupant injury or death, In the case of an accident such as a collision, a guard rail structure capable of lowering the risk of damage to the vehicle and occupant and increasing safety has been developed.

In the case of the conventional no-guard rail and the large-sized separable guard rail accident, when the vehicle collides with the guard rail and the vehicle is seriously damaged and the person is injured, it is seen that the vehicle often collides with the end portion of the guard rail in the longitudinal direction . Therefore, it is necessary to develop a guard rail end damping device capable of minimizing the damage of a vehicle or human life when a vehicle collides with an end portion of a guard rail, and a considerable number of techniques have been proposed.

In these prior arts, there is disclosed a configuration in which the guard rail post is detached from the ground, and the guard rail coupled to the post is moved and slid while being moved, absorbing the vehicle speed energy by frictional heat to buffer and absorb the impact.

Korean Patent Registration No. 10-912464 discloses a structure in which a plurality of longitudinal groove portions are formed in a body stop portion of a guardrail and a shock absorber for absorbing impact energy when a vehicle collides against a side end portion of the guardrail in a longitudinal direction, And a stanchion which is fixed by receiving the first and second shim members, the stanchions being fixed through the block-out and detachable from each other. Here, the strut is composed of the upper support and the lower support of the circular pipe, and reinforcement for the side collision is performed by using the connecting cable.

However, in this case, the flange for coupling between the upper strut and the lower strut is coupled with a dovetail structure in a vertically separable strut, but there is a problem that the fabrication of the dovetail structure of the flange is complicated and costly.

In U.S. Patent No. 5,775,675, the strut is configured so as not to be separated into an upper portion and a lower portion, and a connecting cable is provided in a structure in which the guard rails are connected between the struts to reinforce the side collision.

In this configuration, when the head collision is received, the collision head is pushed in, and the internal structure of the collision head causes the guard rail to be flattened and flattened and curled toward the running direction of the vehicle, thereby dissipating the collision energy.

Also, in such a configuration, the support uses a rectangular wood or steel I beam, which has a strength factor of 5 times or more in the cross-section direction of the material dynamics and the side collision direction, The breakaway occurs due to breakage or breakage, and the breakaway occurs due to the high strength at the side collision.

However, when the landing is broken or broken due to a vehicle collision, there is a troublesome problem in that the damaged land should be extracted and the new landing should be put on the ground.

Korean Patent Registration No. 10-1339447 discloses a structure in which a strut on which a guard rail is mounted is divided into a lower strut and an upper strut in order to achieve shock absorption by a frictional force generated when a plurality of guard rails are sequentially moved upon collision, The stanchions are fixed firmly in the normal state, and when the stanchion collides with the vehicle in the event of a frontal collision, the stanchion is separated when the stanchion receives a force exceeding a predetermined level, and the stanchion is prevented from occurring during side collision.

In addition, here, the first unit guardrail overlaps with sliding movement toward the second guardrail, so that the kinetic energy of the vehicle is absorbed by the movement of the guard rail and the frictional heat between the unit guardrail, thereby attenuating the vehicle impact. And the next guardrail positioned is coupled with the shape of the upper strut and the guardrail so that the guard rails overlap in the same manner to consume energy to attenuate the impact.

FIG. 1 is a perspective view showing an installation state of such a conventional guard rail end damping device, and FIG. 2 is an exploded perspective view showing a state of engagement of constituent elements in an individual strut constituting such a damping device.

As shown in FIG. 2, in this configuration, the upper and lower flanges are separated from each other, and an upper flange and a lower flange for coupling are provided. In each flange, a plurality of open fasteners And a bolt and a nut for coupling the flange of the upper strut to the flange of the lower flange must be provided. As a result, a large number of component parts are required, so that the cost of assembling and assembling them is increased, and the structure is complicated, and the cost of manufacturing parts is apt to increase.

Korean Patent No. 10-912464 United States Patent 5,775,675 Korean Patent No. 10-1339447

The present invention provides a guard rail end damping device capable of relieving the impact of a vehicle collision at the end of a guard rail while reducing the damage of a vehicle and a passenger while solving the problems of the above-described prior arts, and a guard rail holding assembly suitable for the guard rail end damping device .

SUMMARY OF THE INVENTION It is an object of the present invention to provide a guard rail end damping device and a guard rail holding assembly therefor, which can simplify the structure and simplify the constituent parts and shape, thereby reducing the manufacturing cost and the installation cost.

According to an aspect of the present invention, there is provided a guard rail holding assembly comprising:

A bolt installed on the ground so as to protrude from the ground,

And an upper support having a flange that is detachable from the bolt when an impact is applied from the rear to the front when the bolt is fastened by bringing the rear open coupling hole with the rear open to the rear side as a fastening hole for fastening with the bolt, .

In the present invention, a plurality of bolts may be combined into a single set of flanges on one upper strut, thereby constituting one strut assembly. At this time, the flanges of the upper strut have the same number of the plurality of bolts or the same number of the rear opening holes.

In the guardrail support assembly of the present invention, the upper strut is one of a circular, polygonal, I-shaped or H-shaped cylindrical, prismatic, I-beam, H-beam, And may be further provided with a flange portion extending horizontally outwardly (backward) at least at a rear peripheral portion thereof in a lower peripheral portion thereof.

In the present invention, the bolt may have the form of an ordinary foundation bolt or an anchor bolt, and may be in the form of a bolt without a screw head called a computer bolt. In order to install these bolts, Lt; / RTI >

According to an aspect of the present invention, there is provided a guard rail end damping device,

A bolt which is provided on the ground so as to protrude upward from the ground and serves as a lower support; and a rear opening which is opened rearward as a fastening hole for fastening the bolt to the rear side, And a unit guardrail (a guardrail unit) provided on the upper support. The guide rails may be provided on the upper and lower supports.

In the shock absorber according to the present invention, a plurality of strut assemblies formed by combining the upper strut and the bolt may be installed along the road at the end of the guard rail, and the upper strut separated from the bolt in the event of a vehicle collision, And may be coupled with the unit guard rails to move to adjacent guardrail holding assemblies.

In the shock absorber of the present invention, the unit guard rail may be coupled to one of the strut assemblies of the ends or one strut assembly and its front strut assembly, and may be coupled to the upper strut to overlap with the adjacent adjacent guard rails .

It is preferable that the shock absorber of the present invention is installed at the end portion of the guard rail for the road central separator.

According to the present invention, the bolts installed on the ground without using a separate lower support are also used as the lower support, so that the lower support body and the lower support flange are omitted, and the flange groove of the upper support is manufactured in a simple form So that the guard rail holding assembly as a whole and the guard rail end guiding apparatus structure including the guard rail holding assembly can be simplified, and the manufacturing and installation costs can be reduced.

According to the present invention, it is possible to simplify the number and form of components in the guard rail end damping device, thereby reducing the manufacturing cost and effort, and the role of the guard rail end damping device can be achieved have.

BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a perspective view of a conventional guardrail end damping device, and Fig. 2 is an exploded perspective view showing a state of engagement of components in an individual holding assembly constituting the damping device.
3 is a side view showing a collision scene between a guard rail end damping device and a vehicle according to an embodiment of the present invention;
FIG. 4 is a perspective view showing a state in which a connecting portion between a top strut and a bolt of a strut assembly according to an embodiment of the present invention is engaged and disassembled,
FIG. 5 is a plan view and side views of a state change in a process of disassembling and unclamping fastening between an upper strut and a bolt when there is a road direction collision in a strut assembly according to an embodiment of the present invention,
FIG. 6 and FIG. 8 are perspective views showing a state of engagement and disassembly of a connecting portion between an upper strut and a bolt of a strut assembly according to another embodiment of the present invention,
FIGS. 7 and 9 are a plan view and a side view, respectively, of a state change in a process of disassembling the upper support and the bolt when they are separated from each other in a road direction collision in the strut assembly according to another embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

Fig. 3 discloses a guard rail end damping device 1 according to an embodiment of the present invention. Starting from the right end, the four struts correspond to the strut assembly 100 of the present invention in which the upper strut 110 and the bolt 120 can be separated or separated, and the left one strut is not separated Stands for land. Unit guard rails 160 are coupled to the upper strut 110 and the bolts 120 are fixed to the ground 2 by means of concrete pouring or the like.

Although not clearly shown, the first unit guard rail on the rightmost side is formed with a circular hole at the right end thereof, a circular hole is formed in the first upper support of the right end, and a first screw (first bolt: 163). A second screw (second bolt) 165 is provided on the left end of the long hole 161, and a second screw (second bolt) 165 is formed on the left end of the long hole 161. [ . The second screw passes through the circular hole of the second unit guardrail 160, which is the second from the right side, and the circular hole of the second second upper support from the right side, so that the first unit guardrail, the second unit guardrail, The upper struts are joined together.

In this configuration, when the vehicle collides in the direction of the road from the right side of the first upper support, the first upper support is first impacted to the left, and the flange is released between the bolts and the nuts below the first upper support, . The first unit guardrail is also moved to the left together with the first upper strut since the right end of the first unit guardrail is fixed to the first upper strut. At this time, the left side of the first unit guard rail is fixed to the second upper support by the second bolt 165 passing through the slot 161 of the first unit guard rail, but when the impact force is applied, the second bolt 165 relatively moves And can move along the long holes 161 while rubbing against the first unit guard rails. As a result, the first unit guardrail slides leftward together with the first upper support along the surface of the second unit guardrail and substantially overlaps with the second unit guardrail. The second upper support is detached from the bolt screw assembly at the lower part thereof and the first and second unit guard rails slide back along the third unit guard rails while being overlapped with each other . Through this process, frictional heat is generated between the unit guard rails, and the speed energy of the vehicle is reduced to absorb the shock.

4 is a perspective view illustrating a disassembled state and a coupled state of the coupling assembly of the strut assembly 100 according to the embodiment of FIG. A flange 111 extending outwardly from the peripheral portion is present at the lower end of the cylindrical upper support 110. The flange 111 has a sloped surface 111a upwardly directed to the front side of the flange and three rearwardly opened engagement grooves 111b formed at the rear side thereof. Respectively. Each of the rear opening engagement grooves is a groove opened to the rear side, and one set of three bolts is fastened to one upper support by bolts 120 one by one. Each bolt 120 is formed with a screw thread at its upper end and most of the body is in the form of a bolt embedded in a concrete layer installed in the ground 2. The inclined surface 111a is for allowing the upper strut to easily move beyond the protrusion through the inclined surface when it comes into contact with any protrusion of the ground when the upper strut separates from the engagement with the bolt at the lower part and moves to the left.

A nut 121 is fastened to the upper end of the bolt, and a flange 111 of the upper support is inserted between the nut and the ground to be fixed. Of course, a washer 123 may be provided between the nut and the flange, and an intermediate layer may be provided between the ground and the flange 111, if necessary, though not shown.

Referring to FIG. 5, in this configuration, the bolt 120 protrudes upward beyond the rear opening engagement groove 111b and is fastened to the nut. The flange portion around the rear opening engagement groove is sandwiched between the bolt 120 and the nut 121 and is fixed by the friction force between the bolt 120 and the nut 121 and the flange 111. [

In this state, when the vehicle collides in the road direction from the right side of the guard rail holding assembly, the upper strut 110 tries to move to the left by the impact. Since the rear opening joint groove 111b formed in the lower end of the upper strut 110 is opened rearward, the portion of the flange 111 which is caught by the bolt 121 is prevented none. Therefore, if the impact force is larger than the frictional force between the periphery of the rear opening engagement groove 111b of the flange 111 at the lower end of the upper strut 110 and the bolt 120 nut 121, the upper strut (or the flange of the upper strut) So that the upper strut 110 moves to the left side from the coupling portion of the bolt 120 nut 121.

FIG. 6 is a perspective view of a disassembled state and an engaged state of a coupling assembly of a strut assembly according to another embodiment of the present invention; FIG.

At the lower end of the upper strut 210 having a substantially H-beam shape, there is a flange 211 which vertically blocks the H beam in the form of a plate. On the front side of the flange 211, a slanting surface 211a upward to the front side is formed And three rear opening engagement grooves 211b are formed on the rear side. Each of the rear opening engagement grooves is a groove opened to the rear side, and one set of three bolts is fastened to one upper support by bolts 120 one by one. Each bolt 120 is formed with a screw thread at its upper end and most of the body is in the form of a bolt embedded in a concrete layer installed in the ground 2.

A nut 121 is fastened to an upper end of the bolt 120, and a flange 211 of the upper strut 210 is inserted and fixed between the nut and the ground. A washer 123 is provided between the nut and the flange.

Referring to FIG. 7, in this configuration, the bolt 120 protrudes upward beyond the rear opening engagement groove 211b, and is fastened to the nut 121. FIG. The flange portion around the rear opening engagement groove is fitted between the bolt 120 and the nut 121 and is fixed by the friction force between the bolt 120 and the nut 121 and the flange 211. [

When the vehicle collides in the direction of the road at the right side of the guardrail support assembly, the upper strut 210 is first impacted to the left by force, and the rear strut 210, which is formed in the flange 211 at the lower end of the upper strut 210, The flange 211 does not have a portion of the flange 211 that is caught by the bolt 121 even when the upper support 210 moves to the left.

If the impact force is larger than the frictional force between the periphery of the rear opening engagement groove 211b of the flange 211 at the lower end of the upper support 210 and the bolt 120 nut 121, the upper support (or the flange of the upper support) And moves to the left side from the coupling portion of the bolt 120 nut 121. [

FIG. 8 is a perspective view of a coupled state of the coupling assembly of the embodiment shown in FIG. 3. FIG. 8 is a perspective view of the coupled state of the coupling assembly of the embodiment shown in FIG. 3. However, instead of the upper support 110 having a cylindrical shape, (310).

A flange 311 extending outwardly while closing the quadrangular upper support is provided at the lower end, and an inclined face 311a upwardly directed to the front side is formed at the front side of the flange and three rearwardly opened engagement grooves 311b are formed at the rear side . Each of the rear opening engagement grooves is a groove opened to the rear side, and one set of three bolts is fastened to one upper support by bolts 120 one by one. Each bolt 120 is formed with a screw thread at its upper end and most of the body is in the form of a bolt embedded in a concrete layer installed in the ground 2. A nut 121 is fastened to the top of the bolt, and a flange 311 of the upper strut 310 is inserted and fixed between the nut and the ground.

Referring to FIG. 9, the bolt 120 protrudes upward beyond the rear opening engagement groove 111b and is fastened to the nut 121. When the vehicle collides with the right side of the guardrail support assembly in a state where the flange portion around the rear opening engagement groove is sandwiched between the bolt 120 and the nut 121, the upper support 310 is moved to the left first. The rear opening joint groove 311b formed in the lower end of the upper strut 310 is opened rearward so that the impact force acts on the peripheral portion of the rear opening engagement groove 311b of the flange 311 at the lower end of the upper strut 310 The upper strut (or the flange of the upper strut) slips out of the bolt nut and moves to the left side from the coupling part of the bolt 120 nut 121, if the frictional force between the bolt 120 and the nut 121 is larger than the frictional force.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is clearly understood that the same is by way of illustration and example only and is not to be construed as limiting the scope of the invention as defined by the appended claims. .

1: Guard rail end damping device 2: Ground
100: holding assembly 110, 210, 310:
111, 211, 311: flange 111a, 211a, 311a:
111b, 211b, 311b: rear opening joint groove 120: bolt
121: Nut 123: Washer
160: Unit guardrail 161: Slot
163: first bolt 165: second bolt

Claims (8)

A bolt installed on the ground so as to protrude from the ground,
And an upper support having a flange that is detachable from the bolt when an impact is applied from the rear to the front when the bolt is fastened by bringing the rear open coupling hole with the rear open to the rear side as a fastening hole for fastening with the bolt, And the guard rail holding assembly for a guard rail end damping device. The method according to claim 1,
Wherein a plurality of bolts are coupled to the flange provided on one upper strut in a single trough, and the flange has the plurality of the plurality of rear opening fasteners Rail holding assembly. 3. The method according to claim 1 or 2,
Wherein the upper strut comprises one of a circular, polygonal, I-shaped or H-shaped cylinder, a polygonal column, an I-beam, an H-beam and a combination thereof. 3. The method according to claim 1 or 2,
Wherein the bolt is in the form of a bolt having an upper portion formed with threads and at least a part of a body including the lower portion being embedded in the ground. A bolt that is installed on the ground to protrude from the ground to serve as a lower supporting post and a rear opening which is opened rearward as a fastening hole for fastening the bolt to the rear side so that when the bolt is fastened, A guardrail support assembly having a top post with a flange releasable from the bolt,
And a unit guardrail (guardrail unit) provided on the upper support. 6. The method of claim 5,
A plurality of guard rail holding assemblies formed by combining the upper strut and the bolts are installed along the road at end portions of the guard rails,
Wherein the upper strut separated from the bolt at the time of a vehicle collision is engaged with the unit guardrail to move to an adjacent guardrail post or an adjacent guardrail post assembly in front of the road. 6. The method of claim 5,
Wherein the unit guard rail has an end portion in the road direction coupled to one of the guardrail support assemblies or one of the guardrail support assemblies and the guardrail support assembly in front of the guardrail support assemblies,
Wherein the unit guard rails are engaged with the upper struts so as to be overlapped with adjacent unit guard rails which are located in the road direction ahead in the event of a vehicle collision. 6. The method of claim 5,
Is provided at an end portion of the guard rail for the road central separator.
KR1020150145738A 2015-10-20 2015-10-20 support assembly for guardrail and apparatus for guardrail terminal part impact absorption havig the same KR20170045810A (en)

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KR1020150145738A KR20170045810A (en) 2015-10-20 2015-10-20 support assembly for guardrail and apparatus for guardrail terminal part impact absorption havig the same

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20200047415A (en) * 2018-10-26 2020-05-07 주식회사 온길 Hybrid Vehicle Shock Absorption Facility

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20200047415A (en) * 2018-10-26 2020-05-07 주식회사 온길 Hybrid Vehicle Shock Absorption Facility

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