Abstract:
An impact absorption facility for road makes it possible to protect a road center, a road side, a road ramp, an entering side of a tunnel or an underground road, pillars, faith silk or others and to absorb the impact of vehicle collided and to decelerate during a collision by decreasing the impacts occurring due to the impact of a vehicle by installing the impact absorption facility even in a highway ramp, and it is possible to prevent a vehicle from entering an opposite road lane or going out of a road for thereby allowing the vehicle to run on a normal road and to return to a road. A traffic accident can be effectively prevented with the help of a lighting lamp or a reflection lamp when a vehicle approaches the impact absorption facility when a driver drives at night with sleepiness.

Description:
BACKGROUND OF THE INVENTION 
     The present invention relates to an impact absorption facility for road, and in particular to an impact absorption facility for road which makes it possible to protect a road center, a road side, a road ramp, an entering side of a tunnel or an underground road, pillars, faith silk or others and to absorb the impact of vehicle collided and to decelerate during a collision by decreasing the impacts occurring due to the impact of a vehicle by installing the impact absorption facility even in a highway ramp, and it is possible to prevent a vehicle from entering an opposite road lane or going out of a road for thereby allowing the vehicle to run on a normal road and to return to a road. A traffic accident can be effectively prevented with the help of a lighting lamp or a reflection lamp when a vehicle approaches the impact absorption facility when a driver drives at night with sleepiness. 
     Since a conventional impact absorption facility is formed of a protective wall, a protective mount, a guide rail each made of a waste tire, a steel material or concrete, the friction force increases at the time when a vehicle collides, so a vehicle is damaged or broken, leading to casualties. 
     The conventional impact absorption facility is generally made of a concrete block or a steel material. The impact absorption facility is installed in one side of an asphalt road or a road side of a pedestrian road. The impact absorption facility is made by installing a basic concrete after casting and by vertically installing a steel pile in a center of the basic concrete. A zinc-coated steel plate formed in a wing shape is installed in the steel pile in a road side. 
     The conventional impact absorption facility is most widely used with its easier construction. In the road crossing a housing complex, the impact absorption facility made of a concrete block is installed, and a noise absorption plate is installed. 
     As vehicle collision accidents increase year after year, a lot of impact absorption facilities installed in a sharp curve and a mountain area are damaged. In particular, since it is made of a metallic material or a concrete block, casualties might increase when a vehicle collides, and a lot of budget is needed so as to maintain the damaged impact absorption facility. 
     In order to overcome the above problems, a vehicle collision absorption apparatus is installed in a place where a vehicle can collide. The impact absorption facility with an impact absorption apparatus can be classified into a recovery type impact absorption facility with a function for recovering the vehicle in a direction that the vehicle is originally intended to run, and a non-recovery type impact absorption facility which can make the vehicle stop as the facility fully absorbs the impact of the vehicle. 
     Generally, the impact absorption facility is installed so as to secure the safety of passenger by stopping the vehicle or changing the direction of the vehicle when colliding with fixed structure and so as to prevent a secondary accident that a certain accident occurs after the vehicle collided with the obstacle and so as to protect the major structures of the road such as a pillar or the something. 
     Such impact absorption facility is installed in a place where needs a protection of people and facility due to the collision with the vehicle like in the center line of the road or a road side, a road junction, an end portion, a pillar, a highway tollgate, a tunnel, an underground entrance, a retained wall, a down slope section of a curved road, etc. 
     In case of the impact absorption facility embedded in the center line of the road or the road side, it can effectively absorb and distribute the impact for thereby decreasing the accident and the hurts of people. However t is impossible to actually decrease the speed of the vehicle due to the rotational force of the impact absorption member such as a manmade absorption material like waste tires and Styrofoam. When impacting, the speed the vehicle generally increases, so the vehicle goes out of the running lane. In this case, a secondary accident may occur as the vehicle collides with another running vehicle of another running lane, which might cause a huge accident. 
     The impact absorption facility embedded in the centerline or the road side has a complicated construction which might lead to increasing the unit cost, and the assembling time might increase due to a lot of elements to be assembled at site. In particular, when it is hard to see the front side vehicles in curved roads or uphill roads, the vehicle collides and keeps running without deceleration, from which a huge accident can occur. 
     In the road protective member for impact absorption of Korean patent registration number 0740552, the following problems might occur. Namely, since the vehicle collides and keeps running with its before-accident speed, the impact absorption body maintains original rotational speed. So, the vehicle that collided might collapse and might get popped out of the running road. Since the rotational speed of the impact absorption body is in proportion to the impact speed in the course of the impact of the vehicle, it is actually hard to prevent safety accidents due to the deceleration of a vehicle, so that a secondary traffic accident such as a collapse or a road escape can occur. 
     SUMMARY OF THE INVENTION 
     Accordingly, it is an object of the present invention to provide an impact absorption facility for road which has ultraviolet ray block, dust attachment prevention, light reflection and nightglow and makes it possible to absorb and release the impacts that the vehicle receives when the vehicle collides with the impact absorption facility with an elastic member such as rubber or synthetic resin which is capable of absorbing the impacts. It is possible to decrease the speed of the vehicle at the time of vehicle collision while guiding the vehicle to run an intended running direction, so the driver can reenter the normal running way while holding the handle. 
     It is another object of the present invention to provide an impact absorption facility for road which can protect ramp inlets and outlets, entrance of tunnel or underground way, pillars, faith silk or something and decreasing the impacts when a vehicle collides with an impact absorption facility installed at a highway ramp or junction and preventing a vehicle from entering a center line and getting out of the road for thereby minimizing a huge accident and the damages of vehicles and passengers. 
     It is further another object of the present invention to provide an impact absorption facility for road which makes it possible to easily manage by fabricating the structure of an impact absorption facility for road in an assembling type for thereby easily exchanging the damaged elements when the vehicle is damaged by accidents. A LED solar cell which automatically flashes and has a solar cell battery is installed in the upper side of the pillar of the impact absorption facility for thereby preventing the accidents with the help of the flashing of the LED lamp at night. 
     It is still further another object of the present invention to provide an impact absorption facility for road in which a foam polymer is filled in the course of manufacturing of the cushioning roller member of the impact absorption facility for road in order to maximize the releasing effect due to impact. Male threads are formed on an outer surface of the reinforcing pipe in order for the center coupling member of the cushioning roller member to keep its original state, and female threads are formed on the inner surface of the coupling member during the foaming process for thereby securing a stable and tight coupling with the reinforcing pipe, so it is possible to minimize the transformation of the coupling member against the contraction and expansion of the foam polymer. 
     It is still further another object of the present invention to provide an impact absorption facility for road in which maintenance is easy by easily changing the damaged elements due to the collisions by fabricating the road protective member in a separable form and the accidents can prevented with the help of flashing lights or reflection lamp when the vehicle approaches. 
     To achieve the above objects, in an impact absorption facility for road which is installed in a centerline of a road or a road side for absorbing and distributing the impact when a vehicle collides, there is provided an impact absorption facility for road which comprises a plurality of piles which are installed in a centerline of a road or a road side at regular intervals and are shaped in column-shapes; a rotation support pipe  20  which is rotatably engaged to the pile  10 ; a plurality of cushioning roller members  200   a  which are rotatably engaged to an outer surface of the rotation support pipe  20  and are equipped with engaging members  201  with the inner and outer sides of the same being made of integral elastic rubber materials and being formed in cylindrical shapes, with the outer side of the same being equipped with a high luminance reflection band  205 ; a plurality of safety rails  300   a  which are installed in the cushioning roller member at regular intervals and are horizontally installed to both sides of the upper and lower side of each pile  10 ; a first rotation block plate  600   a  which is installed in upper and lower ends of an outer surface of the rotation support pipe  20  equipped with the cushioning roller member  200   a , with a first fixing groove  21  being formed in one surface of the rotation support pipe  20 , with a second fixing groove  602  being formed in part of an inner surface of the engaging hole  601  and fixed by means of a first fixing pin  22 , with a plurality of upwardly protruded radial first protrusions being formed in one side of the same; and a second rotation block plate  600   b  which is installed in the upper and lower sides of the pile  10  for mounting on the upper and lower surfaces of the first rotation block plate  600   a  installed in the upper and lower sides of the rotation support pipe  20 , with a third fixing groove  11  being formed in one surface of the pipe  10 , with a fourth fixing groove  602  being formed in pat of an inner surface of the engaging hole  601  for fixing by means of a second fixing pin  12 , with a plurality of upwardly protruded radial first protrusions  603  being formed in the second rotation block plate  600   b  and engaged with one side in which the first protrusions  603  of the first rotation block plate  600   a  are formed. 
     As described above, the present invention can protect ramp inlets and outlets, entrance of tunnel or underground way, pillars, faith silk or something and decreasing the impacts when a vehicle collides with an impact absorption facility installed at a highway ramp or junction and preventing a vehicle from entering a center line and getting out of the road for thereby minimizing a huge accident and the damages of vehicles and passengers. 
     The present invention makes it possible to easily manage by fabricating the structure of an impact absorption facility for road in an assembling type for thereby easily exchanging the damaged elements when the vehicle is damaged by accidents. A LED solar cell which automatically flashes and has a solar cell battery is installed in the upper side of the pillar of the impact absorption facility for thereby preventing the accidents with the help of the flashing of the LED lamp at night. 
     In the present invention, a foam polymer is filled in the course of manufacturing of the cushioning roller member of the impact absorption facility for road in order to maximize the releasing effect due to impact for thereby minimizing the transformation of the coupling member against the contraction and expansion of the foam polymer. 
     Accidents can be effectively prevented with the help of flashing light or reflection lamps when the vehicle approaches the impact absorption facility in order to prevent the accidents occurring due to sleepiness and carelessness when driving at night. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The present invention will become better understood with reference to the accompanying drawings which are given only by way of illustration and thus are not limitative of the present invention, wherein; 
         FIG. 1  is a perspective view illustrating an impact absorption facility for road according to the present invention; 
         FIG. 2  is a front view illustrating an impact absorption facility for road according to the present invention; 
         FIG. 3  is a separated perspective view illustrating an impact absorption facility for road according to the present invention; 
         FIG. 4  is a view illustrating an engagement for attaching a high luminance reflection band to a cushioning roller member of an impact absorption facility for road according to the present invention; 
         FIG. 5  is a view illustrating a construction after first and second rotation block plates are assembled to a pile and a rotation support pipe of an impact absorption facility for road according to the present invention; 
         FIG. 6  is a view of a construction after a cushioning roller member, first and second rotation block plates are assembled to a rotation support pipe of an impact absorption facility for road according to the present invention; 
         FIG. 7  is a view of a construction after the facility of the present invention is engaged to a pile in a state that first and second rotation block plates and a cushioning roller member of an impact absorption facility for road according to the present invention; 
         FIG. 8  is a view of a construction of an integrated type cushioning roller member of an impact absorption facility for road according to the present invention; 
         FIG. 9  is a view of a construction of a cushioning roller member with a space part in its interior in an impact absorption facility for road according to the present invention; 
         FIG. 10  is a view of the interior of a cushioning roller member of an impact absorption facility for road of  FIG. 9  according to the present invention; 
         FIG. 11  is a view of a construction that urethane is filled in a space part of a cushioning roller member of an impact absorption facility for road of  FIG. 9  according to the present invention; 
         FIG. 12  is a view of a construction of first and second rotation block plates of an impact absorption facility for road according to the present invention; 
         FIG. 13  is a perspective view of a construction that a first engaging groove is formed on the upper surfaces of first and second rotation block plates of an impact absorption facility for road according to the present invention; 
         FIG. 14  is a view of a construction that an impact absorption plate  400   a  is installed in an impact absorption facility for road according to the present invention; 
         FIG. 15  is a view of a construction that an impact absorption plate  400   b  is installed in an impact absorption facility for road according to the present invention; 
         FIG. 16  is a view of a construction that a first through hole (a) and a cut-away groove (b) are formed in an impact absorption plate  400   b  of an impact absorption facility for road according to the present invention; 
         FIG. 17  is a view of a construction that a first impact member is assembled to an impact absorption plate  400   b  of an impact absorption facility for road according to the present invention; 
         FIG. 18  is a view of a construction that a second impact member is installed in an impact absorption facility for road according to the present invention; 
         FIG. 19  is a view of a construction that a third impact member is installed in an impact absorption facility for road according to the present invention; 
         FIG. 20  is a view of a third impact member of an impact absorption facility for road according to the present invention; 
         FIG. 21  is a view of a construction that a fourth impact is assembled to an impact absorption facility for road according to the present invention; 
         FIG. 22  is a view of a construction that a safety rail and an insertion piece are assembled in an impact absorption facility for road according to the present invention; 
         FIG. 23  is a cross sectional view of a construction that a safety rail and an insertion piece are assembled in an impact absorption facility for road of  FIG. 22  according to the present invention; 
         FIG. 24  is a view of a construction that a safety rail and a reinforcing plate are assembled in an impact absorption facility for road according to the present invention; 
         FIG. 25  is a cross sectional view of a construction that a safety rail and a reinforcing plate are assembled in an impact absorption facility for road of  FIG. 24  according to the present invention; 
         FIG. 26  is a view of a construction that a tensional member and an elastic member are installed in an impact absorption facility for road according to the present invention; 
         FIG. 27  is a perspective view of an elastic member of an impact absorption facility for road of  FIG. 26  according to the present invention; 
         FIG. 28  is a cross sectional view of a state that a coating layer is coated on the surface of a cushioning roller member of an impact absorption facility for road according to the present invention; 
         FIG. 29  is an enlarged view of the portions “a” and “b” of the section A coated by a certain material on the cushioning roller member of an impact absorption facility for road of  FIG. 28  according to the present invention; 
         FIG. 30  is an enlarged view of the portions “c” and “d” of the section A coated by another material on the cushioning roller member of an impact absorption facility for road according to the present invention; 
         FIG. 31  is a view of a construction that a cushioning roller member with a second protrusion is assembled in a cushioning roller member of an impact absorption facility for road; 
         FIG. 32  is a partially enlarged view of a second protrusion formed on the upper surface of a cushioning roller member of a cushioning roller member of an impact absorption facility for road according to the present invention; 
         FIG. 33  is a partially enlarged view of a second engaging groove formed on the upper surface of a cushioning roller member of an impact absorption facility for road according to the present invention; 
         FIG. 34  is a partially enlarged view of a first engaging protrusion formed in an engaging member of a cushioning roller member of a cushioning roller member of an impact absorption facility for road according to the present invention; 
         FIG. 35  is a view of a construction engaged with a rotation support pipe having a second engaging protrusion in a cushioning roller member of  FIG. 34  according to the present invention; 
         FIG. 36  is a partially enlarged view of a construction that a third engaging groove is formed in an engaging member of a cushioning roller member of a cushioning roller member of an impact absorption facility for road according to the present invention; 
         FIG. 37  is a view of a construction that a second engaging protrusion “a” and “b” are formed on a rotation support pipe of an impact absorption facility for road according to the present invention; 
         FIG. 38  is a view of a construction assembled with a rotation support pipe with a second engaging protrusion in a pile having a third engaging protrusion in an impact absorption facility for road according to the present invention; 
         FIG. 39  is a view of an assembled construction that a reinforcing pipe is installed in an engaging member of a conventional cushioning roller member according to the present invention; 
         FIG. 40  is a cross sectional view of a construction that a reinforcing pipe of  FIG. 39  is installed in an engaging member of a cushioning roller member; 
         FIG. 41  is a view of an assembled construction that a reinforcing pipe with male threads is installed in an engaging member of a cushioning roller member in an impact absorption facility for road according to the present invention; 
         FIG. 42  is a cross sectional view of a construction that female threads are formed in an engaging member of a cushioning roller member and are engaged with the male threads of the reinforcing pipe in an impact absorption facility for road according to the present invention; 
         FIG. 43  is a process that a cushioning roller member with a reinforcing pipe is manufactured in an impact absorption facility for road according to the present invention; 
         FIG. 44  is a view of an assembled construction that a reinforcing pipe with a second through hole is installed in an impact absorption facility for road according to the present invention; 
         FIG. 45  is a view of an assembled construction that a reinforcing cap is installed in the upper and lower surfaces of a cushioning roller member with a reinforcing pipe in an impact absorption facility for road according to the present invention; 
         FIG. 46  is a view of a construction that a third protrusion is formed on the upper surface of a reinforcing cap in an impact absorption facility for road according to the present invention; 
         FIG. 47  is a cross sectional view of a construction that a reinforcing cap is installed in the threads formed in an engaging member of a cushioning roller member in an impact absorption facility for road according to the present invention; 
         FIG. 48  is a view of an assembled construction that a reinforcing pipe is installed in an engaging member of a cushioning roller member with a space part in an impact absorption facility for road according to the present invention; 
         FIG. 49  is a perspective cross sectional view of a cushioning roller member in an impact absorption facility for road of  FIG. 48  according to the present invention; 
         FIG. 50  is a cross sectional view of a construction that a reinforcing cap is installed in the engaging member of a cushioning roller member with a space part in its interior in an impact absorption facility for road according to the present invention; 
         FIG. 51  is a view of an assembled construction of a cushioning roller member with a female/male engaging member in an impact absorption facility for road according to the present invention; 
         FIG. 52  is a front view of an assembling state based on the construction of  FIG. 51 ; 
         FIG. 53  is a perspective view of a cushioning roller member with a protrusion on an outer surface in an impact absorption facility for road according to the present invention; 
         FIG. 54  is a view of an assembled construction of a lower side of a pile fixed on the ground in an impact absorption facility for road according to the present invention; 
         FIG. 55  is a perspective view of a construction that an impact absorption facility for road is fixed to a lower side of a pile using a concrete block according to the present invention; 
         FIG. 56  is a disassembled perspective view of an impact absorption facility for road and a concrete block according to the present invention; 
         FIG. 57  is a view of a construction of a wire rope which connects concrete blocks in an impact absorption facility for road according to the present invention; 
         FIG. 58  is a view of an assembled construction engaged to an engaging hole of a concrete block of the section B of  FIG. 57 ; 
         FIG. 59  is a view of a construction that an escape prevention fixing piece is assembled to an engaging groove formed in a lower side of a concrete block; 
         FIG. 60  is a view of a construction that mixed concrete is cast by installing a frame at the site so as to manufacture concrete blocks; 
         FIG. 61  is a view of a construction that a LED solar cell and a cover part are assembled to an upper side of a pile of an impact absorption facility for road according to the present invention; 
         FIG. 62  is a perspective view of another assembling structure of an impact absorption facility for road according to the present invention; 
         FIG. 63  is a view of an assembled construction that a rotation support pipe with a cushioning roller member is installed in a pile in an impact absorption facility for road according to the present invention; 
         FIG. 64  is a view of a construction that an assembled structure of  FIG. 63  is installed on the ground; 
         FIG. 65  is a perspective view of a construction that a sun visor net is installed in an impact absorption facility for road according to the present invention; 
         FIG. 66  is a disassembled perspective view of a construction that a sun visor net is installed in an impact absorption facility for road according to the present invention; 
         FIG. 67  is a perspective view of a construction that a sun visor is installed in an impact absorption facility for road according to the present invention; 
         FIG. 68  is a perspective view of a construction that a safety rail is installed with a three-stage structure in an impact absorption facility for road according to the present invention; 
         FIG. 69  is a perspective view of a construction that a safety rail and a rail cap are installed in an impact absorption facility for road according to the present invention; 
         FIG. 70  is a view of a construction that pile-safety rail-rail cap are assembled in an impact absorption facility for road according to the present invention; 
         FIG. 71  is a cross sectional view of a construction that the pile-safety rail-rail cap of  FIG. 70  are assembled; 
         FIG. 72  is a view of a construction of rail caps “a” and “b” assembled to a safety rail of an impact absorption facility for road according to the present invention; 
         FIG. 73  is a view of an installed construction of an impact absorption facility for road according to the present invention; 
         FIG. 74  is a cross sectional view of an installed construction of an impact absorption facility for road according to the present invention; 
         FIG. 75  is a disassembled perspective view of a construction that a pile is installed in an impact absorption member of an impact absorption facility for road according to the present invention; 
         FIG. 76  is a view of a construction that a rotation block plate is installed in an impact absorption facility for road according to the present invention; 
         FIG. 77  is a perspective view of a construction that a rotation block plate is installed in a pile in an impact absorption facility for road according to the present invention; 
         FIG. 78  is a lower side perspective view of a second casing of an impact absorption member of an impact absorption facility for road according to the present invention; 
         FIG. 79  is a view of a construction that a cushioning hole is formed in a cushioning member of an impact absorption facility for road according to the present invention; 
         FIG. 80  is a view of a construction that an impact absorption member is installed in a pile in an impact absorption facility for road according to the present invention; 
         FIG. 81  is a view of an engaged state of an impact absorption member of an impact absorption facility for road according to the present invention; 
         FIG. 82  is a view of a construction of a rotation support pipe of an impact absorption facility for road according to the present invention; and 
         FIG. 83  is a view of an engaged state between a rotation support pipe and a pile of an impact absorption facility for road according to the present invention. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     The preferred embodiments of the present invention will be described with reference to the accompanying drawings. 
     As shown in  FIGS. 1 to 3 , the present invention is basically directed to an impact absorption facility for road which is installed in a centerline of a road or road sides for thereby absorbing and distributing the impacts occurring when a vehicle collides. 
     The present invention includes a column-shaped pile  10  fixedly embedded in a centerline of a road or road sides at regular intervals, and a rotation support pipe  20  which is engaged with the help of the pipe  10  and is rotatable. 
     The rotation support pipe  20  includes an engaging member  201  which is engaged to its outer side and is rotatable, a plurality of cushioning members  200   a  each formed in a cylindrical shape and made from integral elastic rubber material in its inner and outer sides, with a high luminance reflection band  205  being engaged to each cushioning member, and a plurality of safety rails  300   a  which are installed in the cushioning roller member  200   a  at regular intervals and are integrally horizontal in the upper and lower sides of each pile  10 . 
     The facility of the present invention is installed in the upper and lower sides of the outer surface of the rotation support pipe  20  with the cushioning roller member  200   a . A first fixing groove  21  is formed in one surface of the rotation support pipe  20 , and as shown in  FIG. 12 , a second fixing groove  602  is formed in a portion of the inner surface of the engaging hole  601  and is fixed by means of a first fixing pin  22 . A first rotation block plate  600   a  is provided with a plurality of first protrusions  603  upwardly protruded from its one surface in a radial shape. 
     The rotation support pipe  20  is installed in the upper and lower sides of the pipe  10  so that its upper and lower sides are mounted on the upper and lower surfaces of the first rotation block plate  600   a . As shown in  FIG. 5 , the pile  10  is provided with a third fixing groove  11  in its one side, and a fourth fixing groove  602  is formed in a portion of the inner surface of the engaging hole  601 , so the pile can be stably fixed with the help of a second fixing pin  12 . 
     The present invention further includes a second rotation block plate  600   b  with a plurality of first protrusions  603  upwardly protruded from one surface in a radial shape for thereby being engaged with one surface in which the first protrusion  603  of the first rotation block plate  600   a  is formed. 
     As shown in  FIG. 4 , the cushioning roller member  200   a  is made with its inner and outer side being integrally covered with elastic rubber materials. A metallic high luminance reflection band  205  is engaged to its outer side. A reflection sheet or fluorescent paint can be covered on the outer side of the cushioning roller member  200   a  other than to use the high luminance reflection band  205 . 
     The safety rail of  FIG. 3  can be formed of a safety rail which has a M shape when viewing its vertical cross section after reversing 90 degrees, but another type of safety rail, safety bar or guardrail can be used for the same purpose. 
     As shown in  FIG. 6 , the first rotation block plate  600  is basically installed in the upper and lower sides of the outer surface of the rotation support pipe  20 , and the first fixing groove  21  is formed in one surface of the rotation support pipe  20 . The rotation support pipe  20  is inserted through the engaging hole  601  formed in the center of the first rotation block plate  600   a . The second fixing groove  602  formed in a portion of the inner surface of the engaging hole  601  and the first fixing groove  21  of the rotation support pipe  20  are surface-contacted with each other, and the first fixing pin  22  is inserted into the first and second fixing grooves  21  and  602 , respectively, for thereby stably fixing the first rotation block plate  600   a.    
     As shown in  FIG. 5 , the second rotation block plate  600   b  is inserted into the pile  10  for thereby fixing the second rotation block plate  600   b  to the pile  20  in the same method as the first rotation block plate  600   a.    
     As shown in  FIGS. 6 and 7 , the cushioning roller member  200   a  is inserted into the rotation support pipe  20  before the first rotation block plate  600   a  is fixed in the inner surface of the rotation support pipe  20 . In addition, the rotation support pipe  20  with the cushioning roller member  200   a  and the first rotation block plate  600   a  is inserted into the pile  10  before the second rotation block plate  600   b  is fixed to the pile  10 . 
     The first and second block plates  600   a  and  600   b  are installed in the pile  10 , and it is preferred that the first protrusions  603  formed in the surfaces of the first and second rotation block plates  600   a  and  600   b  are engaged facing each other. 
     As shown in  FIG. 3 , a protection piece  40  is further provided, which is installed at both sides of the impact absorption facility  100  for road and is engaged to the outer side of each safety rail  300   a  formed at both sides of the pile  10  with the help of bolts  45  and is formed in a curved plate shape, by means of which a further cushioning effect can be obtained in front of the impact absorption facility  100  when a vehicle collides. 
     As shown in  FIGS. 1 and 2 , in view of the pile  10  of the impact absorption facility  100  for road, the pile  10  with the cushioning roller member  200   a  installed at both sides of the impact absorption facility  100  for road is fixed on the ground, and the pile  10  except for the pile  10  installed at both sides of the impact absorption facility  100  for road may be installed, not being fixed on the ground. 
     When it is needed to change the structure of the impact absorption member  40  due to the collisions of the vehicle, the pile  10  fixed on the ground should be removed, causing a lot of inconveniences along with a cost increase and a work time increase. 
     So, only the pile  10  installed at both sides of the impact absorption facility  100  for road is fixed on the ground. Namely, the piles  10  except for the pile  10  fixed on the ground are not fixed to the ground, while just supporting the cushioning roller member  200   a  and the first and second rotation block plates  600   a  and  600   b  engaged in the rotation support pipe  20 . 
     As shown in  FIG. 8 , an integral cushioning roller member  200   b  can be installed other than to install a plurality of cushioning roller members  200   a  inserted into the pile  10  for thereby enhancing the absorption when a vehicle collides, and the impacting rotation speed can be fast decreased. 
     As shown in  FIGS. 9 to 11 , a hollow space part  230  is formed in the interior of the cushioning roller member  200   c , and an inlet  231  is formed on an upper surface of the cushioning roller member  200   c  and is sealed by means of a stopper  232 , and a room temperature foam urethane  233  is inputted through the inlet  231 , so that urethane foam is formed in the space part  230 . 
     When a certain time passes after the room temperature foam urethane  233  is inputted through the inlet  231  of the cushioning roller member  200   c  with the space part  230 , the urethane  233  inputted in the space part  230  is foamed and becomes dense in the space part  230  with the help of which construction work is easy, and the cost can be reduced. 
     It is preferred that the cushioning roller member  200   c  with the space part  230  in its interior is integrally formed of plastic molding. 
     As shown in  FIG. 12 , either the first rotation block plate  600   a  or the second rotation block plate  600   b  is equipped with a first engaging groove  604 , as shown in  FIG. 13 , in its one surface instead of the first protrusion  603 . 
     The first engaging groove  604  is formed in a radial concave groove shape in the surface of the first and second rotation block plates  600   a  and  600   b . The first protrusion  603  formed in one surface of the first rotation block plate  600   a  rotates, being engaged with the first engaging groove  604  formed in one surface of the second rotation block plate  600   b . As the protrusion  603  rotates while continuing to insert into or disengage from the first engaging groove  604 , the rotation speed can be further decreased. 
     As shown in  FIG. 14 , one surface of each pile  10  surface-contacts with the safety rail  300   a . A tetrahedron shaped impact absorption plate  400   a  of which both sides pass through for a surface contact with one surface of each pile  10  is provided. 
     The tetrahedron shaped impact absorption plate  400   a  of which both sides pass and which is installed between one surface of the pile  10  and the safety rail  300   a  has a certain size enough for substantially covering the width of the pile  10 . The impact absorption plate  400   a  and the safety rail  300   a  are engaged in sequence to one surface of the pile  10  with the help of the bolts  45 . 
     When engaging with the bolts  45 , it is preferred to use a long side bolt  45  in order to reach from the other side of the pile  10  to another impact absorption plate  400   a  and a safety rail  300   a.    
     When a vehicle collides in the direction of the pile  10  of the impact absorption facility  100  for road, it is possible to obtain further cushioning performance with the help of the impact absorption plate  400   a  of the pile. 
     As shown in  FIG. 15 , a rectangular pipe shaped impact absorption plate  400   b  can be further installed in the longitudinal direction of the safety rail  300   a  other than to install the tetrahedron impact absorption plate  400   a  of which both sides pass and has a certain length as long as the width of the pile  10  in the rear side of the safety rail  300   a , so it is possible to obtain a further cushioning effect with the help of the impact absorption plate  400   b  when a vehicle collides with the pile and the safety rail. 
     As shown in  FIG. 16A , a plurality of first through holes  401  are longitudinally formed on the upper and lower sides of the rectangular pipe shaped impact absorption plate  400   b  at regular intervals for thereby reducing the time that the rectangular pipes are crushed. 
     Since the first through holes  401  are formed in the upper and lower sides of the impact absorption plate  400   b , it is possible to concentrate the force and pressure occurring in the course of collision into one way for thereby obtaining instant cushioning and elastic force. 
     As shown in  FIG. 16B , forming the V shaped cut-away groove  402  at each both side of the upper and lower surfaces of the rectangular pipe shaped impact absorption plate  400   b  is to obtain the same principles and operation effects as the first through hole  401  is formed on the upper and lower surfaces of the impact absorption plate  400   b.    
     As shown in  FIG. 17 , the rectangular pipe shaped impact absorption plate  400   b  includes a tetrahedron shaped rubber material cushioning plate  501   a  with an insertion port  502   a  being formed on one surface in the interior of its both ends, and a first impact member  500   a  with a cushioning spring  503  inserted in part into the insertion port  502   a.    
     The first impact member  500   a  is installed in the interior of both sides of the impact absorption plate  400   b , so a first impact cushioning operation by means of the impact absorption plate  400   b  and a second impact cushioning operation by means of the cushioning spring  503  of the first impact member  500   a  and the cushioning plate  501   a  made of a rubber material can be simultaneously obtained when a vehicle collides. 
     As shown in  FIG. 18 , instead of using the impact absorption plates  400   a  and  400   b , a cushioning plate  501   b  made of a cylindrical rubber material with an insertion port  502   b  in its one surface and a second impact member  500   b  which has a cushioning spring  503  inserted in part into the insertion port  502   b  and a plate shaped washer  504  installed in a front end of the cushioning spring  503  can be used. 
     The cushioning spring  503  installed in the rear side of the safety rail  300   a  and the rubber cushioning plate  501   b  can help cushion the impacts in order to decrease the impacts of the safety rail  300   a  when a vehicle collides with the safety rain  300   a.    
     As shown in  FIGS. 19 and 20 , instead of using the second impact member  500   b , a third impact member  500   c  can be used with one surface equipped with a first protruded piece  505  formed in a vertical longitudinal direction in a curved shape, with the other surface equipped with a plurality of second protruded pieces  506  protruded in upper and lower sides, with an engaging member  45  passing through one surface and the other surface. 
     With the above construction of the present invention, when a vehicle collides with the safety rail  300   a , part of the safety rail  300   a  between the pile  10  and the pile  10  is pulled in the collision direction, and at this time one surface with the first protrusion piece  505  of the third impact member  500   c  is formed on one surface of the pile  10  in order for the safety rail  300   a  positioned between one pile  10  and another pile  10  to keep its original state. So, the vertical first protrusion piece  505  formed on one surface of the third impact member  500   c  can effectively resist the impact force which is transferred to the safety rail  300   a.    
     In order to reduce the impact force of the safety rail  300   a  when a vehicle collides, the third impact member  500   c  has a second protrusion piece  506  in its upper and lower surfaces of the other surface, so the impact force can be reduced or released with the help of surface contact by means of the second protrusion piece  506 , not by the direct contact with one surface of the safety rail  300   a.    
     As shown in  FIG. 21 , an impact absorption plate  400   b  is installed, exposed, without installing the safety rail  300   a . When the impact absorption plate  400   b  is fixed on one surface of the pile, an eclipse-shaped second bolt hole  511  is formed in the upper and lower surfaces, respectively, for an engagement using the bolts and nuts. 
     A channel-shaped engaging fixture  510  with a third bolt hole  512  in one surface is provided for fixing on one surface of the pile  10 , and a fourth impact member  500   d  with a cushioning spring  503  is provided in the channel-shaped engaging fixture  510 . 
     The engaging fixture  510  with the cushioning spring  503  is equipped with an impact absorption plate  400   b  in its interior, so the upper and lower surfaces of the engaging fixture  510  are engaged like covering the upper and lower surfaces of the impact absorption plate  400   b  for thereby being fixed to one surface of the pile  10 . 
     As shown in  FIGS. 22 and 23 , the safety rail  300   a  further includes an extension piece  301  of which both ends are inwardly bent, and a shoulder part  302  is bent in one direction of the extension piece  301 , and a channel-shaped insertion piece  310  is inserted into the shoulder part  302 . 
     A safety rail  300   a  is engaged to one side of the pile  10  in order to minimize the pulling phenomenon in the collision direction of the safety rail  300   a  when a vehicle collides with the safety rail  300   a  for thereby obtaining a more stable engagement. The insertion piece  310  inserted into each shoulder part  302  bent by means of the extension piece  301  of the safety rail  300   a  is engaged to one side of the pile using the bolts  45  in order to prevent a pulling phenomenon of the safety rail  300   a.    
     When engaging by mans of the bolts  45 , the insertion piece  310  is strongly contracted with one side in a state that the insertion piece  310  accommodates/surface-contacts with the shoulder part  302  for thereby preventing a pulling phenomenon of the safety rail  300   a.    
     As shown in  FIG. 22 , a tooth part  311  is formed in the ends of the upper and lower sides of the insertion piece  310 , so the tooth part  311  formed in the ends of the upper and lower sides of the insertion piece  310  is strongly contacted with the shoulder part  302  of the safety rail  300   a  for thereby tolerating a pulling phenomenon of the safety rail  300   a.    
     As shown in  FIGS. 24 and 25 , the safety rail  300   a  further includes an extension piece  301  of which both ends are inwardly bent, and a plate shaped reinforcing plate  320  surface-contacts with a back side of the extension piece  301  formed in the upper and lower sides and is engaged by means of bolts and nuts. 
     The impact absorption plate  400   a  is surface-contacted with a back side of the safety rail  300   a  equipped with the reinforcing plate  320 . It is engaged to the pile  10  using the bolts  45 . So, when a vehicle collides with the safety rail  300   a  equipped with the reinforcing plate  320 , the safety rail  300   a  does not pull back in the left and right directions. 
     As shown in  FIG. 25 , the impact absorption plate  400   a  can be installed between the pile  10  and the safety rail  300   a , but the safety rail  300   a  reinforced in such a manner that the reinforcing plate  320  is engaged to both sides of the pile  100  can be installed without using the impact absorption plate  400   a.    
     As shown in  FIGS. 26 and 27 , a curved support part  403  is engaged by the bolts to one side of the pole  10  other than to engage the safety rail  300   a , and an elastic member  400   c  is provided, in which a surface contact part  404  is horizontally extended in both the directions of the support part  403 . A plate shaped tension member  300   b  is engaged with the surface contact part  404  of the elastic member  400   c  and is arranged in the direction of the pile  10  of both side and in the longitudinal direction of the pile  10 , respectively. 
     The impact force of the vehicle that is not substantially absorbed by means of the cushioning roller member  200   a  of the impact absorption facility  100  for road is further absorbed by means of the tension member  300   b  and the elastic member  400   c  and is offset. The impact of the vehicle first absorbed by means of a collision and transformation of the tension member  300   b  is naturally transferred to the tension member  300   b  with respect to the elastic member  400   c , so a tensional transformation occurs. At the same time, the surface contact part  404  of the elastic member  400   c  is quickly bent and recovered along with the tension member  300   b  for thereby efficiently absorbing and offsetting the impact of the vehicle. 
     The impact of the vehicle transferred due to the collision with the impact absorption facility  100  for road according to the present invention is naturally absorbed by means of the collision transformation of the cushioning roller member  200   a . The impact is further absorbed by means of the tension member  300   b , which is tension-transformed, and the elastic member  400   c , which is elastically transformed, along with the cushioning roller member  200   a , from which it is possible to substantially absorb the impacts occurring due to the collision of the vehicle, so that the vehicle can be more effectively protected, and the vehicle can be prevented from escaping to the outside of the road. 
     As shown in  FIGS. 28 and 29A , a hardening agent is added to a binder which is selected from a liquid epoxy or a liquid acryl and is added to the surface of the cushioning roller member  200   a . The binder and the hardening agent are mixed at the ratios of 900:0.8˜1.2 weight % and are coated at room temperature, so a coating layer  210   a  with 1 mm to 5 mm thick is formed on the surface of the cushioning roller member  200   a.    
     The coating layer  210   a  is directed to preventing the damages due to a corrosion of the cushioning roller member  200   a  from sunshine and aging, and it is possible to prevent alien substances from being stuck on the surfaces of the cushioning roller member  200   a.    
     The binder used in the coating layer  210   a  can be one conventionally used in the industry, but is preferably selected from the group comprising epoxy, unsaturated polyester and acryl. 
     In the case of hardening agent, the hardening agent is mixed at the ratios of 900:0.8˜1.2 weight %. When the ratio exceeds 1.2 weight %, the strength might be decreased due to faster hardening, and when the ratio is lower than 0.8 weight %, the hardening might be slowed, which were shown as a result of the experiments. 
     As shown in  FIG. 29B , a light emitting paint is covered on the surface of the coating layer  210   a  within 2˜3 seconds for thereby forming a light emitting coating layer  220   a  with 0.5 mm to 0.7 mm thick, and a protective layer  220   b  with 0.2 mm to 0.5 mm thick is formed by covering epoxy paint on the surface of the light emitting coating layer  220   a.    
     The light emitting coating can be classified into a phosphorus coating which emits light when light is exposed to the material, a phosphor coating which keeps a light emitting state even when light is removed, and a night coating which emits lights as the electrons of a material returns from an excited state to a bottom level state through a semi-stable state. A light emitting paint can be made by adding a heavy metal into sulfides of alkali earth metal or zinc sulfide or by adding a small amount of radium to zinc sulfide containing cupper. 
     A protective layer  220   b  with 0.5 mm to 1 mm thick is formed by inputting the light emitting coating layer  220   a  into epoxy paint for 2 to 3 seconds for protecting the same. 
     As shown in  FIG. 30C , a liquid ultraviolet ray coating is coated on the surface of the light emitting coating layer  220   a  before the protective layer  220   b  is formed for thereby forming an ultraviolet ray block coating (UV coating)  220   c  for thereby protecting the surface of the cushioning roller member  200   a  as well as the coating layer  210   a  from corrosion or cracks. 
     As shown in  FIG. 30D , a certain reflection material such as glass beads or glass powder is inputted into a binder in order for the coating layer  210   a  to emit lights at night, with the mixing ratio of the binder and the reflector being 1:0.7˜1 weight %, so a reflection coating layer  210   b  is formed on the surface of the cushioning roller member  200   a.    
     With the above structures, a driver can well recognize the objects ahead with the help of the lights reflected from the cushioning roller member  200   a  at night as the reflectors are inputted into the binder. 
     As shown in  FIGS. 31 and 32 , a plurality of second protrusions  203  are upwards protruded in radial shapes from the upper and lower surfaces of the cushioning roller member  200   a , and a first rotation block plate  600   a  is formed on the upper side of the pile  10 , and a second rotation block plate  600   b  is formed on the lower side of the same. 
     The radial second protrusions  203  protruded from the cushioning roller member  200   a  are engaged with the first protrusions  603  of the first and second rotation block plates  600   a  and  600   b , so rotation speed can be reduced when a vehicle collides. 
     As shown in  FIG. 33 , instead of installing the cushioning roller member  200   a  with the second protrusions  203 , a plurality of second engaging grooves  204 , concaved downwards, can be formed in radial shapes in the upper and lower surfaces of the cushioning roller member  200   a , so the first protrusions  603  formed in one surface of the first and second rotation block plates  600   a  and  600   b  are engaged with the second engaging grooves  204  formed in the upper and lower surfaces of the cushioning roller member  200   a . When the cushioning roller member  200   a  rotates, the first protrusions  603  are inserted into or escaped from the second engaging grooves  204  while continuously rotating, so it is possible to further decrease the rotation speed. 
     As shown in  FIGS. 34 and 35 , the cushioning roller member  200   a  includes a plurality of first engaging protrusions  202  protruded from the inner surface of the engaging member  201  and formed in the vertical direction of the engaging member  201 , and a plurality of second engaging protrusions  23   a  are vertically and longitudinally protruded from the outer surface of the rotation support pipe  20 . So, when a vehicle collides, the second engaging protrusions  23   a  formed on the outer surface of the rotation support pipe  20  and the first engaging protrusions  202  formed in the inner surface of the engaging member  201  of the cushioning roller member  200   a  are engaged with each other and rotate for thereby reducing the rotation speed. 
     As shown in  FIG. 36 , instead of installing the first engaging protrusions  202  of the cushioning roller member  200   a , third concave engaging grooves  206  can be formed in the inner surface of the engaging member  201 , so the second engaging protrusions  23   a  formed in the outer side of the rotation support pipe  20  are repeatedly inserted into and escaped from the third engaging grooves  206  formed in the inner surface of the engaging member  201  of the cushioning roller member  200   a  and rotate for thereby decreasing the rotation speed of the cushioning roller member  200   a , so it is possible to obtain an impact release effect of a vehicle and make the vehicle enter the normal runway. 
     As shown in  FIG. 37B , the second engaging protrusions  23   a  are installed on the outer surface of the rotation support pipe  20  in zigzag shapes at regular intervals, so the first engaging protrusion  202  or the third engaging grooves  206  formed in the inner surface of the engaging member  201  of the cushioning roller member  200   a  are engaged or collide with the second engaging protrusions  23   a  formed in zigzag shapes in the outer surface of the rotation support pipe  20 . So, the cycle for blocking the rotation of the cushioning roller member  200   a  is shortened, and a certain difference is made in the rotation speeds between the upper and lower sides of the cushioning roller member  200   a  for thereby decreasing the rotation speed. 
     As shown in  FIG. 38 , a vertically and longitudinally protruded third engaging protrusion  13  is formed in an outer side of the pile  10 , and a vertically and longitudinally protruded second engaging protrusion  23   b  is formed in an inner surface of the rotation support pipe  20 . The third engaging protrusion  13  formed in the outer side of the pile collides with the second engaging protrusion  23   b  formed in the inner surface of the rotation support pipe  20  for thereby decreasing the rotation speed of the rotation support pipe  20 . 
     As shown in  FIGS. 39 and 40 , there is shown a conventional structure in which the reinforcing pipe  240  is engaged with the engaging member  201  of the cushioning roller member  200   a . A reinforcing pipe  240  is installed to enhance a rotational force of the cushioning roller member  200   a  by increasing the friction force with the rotation support pipe  20  or the pile  10  and to obtain a perfect formality of the engaging member  201  of the cushioning roller member  200   a.    
     In addition, after a foam polymer is filled in the forming mold after the reinforcing pipe  240  is installed in the forming mold of the cushioning roller member when fabricating the cushioning roller member  200   a  for thereby forming a cushioning roller member  200   a . At this time, the engaging member  201  is formed in the center of the cushioning roller member  200   a  with the help of the reinforcing pipe  240 . 
     In the structure of the cushioning roller member  200   a  that the reinforcing pipe  240  is further formed in an outer surface of the engaging member  201 , the rotation support pipe  20  or the pile  10  is inserted and installed through the inner side of the reinforcing pipe  200   a , and the cushioning roller member  200   a  filled as a polymer is foamed with the help of sunshine is contracted or expanded, by which pores are formed, so the reinforcing pipe  201  could escape. 
     In the above case, when a vehicle collides, a repulsive force is formed with respect to the rotation of the cushioning roller member  200   a , so the rotation speed cannot be controlled, and a driver cannot prevent accidents. 
     As shown in  FIGS. 41 and 42 , a reinforcing pipe  240  is further formed in the engaging member  201  of the cushioning roller member  200   a , and a male thread  241  is formed on an outer surface of the reinforcing pipe  240 , and a female thread  206  is formed on the engaging member  201  of the cushioning roller member  200   a.    
     The reinforcing pipe  240  with the male thread  241  in its outer surface is engaged with the engaging member  201  of the cushioning roller member  200   a  with the female thread  106 , so that it is possible to prevent escape with the help of stronger contacting force and engaging force even when the foamed polymer is contracted or expanded. 
     As shown in  FIG. 43 , when the female thread  206  formed in the engaging member  201  of the cushioning roller member  200   a  is formed by inputting foam polymer after the reinforcing pipe  240  with the male thread  241  is installed before the foam polymer is inputted into the forming mold of the cushioning roller member  200   a , the female thread  206  is formed in the inner surface of the engaging member  201  by means of the male thread  241  of the reinforcing pipe  241 , and the outer surface of the reinforcing pipe  240  is engaged with the inner surface of the engaging member  201  through the female and male threads  206  and  241 , whereby it is possible to manufacture a cushioning roller member  200   a  with a strong engagement force. 
     The method for manufacturing the cushioning roller member  200   a  includes a step for installing a reinforcing pipe  240  with a male thread  241  in a forming mold of the cushioning roller member  200   a , a step for inputting a foam polymer after the reinforcing pipe  240  is installed, and a step for foaming and forming the foam polymer for thereby manufacturing the cushioning roller member  200   a.    
     As shown in  FIG. 44 , a second through hole  243  is further formed on an outer surface of the reinforcing pipe  240 , so a stronger and more reliable contacting force with the inner surface of the engaging member  201  can be obtained for thereby preventing the escape of the reinforcing pipe  240 . 
     As shown in  FIG. 45 , the threads  242  is formed in the upper and lower inner surfaces of the reinforcing pipe  240  and are engaged with the engaging member  201  of the cushioning roller member  200   a , and the threads  253  are formed on the upper and lower surfaces of the cushioning roller member  200   a  and are engaged with the threads formed in the inner surface of the reinforcing pipe  240 , so that the reinforcing cap  250  with the reinforcing shoulder  251  having a through hole  252  is formed. 
     In the above structure, the reinforcing cap  250  is engaged to the reinforcing pipe  240 , so it is possible to substantially prevent the escape of the reinforcing pipe  240 . 
     As shown in  FIG. 46 , a radial shaped third protrusion  254  is formed on an upper surface of the reinforcing cap  250 , so the first rotation block plate  600   a  installed in the upper side of the pipe  10  and the second rotation block plate  600   b  installed in the lower side of the pile  10  make it possible to decrease the rotation speed of the cushioning roller member  200   a.    
     As shown in  FIG. 47 , instead of installing the reinforcing pipe  240  of the cushioning roller member  200   a , the threads ( 1 ) are formed on the upper and lower sides of the inner surface of the cushioning roller member  200   a , so that the reinforcing cap  250  is engaged with the help of the threads ( 1 ) formed in the inner surface of the engaging member  201 , while maintaining a pipe shape of the engaging member  201  as well as increasing the friction force of the pile  10  or the rotation support plate  20  for thereby enhancing the rotational force. 
     As shown in  FIGS. 48 and 49 , a cushioning roller member  200   c  is configured in such a manner that a space part  230  is formed in the interior of the cushioning roller member  200   c . An inlet port  231  stopped by the stopper  232  is formed on an upper side of the cushioning roller member  200   c.    
     A female thread  206  is formed in the engaging member  201  of the cushioning roller member  200   c , and a reinforcing pipe  240  with a male thread  241  is formed in an outer surface and is engaged with the female thread  206  formed in the engaging member  201 , so that the rotation force of the cushioning roller member  200   c  is enhanced, and the transformation of the engaging member  201  is prevented when a vehicle collides. 
     As shown in  FIG. 50 , in the bubble type cushioning roller member  200   c , the threads ( 1 ) are formed in the upper and lower sides of the inner surface of the cushioning roller member  200   c , and the reinforcing cap  250  is engaged with the help of the threads ( 1 ) of the engaging member  201 , so the transformation of the engaging member  201  can be prevented, and the rotational force with respect to the pile  10  or the rotation support pipe  20  can be enhanced. 
     As shown in  FIGS. 51 and 52 , a male engaging member  209  is formed in a lower surface of the cushioning roller member  200   a , and a female engaging member  208  is formed in an upper surface of another cushioning roller member  200   a . When it is inserted into the pipe  10  or the rotation support pipe  20 , a much stronger can be obtained with the help of the engagement between the female and male engaging members  208  and  209  of each cushioning roller member  200   a , and since it rotates when a vehicle collides, more reliable impact releasing effect can be obtained. 
     As shown in  FIG. 53 , a plurality of protrusions  209   a  are formed in radial shape from an outer surface of the cushioning roller member  200   a . When the cushioning roller member  200   a  with a plurality of protrusions  209   a  is installed in a road, another cushioning roller member  200   a  is installed in the pile  10  with the cushioning roller member  200   a , so the pile  10  with the cushioning roller member  200   a  is installed in one pair in the road, and the cushioning roller members  200   a  are surface-contacted with each other. 
     With the toothed structure formed as the protrusions  209  are engaged, the rotation force can be reduced with the help of the protrusions  209   a  when a vehicle collides, so an impact release effect can be obtained. 
     As shown in  FIG. 54 , when the pile  10  is fixed on the ground, a base plate  14  is installed in a lower side of the pile, and the lower side of the pile  10  is fixed at the center of the base plate  14 , and a plurality of reinforcing ribs  15  are installed on the outer surface of the pile  10  at regular intervals in order for the lower outer surface of the pile  10  and one surface of the base plate  14  to be related with each other. 
     The base plate  14  fixed by the pile  10  is installed on the ground and is fixed by the anchor bolt  16  along the edges of the base plate  14 . 
     As shown in  FIGS. 55 to 59 , instead of fixing the pile  10  on the ground, the pile  10  can be fixed by installing a plurality of concrete blocks  700  in the lower side of the impact absorption facility  100  for road. When the concrete blocks  700  are connected, a wire rope  702  is connected through an engaging hole  701  passing through the lower side of the concrete block  700 , and the end of the wire rope  702  is fixed in the eye bolt  703 , and the washer  704  and the nut  705  are engaged to the eye bolt  703  for thereby closely contacting the concrete blocks  700 . 
     The concrete blocks  700  can operate as a median strip of roads, and the impact absorption facility  100  is installed on the upper side of the concrete blocks  700 . 
     As shown in  FIGS. 58 and 59 , when the concrete blocks  700  are installed, a wire rope  702  is connected through an engaging hole  701  passing through the lower side of the concrete block  700 , and an end of the wire rope  702  is fixed to the eye bolt  703 , and the washer  704  and the nut  705  are engaged to the eye bolt for thereby closely contacting the concrete blocks  700 . 
     The washer  704  is configured not to pass through the engaging hole  701 . The nut  705  is engaged to the eye bolt  703  fixed by the wire rope  702 , so a strong contacting force can be obtained between the concrete blocks  700 , and the escapes of the concrete blocks  700  can be prevented when a vehicle collides. 
     As shown in  FIG. 59 , a hook groove  706  is longitudinally formed in the center of the lower side of the concrete block  700 . When inserted into the hook groove  706 , one pair is provided so that the escape prevention fixing pieces  710  are opposite to each other with its cross section being formed in an L shape for thereby more reliably preventing the escapes of the concrete blocks  700 . As the escape prevention fixing pieces  710  are symmetrically installed by one pair, it is possible to adjust the width of the hook groove  706  of the concrete blocks  700  and the width of a pair of the escape prevention fixing pieces  710  being opposite depending on the line shape of the road. 
     When the width of the hook groove  706  is wide, the outer surfaces of a pair of the escape prevention fixing pieces  710  surface-contact by spacing the escape prevention fixing pieces  710 , so the width of the escape prevention fixing pieces  710  can be adjusted depending on the width of the hook groove  706  for thereby obtaining a stable and reliable engagement of the concrete blocks with respect to the ground while preventing an accident with the help of resisting force generated in the concrete blocks  700  when a vehicle collides. 
     As shown in  FIG. 60 , when the concrete blocks  700  are installed on the ground, prefabricated concrete blocks  700  can be installed, but the concrete blocks can be manufactured at site, and the frames  720  for concrete blocks are installed on the road with certain lengths, and the concrete  721  is cast into the interior of the frames  720 , and the frames  720  are removed after a certain curing period pass for thereby manufacturing the concrete blocks  700  at site. 
     Here, the frames  720  for concrete blocks are longitudinally prepared on the ground of the road, namely, an integral frame  720  with a size corresponding to the size when a plurality of concrete blocks  700  are connected in series is installed on the road, and the concrete  721  is cast into the interior of the frame  720  for thereby manufacturing a lengthy concrete block. 
     As shown in  FIG. 61 , a LED solar cell  17  automatically controlled is installed on the upper surface of the frame  720 . In addition, there is provided a net shaped cover part  18  which covers the LED solar cell and fixed on an outer side of the pile  10 . 
     As shown in  FIG. 62 , the first and second rotation plates  600   a  and  600   b  and the cushioning roller member  200   a  are installed in the pile  10  on the road, and a pair of opposite piles  10  equipped with the first and second rotation block plates  600   a  and  600   b  and the cushioning roller member  200   a  are in series installed at the rear side of the installed piles  10 , and rectangular pipe shaped impact absorption plates  400   b  are integrally installed in the outer surface of the upper and lower sides of the pile  10  and are connected with each other. 
     As shown in  FIGS. 63 and 64 , the second rotation block plate  600   b  is installed in the lower side of the pile  10 , and the rotation support pipe  20  equipped with the cushioning roller member  200   a  having the second protrusion  203  or the second engaging groove  204   b  is inserted in the upper and lower sides of the pile  10 , so it can be installed as a safety facility in a leisure resort such as an ice skate site, a ski resort, etc. for thereby reducing the damages of persons. 
     As shown in  FIGS. 65 and 66 , a sun visor net  30   a  is installed in each pile positioned at both sides of the impact absorption facility  100  while connecting their top ends, and the clamps  19  with vertical cross sections are engaged to the upper sides of the piles  10  using the bolts  45  when installing the safety rail  300   a  and the impact absorption plate  400   a , and the sun visor pile  31  is fixed on the upper surface of the clamp  19 , and the sun visor net  30   a  is installed in one side of the sun visor pipe  31 . So, the sun visor net  30   a  connecting the piles of both sides of the impact absorption facility  100  can be finished. 
     The impact absorption facility  100  for road with the sun visor net  30   a  can be used as a median strip of the road. 
     As shown in  FIG. 67 , instead of the sun visor net  30   a , the punched sun visor plates  30   b  can be installed in every pile of the impact absorption facility for road. 
     As shown in  FIG. 68 , the safety rail  300   a  is installed in the upper and lower sides of the pile  10 , and the safety rail is further installed between the cushioning roller members  200   a  for thereby reliably preventing the impacts when a vehicle collides. As a result, it is possible to minimize the damages of the vehicle and the passenger by preventing the escapes of the elements belonging to the impact absorption facility  100  for roads. A plurality of safety rails  300   a  can be installed at regular intervals. The cushioning roller member  200   a  can be installed between the safety rails  300   a.    
     As shown in  FIGS. 69 and 71 , the rotation support pipe  20  equipped with the cushioning roller member  200   a  can be inserted into the pile  10 , and the safety rails  300   c  are installed at both sides of the upper and lower side of the pile  10 . In the above structure, the safety rail  300   c  includes a rail guide  303  which is concave in a longitudinal direction and is formed in one side surface of the same and a contact guide  304  which is formed in the other side surface of the same and of which upper and lower sides are vertically extended. The engaging grooves  305  are formed in the rail guide  303  of the safety rail  300   c  at regular intervals, and the rail cap  330   a  is engaged to the engaging groove  305 . 
     When the safety rail  300   c  is engaged to the pile  10 , the bolts  45  are engaged to the contact guide  304  and pass through the contact guide  304  of another safety rail  300   c  formed in the rear side of the pile  10  and is engaged with the nuts. 
     In the above structure, when a vehicle collides with the safety rail  300   c , since the bolts  45  are protruded from the outer side of the rail guide  303  in the contact guide  304 , by which an elastic force needed for reducing the impacts might be decreased, so it is needed to engage the pile  10  and the contact guide  304  of the safety rail  300   c  on the safety rail  300   c  in order to obtain the impact reducing effects. 
     As shown in  FIG. 72A , the rail cap  330   a  engaged to the engaging groove  305  of the safety rail  300   c  is formed of a head part  331 , and an engaging part  332  which is integrally extended from the lower surface of the head part  331 , and an engaging shoulder  333  is formed at the end of the engaging part  332 . 
     Here the head part  331  can be formed in various shapes and configurations. As shown in  FIG. 72B , the head part  331  can form an eclipse rail cap  330   b , and a separate reflection sheet  50  can be attached on the front surface of the head part  331 , so the driver can have enhanced recognition ability. When the rail cap  330   a  is manufactured, the engaging shoulder  333  is manufactured by integrally injecting the engaging part  332  along with the head part  331 . 
     As shown in  FIG. 71 , a reflection sheet  50  is attached on an outer surface of the upper side of the pile  10 , namely, the reflection sheet  50  is attached to an outer surface of the upper side of the pile  10  exposed upwardly and equipped with the safety rail  300   c , so that the driver can reliably recognize the impact prevention apparatus  100 . 
     As shown in  FIGS. 73 and 74 , the present invention comprises a column shaped pile  1200  fixedly embedded in a centerline of the road or in a road side at regular intervals and a rotation support pipe  1300  which is rotatably engaged through the pile  1200 . 
     The first and second casings  1410  and  1420  are formed in cylindrical shapes and are engaged to the outer surfaces of the rotation support pipe  1300 , and the cushioning member  1430  is installed in the interior of each casing, with a plurality of high luminance reflection bands  1600  being installed on the outer sides of the casings, and the impact absorption member  1400   a  has an insertion hole at the center of the same. 
     A safety fence  1800  is positioned in the upper and lower sides of the impact absorption member  1400  and is horizontally and integrally installed at both sides of the upper and lower side of the pile  1200 . 
     The pile  1200  comprises a rotation block plate  1500  at its lower side, and the rotation block plate  1500  includes an engaging hole  1520  in its center portion and is engaged to the pile  1200  and is mounted on the upper surface of the safety fence  1800  of the lower side, and a first fixing groove  120  is formed on one surface of the pile  1200 , and a second fixing groove  1530  is formed in a portion of the inner surface of the engaging hole  1520  for being engaged by means of the fixing pin  1540 , and a plurality of radial shaped protrusions  1510  are upwardly protruded from the upper surface. 
     The impact absorption member  1400   a  is mounted on the upper surface of the rotation block plate  1500 , and the impact absorption member  1400   a  is engaged to the outer surface of the rotation support pipe  1300 , and a plurality of protrusions  1421  are downwardly protruded from the lower surface of the second casing  1420 . 
     As shown in  FIG. 75 , in the impact absorption member  1400   a , the first and second casings  1410  and  1420  equipped with high luminance reflection bands  1600  in their outer sides and cushioning members  1430  in their inner sides are formed in cylindrical shapes and are rotatably engaged to the outer surface of the rotation support pipe  1300 . 
     The cushioning member  1430  can be configured in a cylindrical shape by grinding waste tires or waste rubbers other than to use a high strength Styrofoam and urethane foam and by mixing urethane binder 10˜20 weight % and filler 5˜10 weight % to elastic chips 70˜80 weight % of 3˜5 mm sizes. 
     As shown in  FIG. 75 , the first and second casings  1410  and  1420  surrounding the inner cushioning member  1430  of the impact absorption member  1400   a  have elasticity like rubber materials, so no scraps such as chips are produced when a vehicle collides. 
     A ring shaped concave ring groove  1480  is formed on the outer surfaces of the first and second casings  1410  and  1420 . The high luminance reflection band  1400  is installed around the ring grooves  1480 , so a driver can easily recognize. 
     As shown in  FIG. 75 , When installing the impact absorption member  1400   a , the rotation support pipe  1300  engaged to an outer surface of the pile can freely rotate along the outer surface of the pile, and a vertical longitudinal insertion hole  1470  is formed in the center of the impact absorption member  1400   a , and the insertion hole  1470  of the impact absorption member  1400   a  is engaged to the outer surface of the rotation support pipe  1300 . The length of the rotation support pipe  1300  is in proportion to the length of the insertion hole  1470  of the impact absorption member  1400   a.    
     As shown in  FIGS. 76 and 77 , a rotation block plate  1500  is engaged to the pile  1200  and is mounted on the upper side of the lower safety fence  1800  and a second fixing groove  1530  for fixing by means of the fixing pin  1540  as the first fixing groove  1220  is formed in one surface of the pile  1200 , with a plurality of radial protrusions  1510  being upwards protruded from the upper surface. 
     When installing the rotation block plate  1500 , a first fixing groove  1220  is formed in a lower surface of the pile  1200 , and a second fixing groove  1530  is formed in an inner surface of the engaging hole  1520  formed in the center of the rotation block plate  1500 , so the first fixing groove  1220  of the pile  1200  surface-contacts with the second fixing groove  1530  of the rotation block plate  1500 . A fixing pin  1540  is closely contacted in the space in which the first and second fixing grooves  1220  and  1530  surface-contact for thereby fixing the rotation block plate  1500  at the lower side of the pile. 
     As shown in  FIG. 75  or  78 , a plurality of downwardly protruded radial protrusions  1421  are protruded from the lower surface of the outer second casing  1420  of the impact absorption member  1400  which is formed in the outer surface of the rotation support pipe  1300  in the upper side of the rotation block plate  1500 . 
     When installing the impact absorption member  1400   a  on the upper side of the rotation block plate  1500 , the protrusion  1510  formed on the upper surface of the rotation block plate  1500  is deviated from the protrusion  1421  formed on the lower surface of the second casing  1420  provided in the impact absorption member  1400   a.    
     Therefore, when a vehicle collides, the protrusion  1510  of the upper surface of the rotation block plate  1500  fixed in a lower side of the pile  1200  is engaged with the protrusion  1421  formed in a lower side of the second casing  1420  of the impact absorption member  1400  with the help of the accelerated rotational force of the impact absorption member  1400   a , so the impact absorption member  1400   a  rotates. The rotation of the accelerated impact absorption member  1400   a  goes on slowly and finally stops. 
     Namely, when a vehicle collides with the impact absorption facility  1100  for road according to the present invention, the speed of the vehicle is gradually decreased, with the help of which a driver can stably change the running direction of the vehicle to a normal direction for thereby preventing an upside down collapse or escape of the vehicle. As shown in  FIG. 77 , a plurality of cushioning holes  1431  pass through the upper and lower surfaces of the inner cushioning member  1430  of the impact absorption member  1400   a , so an impact reducing effect can be obtained with the help of the inner space of the cushioning member  1430 , namely, the cushioning member  1431  when a vehicle collides. 
     Since the cushioning member  1430  is needed to first absorb the impacts applied to the driver of the vehicle at the moment of collision, a plurality of vertical cushioning holes  1431  are formed in the interior of the cushioning member  1430  in order to enhance the cushioning force and elastic force of the cushioning member  1430  for thereby more enhancing the impact absorption and elastic force of the cushioning member  1430 . 
     The through hole  1432  passes through the upper and lower surfaces of the cushioning member  1430  and are engaged to the outer surface of the rotation support pipe  1300  through the pile  1200 . 
     As shown in  FIG. 80 , it can be engaged to the outer left and right casings  1440  and  1450  instead of the impact absorption member  1400   a  configured as the first and second casings  1410  and  1420  are engaged and can be engaged by a high luminance reflection band  1600 . 
     A plurality of impact absorption members  1400   b  with a plurality of protrusions  1460  radial-protruded in the upward and downward directions from the upper and lower surfaces of the left and right casings  1440  and  1450  are installed in the outer surface of the rotation support pipe  1300 . 
     The impact absorption member  1400   a  is formed as much as the length of the rotation support pipe  1300  in an integral structure, and the impact absorption member  1400   b  is installed in multiply stacked structures. When a vehicle collides, it is engaged and rotates by means of the protrusions  140  formed in the upper and lower surfaces of the impact absorption member  1400   b , so the rotation speed can be gradually decreased with the help of the protrusion  1510  formed in the upper surface of the rotation block plate  1500  fixed in the lower side of the pipe  1200  and the protrusion  1460  formed in the lower surface of the impact absorption member  1400   b  mounted on the upper surface of the rotation block plate  1500 . 
     The cushioning member  1430  is formed in the interior of the impact absorption member  1400   b  and the left and right casings  1440  and  1450  are engaged with each other, and the ring groove  1480  is formed in the center surroundings of the outer surfaces of the engaged left and right casings  1440  and  1450 , and a high luminance reflection band  1600  is engaged to the ring groove  1480  for thereby engaging the left and right casings  1440  and  1450 . 
     As shown in  FIG. 81 , the engaging groove  1445  and the engaging protrusion  1455  are formed in one surface in which the left and right casings  1440  and  1450  surface-contact, and the engaging groove  1445  of the left casing  1440  is engaged with the engaging protrusion  1455  of the right casing  1450 . 
     As shown in  FIG. 82 , a plurality of protrusions  1310  are outwardly protruded from an outer surface of the rotation support pipe  1300 , and a plurality of vertical protrusion lines  1320  are protruded from a longitudinal outer surface of the rotation support pipe  1300 . 
     With the above construction, it is possible to decrease the rotation speed of the rotation support pipe  1300  when a vehicle collides. Since the protrusions  1310  formed in the outer surface of the rotation support pipe  130  strongly rubs with an inner surface of the insertion holes  1470  of the impact absorption members  1400   a  and  1400   b  for thereby gradually decreasing the rotation. The vertical protrusion lines  1320  formed on an outer surface of the rotation support pipe  1300  strongly rub with an inner surface of the insertion hole  1470  of the impact absorption members  1400   a  and  1400   b , so that the rotation speed of the impact absorption members  1400   a  and  1400   b  gradually decrease due to the frictional force. 
     As shown in  FIG. 83 , a first protrusion line  1210  is vertically and longitudinally protruded from an outer surface of the pile  1200 , and a second protrusion line  1330  is vertically and longitudinally protruded from an inner surface of the rotation support pipe  1300 . 
     As the second protrusion line  1330  formed in an inner surface of the rotation support pipe  1300  is engaged with the first protrusion line  1210  formed in an outer surface of the pile  1200  for thereby reducing the rotation speed of the rotation support pipe  1300  when a vehicle collides, and at the same time the speed of the impact absorption members  1400   a  and  1400   b  are reduced. 
     As shown in  FIGS. 73 and 74 , the solar cell plate  1700  is installed on an upper surface of the pile  1200 , and a guide line  1701  connected with the solar cell plate  1700  is installed in the interior of the pile  1200  and is connected with the controller  1710  with a battery and a control unit in a lower side of the pile  1200 . 
     The guide line  1701  connected with the controller  1710  is connected with an alarm light  1720  installed on the upper side of the pile  1200  through the interior of the pile  1200 . So, the power is collected by means of the solar cell plate  1700  at day and the light is emitted from the alarm light  1720  at night, so that a driver can easily recognize the running direction of the road for thereby preventing a safety accident and sleepiness at night. 
     As shown in  FIG. 74 , a plurality of safety guide lights  1730  connected with the controller  1710  through a guide line  1701  are installed in one side surface of the safety fence of the road direction installed in the upper side of the pile  1200  and function as an alarm light  1720  while generating a flash light which can be clearly different from a common light from a vehicle and a light from building. 
     The impact absorption facility  1100  for road according to the present invention equipped with the safety guide light  1730  enhances a safety running of a vehicle by helping the driver to clearly recognize the positions of the road structures. 
     As shown in  FIG. 74 , a plurality of distance detection sensors  1740  cooperating with the alarm light  1720  are installed in one side of the safety fence  1800  of the road direction installed in a lower side of the pile  1200  and are connected with the controller  1720  by means of a guide line  1701 . 
     Therefore, when the vehicle approaches, it is alarmed by means of the lights and flashing of lights from the alarm light  1720  in cooperation with the alarm light  1720  with the help of the distance detection sensor  1740 , so the driver of the vehicle can clearly recognize the running direction on the road for thereby obtaining a safety operation of the vehicle. 
     As the present invention may be embodied in several forms without departing from the spirit or essential characteristics thereof, it should also be understood that the above-described examples are not limited by any of the details of the foregoing description, unless otherwise specified, but rather should be construed broadly within its spirit and scope as defined in the appended claims, and therefore all changes and modifications that fall within the meets and bounds of the claims, or equivalences of such meets and bounds are therefore intended to be embraced by the appended claims.