Municipal crash barriers

Abstract

This application relates to a municipal crash barrier, specifically a guardrail comprising posts, an upper crossbar, a lower crossbar, and a railing. Elastic buffer strips are provided on opposite sides of the railing, and a connecting rod is slidably connected to the railing, positioned between and abutting the elastic buffer strips. When a vehicle impacts the guardrail, the vehicle first strikes the elastic buffer strip, causing it to deform towards the railing. On one hand, the elastic force of the impacted buffer strip cushions the vehicle; on the other hand, the deformed buffer strip pushes the connecting rod to compress the elastic buffer strip on the other side of the railing, generating another restoring elastic force that simultaneously cushions the vehicle. This improves the cushioning effect, reduces damage to both the vehicle and the guardrail, and consequently reduces the risk to the driver's life.

Description

Technical Field

[0001] This application relates to the field of guardrails, and more particularly to a municipal crash barrier. Background Technology

[0002] Municipal engineering refers to the construction of municipal facilities, which is part of the national infrastructure. It includes public facilities, transportation facilities, water supply and drainage, etc. in urban construction. It is an essential material foundation for urban development. In municipal engineering, guardrails are usually installed in the middle of the road to prevent cars from entering the oncoming lane.

[0003] For example, utility model patent CN210529574U discloses a municipal guardrail, which includes two posts fixed to the ground and a railing between the two posts. The railing includes an upper horizontal bar, a lower horizontal bar, and several vertical bars between the two horizontal bars. The two ends of the upper horizontal bar are detachably connected to the upper part of the two posts, and the two ends of the lower horizontal bar are detachably connected to the lower part of the two posts. The upper surface of the lower horizontal bar has a first slot for inserting the bottom end of the vertical bar. The upper end of the vertical bar is slidably connected to a connecting rod, and the connecting rod can slide up and down relative to the vertical bar. The lower surface of the upper horizontal bar has a second slot for inserting the top of the connecting rod, and the upper end of the connecting rod can be fixed to the second slot by a fastener. This design has the advantage of facilitating the installation and removal of the vertical bars by workers.

[0004] The aforementioned guardrails are typically placed in the middle of the road to prevent pedestrians from climbing over them. However, in the event of an accident such as a car hitting the guardrail, both the vehicle and the guardrail will suffer significant damage, which in severe cases can endanger the lives of the driver. Therefore, improvements are needed. Summary of the Invention

[0005] In order to address the problem that when a car collides with a guardrail, both the vehicle and the guardrail suffer significant damage, which in severe cases can endanger the life of the driver, this application provides a municipal crash barrier.

[0006] This application provides a municipal crash barrier, which adopts the following technical solution:

[0007] A municipal crash barrier includes posts, an upper horizontal bar and a lower horizontal bar on the posts, and a plurality of railings between the upper and lower horizontal bars. The plurality of railings are distributed along the length of the upper horizontal bar. Each railing has an elastic buffer strip on its opposite sides. The elastic buffer strip is arc-shaped and protrudes away from the railing. Both ends of the elastic buffer strip slide up and down on the railing. A connecting rod is also slidably connected to the railing. The connecting rod is located between the elastic buffer strips on both sides and abuts against the elastic buffer strips. The sliding direction of the connecting rod is perpendicular to the distribution direction of the railings.

[0008] By adopting the above technical solution, when a car hits the guardrail, the car first impacts the elastic buffer strip, causing the elastic buffer strip to deform towards the guardrail. On the one hand, the elastic force of the impacted elastic buffer strip cushions the car; on the other hand, the deformation of the elastic buffer strip pushes the connecting rod to compress the elastic buffer strip located on the other side of the guardrail, causing the elastic buffer strip on the other side of the guardrail to deform simultaneously, generating another elastic force to cushion the car. This improves the cushioning effect on the car, reduces the damage to the car and the guardrail, and thus reduces the danger to the life safety of the driver.

[0009] Optionally, the connecting rod includes a stud threaded to the railing, a mounting plate on the stud, an elastic strip on the mounting plate, and an abutment block. The stud is slidably connected to the railing through a threaded engagement with the railing. The mounting plate is located on opposite sides of the railing and between the railing and the elastic buffer strip. The elastic strip corresponds to the mounting plate and is located between the mounting plate and the elastic buffer strip. The distance between the elastic strip and the mounting plate gradually increases along the thread direction of the stud. The elastic strips on both sides of the railing have opposite inclination directions. The abutment block abuts against the elastic buffer strip.

[0010] By adopting the above technical solution, when the elastic buffer strip deforms towards the railing and pushes the abutment block, the abutment block drives the stud to move. The stud twists through the threaded engagement with the railing and drives the elastic strip to rotate, so that the elastic strip gradually presses against the elastic buffer strip, and together with the elastic buffer strip, buffers the car, further increasing the buffering effect on the car.

[0011] Optionally, the abutment block is rotatably connected to the mounting plate, and a limiting groove is provided on the elastic buffer strip for the abutment block to engage.

[0012] By adopting the above technical solution, a limiting groove is set, and the inner wall of the limiting groove abuts against the abutting block, thereby limiting the abutting block and preventing relative rotation between the abutting block and the elastic buffer strip, which can reduce the wear between the abutting block and the elastic buffer strip.

[0013] Optionally, the elastic buffer strip includes an elastic buffer portion and a sliding portion disposed on the elastic buffer portion. The sliding portion is located at opposite ends of the elastic buffer portion. A groove is provided on the outer wall of the railing, and a positioning groove is provided on the inner wall of the groove. The sliding portion is slidably connected to the groove, and the positioning groove is for the sliding portion to be engaged.

[0014] By adopting the above technical solution, when the elastic buffer strip is damaged, the sliding part is moved out of the positioning groove and placed in the groove. Then, the elastic buffer part is moved away from the railing to remove the damaged elastic buffer strip. Next, the intact elastic buffer strip is taken, and the elastic buffer part is squeezed and moved so that the sliding parts at both ends of the elastic buffer part are in the groove and aligned with the positioning groove. Then, the elastic buffer part is released, and the elastic buffer part resets so that the sliding part is stuck into the positioning groove. The elastic buffer strip is positioned by the sliding part abutting against the inner wall of the positioning groove, thus completing the replacement of the elastic buffer strip. This makes replacing the elastic buffer strip more convenient and does not require replacing the entire railing, which helps to reduce resource waste.

[0015] Optionally, the lower crossbar has a slot 1 for the railing to be engaged, and the railing has a receiving groove. The receiving groove is located on the side of the railing away from the slot 1 and communicates with the positioning groove. A locking block is slidably connected in the receiving groove. The locking block slides closer to or away from the railing. The upper crossbar has a slot 2 for the locking block to be engaged. When the railing is located in the slot 1 and the sliding part is engaged in the positioning groove, the locking block is engaged in the slot 2.

[0016] By adopting the above technical solution, when the railing is damaged, the elastic buffer strip is removed from the railing. Under the action of gravity, the locking block moves closer to the railing and disengages from the second locking slot. Then, the railing is moved away from the first locking slot to remove the damaged railing. Next, the intact railing is taken and locked into the first locking slot. Then, the elastic buffer strip is installed on the railing, the sliding part is locked into the positioning groove and extends into the receiving groove. The locking block in the receiving groove is pushed into the second locking slot. The railing is positioned by the locking block abutting against the inner wall of the second locking slot, thus completing the replacement of the railing. It is not necessary to replace the entire guardrail, which helps to make full use of resources and reduce resource waste.

[0017] Optionally, a pad is slidably connected to the upper crossbar. The pad slides closer to or away from the second slot. An elastic element is also provided on the upper crossbar. The elastic element pulls the pad tight, so that the pad tends to move closer to the second slot. When the railing is located in the first slot, the opposite ends of the pad abut against the upper crossbar and the railing, respectively.

[0018] By adopting the above technical solution, when the railing is inserted between the upper and lower horizontal bars, the railing pushes the pad block to move away from the second slot until the railing and the first slot are aligned and the railing is inserted into the first slot. At this time, the pad block moves closer to the second slot under the action of the elastic element and abuts against the upper horizontal bar and the railing. The pad block abuts against the upper horizontal bar and the railing to limit the railing and prevent the railing from jumping up and down under the vibration generated by traffic flow, which helps to reduce noise generation.

[0019] Optionally, the elastic buffer strip is provided with a force-shaping bar, and a connecting ring is rotatably connected to the force-shaping bar. The connecting ring is provided with a threaded groove, which is used for threaded connection of the force-shaping bars on adjacent railings.

[0020] By adopting the above technical solution, when a car hits the elastic buffer strip, the elastic buffer strip deforms and, through the force-shaping rod and connecting ring, causes the adjacent elastic buffer strips to deform together, thereby distributing the impact force to more elastic buffer strips. This improves the buffering effect on the car and reduces the elastic fatigue of the elastic buffer strip due to excessive force, which helps to extend the service life of the elastic buffer strip.

[0021] In summary, this application includes at least one of the following beneficial technical effects:

[0022] 1. When a car hits a guardrail, the car first impacts the elastic buffer strip, causing the elastic buffer strip to deform towards the guardrail. On the one hand, the elastic force of the impacted elastic buffer strip cushions the car. On the other hand, the deformation of the elastic buffer strip pushes the connecting rod to squeeze the elastic buffer strip located on the other side of the guardrail, generating another elastic force that simultaneously cushions the car. This improves the cushioning effect on the car, reduces the damage to the car and the guardrail, and thus reduces the danger to the life safety of the driver in the car.

[0023] 2. When the elastic buffer strip deforms towards the railing and pushes the abutment block, the abutment block drives the stud to move. The stud twists through the threaded engagement with the railing and drives the elastic strip to rotate, so that the elastic strip gradually presses against the elastic buffer strip, and together with the elastic buffer strip, it buffers the car, further increasing the buffering effect on the car.

[0024] 3. By setting force-distributing bars and connecting rings, when a car hits the elastic buffer strip, the impact force is distributed to more elastic buffer strips, which improves the buffering effect on the car and reduces the elastic fatigue of the elastic buffer strip due to excessive force, thus helping to extend the service life of the elastic buffer strip. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of an embodiment of this application.

[0026] Figure 2 This is a partial cross-sectional view of the railing in an embodiment of this application, mainly showing the structure of the connecting rod.

[0027] Figure 3 for Figure 2 The enlarged view of section A mainly shows the structure of the card block.

[0028] Figure 4This is a partial exploded structural diagram of an embodiment of this application, mainly showing the structure of slot two and slide.

[0029] Figure 5 This is a partial structural diagram of an embodiment of this application, mainly showing the structure of the slide rail and the elastic element.

[0030] Figure 6 for Figure 2 The enlarged view of section B mainly shows the structure of the limiting groove.

[0031] Explanation of reference numerals in the attached drawings: 1. Column; 2. Upper crossbar; 21. Slot 2; 22. Slide rail; 3. Lower crossbar; 31. Slot 1; 4. Railing; 41. Slide groove; 42. Receiving groove; 43. Groove; 44. Positioning groove; 5. Elastic buffer strip; 51. Elastic buffer part; 511. Limiting groove; 52. Sliding part; 6. Locking block; 61. Moving part; 62. Limiting part; 7. Pad block; 71. Block; 711. Relief groove; 72. Slide rail; 8. Elastic element; 9. Connecting rod; 91. Stud; 92. Mounting plate; 93. Elastic strip; 94. Abutment block; 10. Component rod; 11. Connecting ring sleeve; 111. Threaded groove. Detailed Implementation

[0032] The following is in conjunction with the appendix Figure 1-6 This application will be described in further detail.

[0033] This application discloses a municipal crash barrier. See also... Figure 1 The municipal crash barrier includes two posts 1, an upper horizontal bar 2, a lower horizontal bar 3, and several railings 4. The two posts 1 are spaced apart in the horizontal direction, and each post 1 is vertical. The upper horizontal bar 2 is located between the two posts 1 and is horizontal, and the two ends of the upper horizontal bar 2 are fixedly connected to the two posts 1 respectively. The lower horizontal bar 3 is located between the two posts 1 and below the upper horizontal bar 2, and the lower horizontal bar 3 is horizontal, and the two ends of the lower horizontal bar 3 are fixedly connected to the two posts 1 respectively.

[0034] See Figure 1 Several railings 4 are located between two uprights 1 and between the upper horizontal bar 2 and the lower horizontal bar 3. The railings 4 are evenly spaced along the length of the upper horizontal bar 2. Each railing 4 is vertically arranged. Several slots 31 are provided on the upper end face of the lower horizontal bar 3. The number and position of the slots 31 correspond one-to-one with the number and position of the railings 4. The slots 31 are for the railings 4 to be inserted.

[0035] See Figure 2 and Figure 3On both sides of the railing 4, there are elastic buffer strips 5. Each elastic buffer strip 5 includes an elastic buffer part 51 and two sliding parts 52. The elastic buffer part 51 is vertically arranged and protrudes in an arc shape away from the railing 4. The two sliding parts 52 are fixed to the opposite ends of the elastic buffer part 51, and the two sliding parts 52 extend out of the elastic buffer part 51 in a direction away from each other. A sliding groove 41 is provided on the outer wall of the railing 4. The number and position of the sliding groove 41 correspond one-to-one with the number and position of the sliding parts 52. Each sliding part 52 slides up and down in the corresponding sliding groove 41. A positioning groove 44 is provided on the inner wall of the sliding groove 41 away from the elastic buffer part 51. The positioning groove 44 is for the sliding part 52 to be inserted. In this embodiment, the elastic buffer part 51 and the sliding part 52 are integrally arranged. The material of the elastic buffer part 51 and the sliding part 52 is spring steel.

[0036] See Figure 3 and Figure 4 The lower end face of the upper crossbar 2 is provided with a second slot 21. The number and position of the second slot 21 correspond one-to-one with the number and position of the first slot 31. The outer side wall of the railing 4 away from the first slot 31 is provided with a receiving groove 42. The receiving groove 42 is connected to the positioning groove 44. The inner side wall of the receiving groove 42 is provided with a groove 43. A locking block 6 is slidably connected in the receiving groove 42. The locking block 6 includes a movable part 61 and a limiting part 62. The movable part 61 is slidably connected in the receiving groove 42, and the movable part 61 slides closer to or away from the railing 4. The second slot 21 is for the movable part 61 to be locked in. When the railing 4 is located in the first slot 31 and the sliding part 52 is locked in the positioning groove 44, the movable part 61 is locked in the second slot 21. The limiting part 62 is located in the groove 43 and is fixedly connected to the movable part 61. The inner wall of the groove 43 abuts against the limiting part 62, thereby limiting the movement range of the movable part 61 and preventing the movable part 61 from moving away from the railing 4.

[0037] See Figure 4 and Figure 5A pad 7 is slidably connected to the upper crossbar 2. The number and position of the pads 7 correspond one-to-one with the number and position of the slots 21. Each pad 7 includes a block 71 and two slide rails 72. The block 71 is slidably connected to the upper crossbar 2, located below the upper crossbar 2 and on one side of the corresponding slot 21 along the horizontal direction. The block 71 slides closer to or further away from the slot 21. The two slide rails 72 are fixed above the block 71 and are spaced apart. The upper crossbar 2 has openings for accommodating the slide rails. The slide rail 72 is connected to the slide rail 22 along the sliding direction of the block 71. The block 71 is connected to the upper crossbar 2 through the cooperation of the slide rail 72 and the slide rail 22. A clearance groove 711 is provided on the outer wall of the block 71 near the second slot 21. The clearance groove 711 is located between the two slide rails 72 and extends vertically through the block 71. The clearance groove 711 is for the movable part 61 to be inserted. In this embodiment, the slide rail 72 is a dovetail block and the slide rail 22 is a dovetail groove that cooperates with the slide rail 72.

[0038] See Figure 4 and Figure 5 Elastic elements 8 are also fixed on the upper crossbar 2. The number and position of the elastic elements 8 correspond one-to-one with the number and position of the slide rails 22. The elastic elements 8 are located in the corresponding slide rails 22. The opposite ends of the elastic elements 8 are fixedly connected to the inner wall of the corresponding slide rail 22 and the slide rail 72, respectively. The elastic elements 8 tighten the slide rail 72, so that the block 71 tends to approach the slot 21. When the railing 4 is located in the slot 31, the upper and lower ends of the block 71 abut against the upper crossbar 2 and the railing 4, respectively. In this embodiment, the elastic element 8 is a spring.

[0039] In practical use, when the elastic buffer strip 5 is damaged, the sliding part 52 is moved away from the positioning groove 44 and placed in the sliding groove 41. Then, the elastic buffer part 51 is moved away from the railing 4 to remove the damaged elastic buffer strip 5. Next, the intact elastic buffer strip 5 is taken, and the elastic buffer part 51 is squeezed and moved so that the sliding parts 52 at both ends of the elastic buffer part 51 are placed in the sliding groove 41 and aligned with the positioning groove 44. Then, the elastic buffer part 51 is released and reset so that the sliding part 52 is inserted into the positioning groove 44. The elastic buffer strip 5 is positioned by the sliding part 52 abutting against the inner wall of the positioning groove 44, thus completing the replacement of the elastic buffer strip 5.

[0040] When the railing 4 is damaged, the elastic buffer strip 5 is removed from the railing 4. The movable part 61 moves closer to the railing 4 under the action of gravity and disengages from the second slot 21. Then, the block 71 is moved away from the second slot 21, so that the block 71 and the railing 4 are separated. Then, the railing 4 is moved away from the first slot 31 to remove the damaged railing 4. Next, the intact railing 4 is taken and inserted into the first slot 31. At this time, the block 71 moves closer to the second slot 21 under the action of the elastic element 8 and abuts against the upper crossbar 2 and the railing. 4. The railing 4 is limited by the pad 7 against the upper crossbar 2 and the railing 4 to prevent the railing 4 from jumping up and down under the vibration of traffic flow, which helps to reduce noise. Then, the elastic buffer strip 5 is installed on the railing 4, the sliding part 52 is inserted into the positioning groove 44 and extends into the receiving groove 42, and the movable part 61 in the receiving groove 42 is pushed into the second slot 21 and the relief groove 711. The railing 4 is positioned by the movable part 61 against the inner wall of the second slot 21, and the replacement of the railing 4 is completed.

[0041] See Figure 2 A connecting rod 9 is also slidably connected to the railing 4. The connecting rod 9 is located between two elastic buffer parts 51. The connecting rod 9 includes a stud 91, two mounting plates 92, two elastic strips 93, and an abutment block 94. The stud 91 passes through the railing 4 and is threadedly connected to the railing 4. The stud 91 is slidably connected to the railing 4 through the threaded engagement, and the sliding direction of the stud 91 is perpendicular to the distribution direction of the railing 4. The two mounting plates 92 are located on opposite sides of the railing 4 and are respectively fixed to the stud 91. At both ends, each mounting plate 92 is located between the railing 4 and the elastic buffer part 51. The positions of the two elastic strips 93 correspond one-to-one with the positions of the two mounting plates 92. Each elastic strip 93 is located between the corresponding mounting plate 92 and the elastic buffer strip 5 and is fixedly connected to the mounting plate 92. The distance between the elastic strip 93 and the mounting plate 92 gradually increases along the thread direction of the stud 91, and the inclination directions of the elastic strips 93 on both sides of the railing 4 are opposite. In this embodiment, the material of the elastic strip 93 is spring steel.

[0042] See Figure 2 and Figure 6 The number and position of the abutment blocks 94 correspond one-to-one with the number and position of the mounting plates 92. Each abutment block 94 is located between the corresponding mounting plate 92 and the elastic buffer strip 5 and is rotatably connected to the mounting plate 92. The rotation axis of the abutment block 94 and the mounting plate 92 is parallel to the sliding direction of the stud 91. In this embodiment, the cross-section of the abutment block 94 is rectangular. Each elastic buffer part 51 has a limiting groove 511 on the outer side wall near the abutment block 94. The limiting groove 511 is for the abutment block 94 to be inserted into. The abutment block 94 is inserted into the limiting groove 511 and abuts against the elastic buffer part 51.

[0043] See Figure 2 and Figure 6Each elastic buffer section 51 is fixed with a force-shaping rod 10. The force-shaping rod 10 is located at the end of the elastic buffer section 51 away from the railing 4, and the length direction of the force-shaping rod 10 is parallel to the length direction of the upper crossbar 2. A connecting ring sleeve 11 is rotatably connected to the force-shaping rod 10. The connecting ring sleeve 11 is located at one end of the force-shaping rod 10, and the rotation axis of the connecting ring sleeve 11 is parallel to the length direction of the upper crossbar 2. A threaded groove 111 is provided on the outer side wall of the connecting ring sleeve 11 away from the force-shaping rod 10. The threaded groove 111 is used for threaded connection of the force-shaping rods 10 on adjacent railings 4.

[0044] In actual use, when a car hits the elastic buffer part 51, the elastic buffer part 51 deforms and drives the adjacent elastic buffer parts 51 to deform together through the force-shaping rod 10 and the connecting ring sleeve 11, thereby dispersing the impact force to more elastic buffer parts 51, improving the buffering effect on the car, reducing the elastic fatigue of the elastic buffer part 51 due to excessive force, and helping to extend the service life of the elastic buffer strip 5.

[0045] The implementation principle of a municipal crash barrier according to an embodiment of this application is as follows:

[0046] When a car hits the guardrail, it first impacts the elastic buffer 51, causing the elastic buffer 51 to deform towards the guardrail 4. On one hand, the elastic force of the impacted elastic buffer 51 cushions the car. On the other hand, the deformation of the elastic buffer 51 pushes the abutment block 94 to move closer to the guardrail 4, causing the abutment block 94 on the other side of the guardrail 4 to squeeze the elastic buffer 51 on the other side of the guardrail 4. This causes the elastic buffer 51 on the other side of the guardrail 4 to deform simultaneously, generating another elastic force to cushion the car, thus improving the cushioning effect.

[0047] At the same time, the abutment block 94 drives the stud 91 to move. The stud 91 twists through the threaded engagement with the railing 4 and drives the elastic strip 93 to rotate, so that the elastic strip 93 gradually presses against the elastic buffer part 51. Together with the elastic buffer part 51, it buffers the car, further increasing the buffering effect on the car, reducing the damage to the car and the guardrail, and thus reducing the danger to the life safety of the driver in the car.

[0048] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A municipal crash barrier, comprising a post (1), an upper horizontal bar (2) and a lower horizontal bar (3) disposed on the post (1), and a plurality of railings (4) disposed between the upper horizontal bar (2) and the lower horizontal bar (3), wherein the plurality of railings (4) are distributed along the length direction of the upper horizontal bar (2), characterized in that: The railing (4) is provided with elastic buffer strips (5) on both sides. The elastic buffer strips (5) are arc-shaped protrusions in the direction away from the railing (4). The two ends of the elastic buffer strips (5) slide up and down on the railing (4). A connecting rod (9) is also slidably connected to the railing (4). The connecting rod (9) is located between the elastic buffer strips (5) on both sides and abuts against the elastic buffer strips (5). The sliding direction of the connecting rod (9) is perpendicular to the distribution direction of the railing (4). The connecting rod (9) includes a stud (91) threaded to the railing (4), a mounting plate (92) on the stud (91), an elastic strip (93) on the mounting plate (92), and an abutment block (94). The stud (91) is slidably connected to the railing (4) through a threaded engagement with the railing (4). The mounting plate (92) is located on opposite sides of the railing (4) and between the railing (4) and the elastic buffer strip (5). The elastic strip (93) corresponds to the mounting plate (92) and is located between the mounting plate (92) and the elastic buffer strip (5). The distance between the elastic strip (93) and the mounting plate (92) gradually increases along the thread direction of the stud (91). The elastic strips (93) on both sides of the railing (4) have opposite inclination directions. The abutment block (94) abuts against the elastic buffer strip (5).

2. The municipal crash barrier according to claim 1, characterized in that: The abutment block (94) is rotatably connected to the mounting plate (92), and a limiting groove (511) is provided on the elastic buffer strip (5) for the abutment block (94) to be inserted into.

3. The municipal crash barrier according to claim 1, characterized in that: The elastic buffer strip (5) includes an elastic buffer part (51) and a sliding part (52) provided on the elastic buffer part (51). The sliding part (52) is located at opposite ends of the elastic buffer part (51). A groove (41) is provided on the outer side wall of the railing (4). A positioning groove (44) is provided on the inner wall of the groove (41). The sliding part (52) is slidably connected in the groove (41). The positioning groove (44) is for the sliding part (52) to be engaged.

4. The municipal crash barrier according to claim 3, characterized in that: The lower crossbar (3) has a slot 1 (31) for the railing (4) to be inserted into. The railing (4) has a receiving groove (42). The receiving groove (42) is located on the side of the railing (4) away from the slot 1 (31) and is connected to the positioning groove (44). A locking block (6) is slidably connected in the receiving groove (42). The locking block (6) slides closer to or away from the railing (4). The upper crossbar (2) has a slot 2 (21) for the locking block (6) to be inserted into. When the railing (4) is located in the slot 1 (31) and the sliding part (52) is inserted into the positioning groove (44), the locking block (6) is inserted into the slot 2 (21).

5. The municipal crash barrier according to claim 4, characterized in that: A pad (7) is slidably connected to the upper crossbar (2). The pad (7) slides closer to or away from the second slot (21). An elastic element (8) is also provided on the upper crossbar (2). The elastic element (8) pulls the pad (7) tight, so that the pad (7) tends to move closer to the second slot (21). When the railing (4) is located in the first slot (31), the opposite ends of the pad (7) abut against the upper crossbar (2) and the railing (4) respectively.

6. The municipal crash barrier according to claim 1, characterized in that: The elastic buffer strip (5) is provided with a force-shaping rod (10), and a connecting ring sleeve (11) is rotatably connected to the force-shaping rod (10). The connecting ring sleeve (11) is provided with a threaded groove (111), and the threaded groove (111) is used for threaded connection of the force-shaping rod (10) on adjacent railings (4).

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