A modular, energy-absorbing, impact-resistant guardrail

Abstract

This invention discloses an energy-absorbing, collision-resistant, modularly assembled guardrail. The key technical features are: it comprises multiple assembled guardrail components, each including a post. Vertical support members are fixed to both sides of each post via diagonal support members. A guardrail panel is installed and fixed to one side of the post, the vertical support members, and the diagonal support members. A buffer structure is provided between the guardrail panel and the post. A stop structure for reducing wheel speed is provided on one side of the bottom of each post. Two sets of guardrail components are connected and fixed together via a connecting structure. This energy-absorbing, collision-resistant, modularly assembled guardrail has excellent collision buffering capabilities. It can absorb energy from vehicles hitting the guardrail and reduce wheel speed, thereby improving the guardrail's protective ability to a certain extent.

Description

Technical Field

[0001] This invention relates to the field of guardrail technology, and in particular to an energy-absorbing and impact-resistant modular guardrail. Background Technology

[0002] Road guardrails, as key roadside facilities, are primarily used to protect pedestrian safety. They separate pedestrians from vehicles, thus safeguarding pedestrians. Especially in areas with heavy traffic and narrow roads, road guardrails effectively prevent accidental injuries to pedestrians. Furthermore, road guardrails prevent pedestrians from crossing the road carelessly, ensuring their safety. In addition, guardrails not only promote orderly vehicle traffic but also effectively prevent collisions and traffic accidents. In the event of a traffic accident, road guardrails can also prevent vehicles from running off the road, protecting drivers and passengers.

[0003] For example, Chinese patent CN109252477A discloses a road safety guardrail, including side guardrails on both sides of the road and a middle guardrail. The side guardrails have passage openings that divide the side guardrails into a first guardrail segment and a second guardrail segment. An air pump is embedded in the end face of the first guardrail segment. A partition is installed at the passage opening, with one end of the partition contacting the first guardrail segment and being fixed with glue. A recessed cavity is opened on the second guardrail segment opposite the partition. The partition extends toward the recessed cavity and is snapped into the recessed cavity. A rolling device is provided at the bottom of the partition. The partition is an inflatable airbag with an air storage chamber inside. The partition is inflated by the air pump.

[0004] The aforementioned patent has some advantages, but it also has some disadvantages, such as insufficient buffering and collision protection capabilities, which need to be improved. Summary of the Invention

[0005] In view of the problems mentioned in the background art, the purpose of this invention is to provide an energy-absorbing and anti-collision modular splicing protective railing to solve the problems mentioned in the background art.

[0006] The above-mentioned technical objective of the present invention is achieved through the following technical solution:

[0007] A modular, energy-absorbing, anti-collision guardrail includes multiple assembled guardrail components. Each guardrail component includes a post, with vertical support rods fixed to both sides of the post via diagonal support members. A guardrail panel is installed and fixed on one side of the post, the vertical support rods, and the diagonal support members. A buffer structure is provided between the guardrail panel and the post. A stop structure for reducing wheel speed is provided on one side of the bottom of the post. Two sets of guardrail components are connected and fixed together by a connecting structure. When the connecting structure fixes two sets of guardrail components, the vertical support rods in both sets of guardrail components are simultaneously connected and fixed to the guardrail panel. A stabilizing component is provided on the stop structure. When the stop structure performs its stopping action, the stabilizing component resists and stabilizes the stop structure on the back of the guardrail panel.

[0008] By adopting the above technical solution, this modular energy-absorbing and anti-collision guardrail has good collision buffering capabilities. It can buffer and absorb energy for vehicles that collide with it, and reduce the speed of the wheels, thereby improving the guardrail's protective ability to a certain extent. This modular energy-absorbing and anti-collision guardrail is manufactured by splicing multiple guardrail components. The posts in each guardrail component are deeply embedded and can be fixed to the ground with rivets. The diagonal support members and vertical support members serve as lateral supports for the guardrail panel, providing high support strength. The buffer structure between the guardrail panel and the posts can buffer and absorb energy during a collision, and the stop structure at the posts can reduce the speed of the vehicle's tires. In addition, this modular energy-absorbing and anti-collision guardrail has the advantage of convenient assembly. When assembling and fixing using the connecting structure, the vertical support members and the guardrail panel can be assembled and fixed simultaneously.

[0009] Preferably, the buffer structure includes a hollow support body, an internal filler body, two embedded parts, two embedded grooves, and two edge parts. The hollow support body is fixed to the guardrail panel and the post by rivets. The internal filler body is fixed in the hollow support body. The two embedded parts and the two edge parts are integrally formed on the hollow support body. The two embedded grooves are symmetrically opened in the post for the embedded parts to be embedded and fixed. After the hollow support body is fixed, the two edge parts are locked on both sides of the post.

[0010] By adopting the above technical solution, the hollow support body in the buffer structure serves as the main buffer structure component, and its internal filling body serves as a buffer material to provide cushioning when a collision occurs. By utilizing the cooperation of the embedded part and the embedded groove, the connection and fixation between the column and the hollow support body can be achieved. The edge part can be locked on both sides of the column to ensure connection stability and prevent excessive deformation of the hollow support body during a collision.

[0011] Preferably, the hollow support body includes a first arch and two second arches. The first arch is located at the contact point between the hollow support body and the column, and the two second arches are symmetrically located on both sides of the column in the hollow support body.

[0012] By adopting the above technical solution, the first arch and the second arch have large bending section modulus and torsional section modulus, respectively. On the one hand, this can improve the bending and torsional strength of the hollow support, and on the other hand, it can provide a margin for the deformation of the hollow support, so that it can deform under high impact intensity without losing structural stability.

[0013] Preferably, the stop structure includes a reduction wheel, a first torsion spring, an arc-shaped extension plate, and a reduction groove. The reduction wheel is rotatably connected to the column. The first torsion spring is installed outside the rotation shaft of the reduction wheel. One end of the first torsion spring is fixed to the rotation wheel, and the other end of the first torsion spring is fixed to the column. The arc-shaped extension plate is fixed on both sides of the reduction wheel. The reduction groove is formed on the reduction wheel and the arc-shaped extension plate, and the reduction groove is opposite in direction to the tire tread of a car.

[0014] By adopting the above technical solution, the deceleration wheel in the stop structure is difficult to rotate under normal circumstances due to the restriction of the first torsion spring. When the car collides with the guardrail, if the car wheel comes into contact with the stop structure, the stop structure can quickly reduce the speed of the car wheel, thereby achieving the effect of rapid deceleration.

[0015] Preferably, the connecting structure includes a slot, a strip, a spring pin, and several rivets. The slot is formed in one of the vertical support rods of the guardrail assembly, and the strip is integrally formed in another vertical support rod of the guardrail assembly. The slots and strips in adjacent sets of guardrail assemblies are interlocked and fixed. The spring pin is installed in the vertical support rod with the slot. After the strip is inserted into the slot, the spring pin is pushed into the guardrail panel for fixation. The vertical support rods in adjacent sets of guardrail assemblies are further reinforced and fixed by rivets.

[0016] By adopting the above technical solution, when the card strip in the connecting structure is inserted into the card slot, it will push the spring pin to slide. After the card strip is fully inserted into the card slot, the spring pin is pushed into the guardrail panel for fixing. The vertical support rods in the two adjacent sets of guardrail components are also reinforced and fixed by rivets, thereby achieving the effect of linkage locking.

[0017] Preferably, the guardrail panel is provided with multiple raised arched buffer structures.

[0018] By adopting the above technical solution, the raised arched buffer structure on the guardrail surface can increase the bending and torsional strength of the guardrail surface, thereby increasing the anti-collision capability and the buffer capability.

[0019] Preferably, the stabilizing component includes a transverse support rod, an oblique abutment rod, and a drive rod. The transverse support rod is fixed to the reduction wheel, and the oblique abutment rod is integrally formed and fixed with the transverse support rod. The end of the oblique abutment rod is provided with a protective inclined surface. The drive rod is used to push the reinforcing member to rotate to a certain angle when the reduction wheel rotates.

[0020] By adopting the above technical solution, when the deceleration wheel in the stop assembly slows down the wheel in an accident, the deceleration wheel will rotate to a certain extent, thereby driving the transverse support rod and the oblique abutment rod to swing. When the deceleration wheel rotates to the limit position, the reinforced inclined surface on the oblique abutment rod can abut against the hollow support body on the buffer structure, thereby improving the bending and torsional resistance of the hollow support body to a certain extent. In addition, when the deceleration wheel rotates, it can also drive the drive rod to swing with the swing of the transverse support rod, thereby swinging the reinforcement on the back of the column to a certain angle, thereby forming a support and improving the structural support effect of the column.

[0021] Preferably, a support base is fixed to the bottom of the column, and a reinforcing member is hinged to one side of the back of the column; a second torsion spring is installed outside the rotating shaft of the reinforcing member.

[0022] By adopting the above technical solution, under normal circumstances, the reinforcing member will be tightly attached to one side of the post under the action of the second torsion spring. When the horizontal support rod in the stabilizing assembly rotates with the rotation of the reduction wheel, the drive rod on the horizontal support rod can push the reinforcing member to swing to a certain angle. When the post is deformed by collision, the rotating reinforcing member can form a triangular support structure by contacting the ground, thereby improving the protective capability of the entire guardrail.

[0023] Preferably, the cavities of the plurality of raised arched buffer structures are each filled with foam.

[0024] By adopting the above technical solution, the filling foam can improve the cushioning effect of the raised arched buffer structure.

[0025] Preferably, the column is equipped with an automatic alarm and distress call system with remote alarm and distress call capabilities. The automatic alarm and distress call system includes an impact sensor, a DSP controller, a power supply, and a remote alarm. The impact sensor is electrically connected to the control input terminal of the DSP controller, and the remote alarm is electrically connected to the control output terminal of the DSP controller. When the impact sensor located in the column senses an impact exceeding a set threshold, the impact sensor generates a high-low level change at the input contact of the DSP sensor. The DSP controller then sends an alarm to the alarm platform and the distress call platform through the remote alarm.

[0026] In summary, the present invention has the following main beneficial effects:

[0027] This modular energy-absorbing and anti-collision guardrail has excellent impact-absorbing capabilities. It can absorb energy from vehicles hitting the guardrail and reduce wheel speed, thus improving the guardrail's protective ability to a certain extent. This modular guardrail is manufactured by splicing multiple guardrail components. The posts in each component are deeply embedded and can be fixed to the ground with rivets. Diagonal and vertical support members provide lateral support for the guardrail panel, offering high support strength. The buffer structure between the guardrail panel and the posts absorbs energy during a collision, and the stop structure at the posts reduces the vehicle's tire speed. Furthermore, this modular energy-absorbing and anti-collision guardrail is easy to assemble; when using the connecting structure for assembly and fixing, the vertical support members can be assembled and fixed to the guardrail panel simultaneously. Attached Figure Description

[0028] Figure 1 This is one of the structural schematic diagrams of the present invention;

[0029] Figure 2 yes Figure 1 Enlarged diagram of point A in the diagram;

[0030] Figure 3 This is the second structural schematic diagram of the present invention;

[0031] Figure 4 yes Figure 3 Enlarged diagram of point B in the image;

[0032] Figure 5 This is the third structural schematic diagram of the present invention;

[0033] Figure 6 This is the fourth structural schematic diagram of the present invention.

[0034] Reference numerals: 1. Guardrail assembly; 11. Post; 12. Diagonal support member; 13. Vertical support member; 14. Guardrail panel; 2. Buffer structure; 3. Stop structure; 4. Connecting structure; 21. Hollow support body; 22. Internal filling body; 23. Embedded part; 24. Embedded groove; 25. Edge part; 26. First arch part; 27. Second arch part; 31. Deceleration wheel; 32. Arc-shaped extension plate part; 41. Slot; 42. Locking strip; 43. Spring pin; 141. Raised arched buffer structure; 15. Support base; 16. Reinforcing member; 5. Stability assembly; 51. Horizontal support rod; 52. Diagonal contact rod; 53. Drive rod. Detailed Implementation

[0035] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention. Example

[0036] refer to Figures 1 to 5A modular, energy-absorbing, anti-collision guardrail includes multiple assembled guardrail components 1. Each guardrail component 1 includes a post 11. Vertical support rods 13 are fixed to both sides of the post 11 via diagonal support members 12. A guardrail panel 14 is installed and fixed to one side of the post 11, the vertical support rods 13, and the diagonal support members 12. A buffer structure 2 is provided between the guardrail panel 14 and the post 11. A stop structure 3 for slowing down wheel speed is provided on one side of the bottom of the post 11. Two sets of guardrail components 1 are connected and fixed by a connecting structure 4. When the connecting structure 4 fixes the two sets of guardrail components 1, the vertical support rods 13 in the two sets of guardrail components 1 are simultaneously connected and fixed to the guardrail panel 14. A stabilizing component 5 is provided on the stop structure 3. When the stop structure 3 performs a stopping action, the stabilizing component 5 resists and stabilizes the stop structure 3 on the back of the guardrail panel 14. This modular energy-absorbing and anti-collision guardrail has excellent impact-absorbing capabilities. It can absorb energy from vehicles that collide with it and reduce wheel speed, thus improving the guardrail's protective ability to a certain extent. The guardrail is constructed by splicing multiple guardrail components 1. In each component 1, the posts 11 are deeply embedded and can be fixed to the ground with rivets. The diagonal support members 12 and vertical support members 13 serve as lateral supports for the guardrail panel 14, providing high support strength. The buffer structure 2 between the guardrail panel 14 and the posts 11 absorbs energy during a collision, and the stop structure 3 at the posts 11 reduces the vehicle's tire speed. Furthermore, this modular energy-absorbing and anti-collision guardrail is easy to assemble. When using the connecting structure 4 for assembly and fixation, the vertical support members 13 and the guardrail panel 14 can be assembled and fixed simultaneously.

[0037] refer to Figures 1 to 5 The buffer structure 2 includes a hollow support 21, an internal filler 22, two embedding parts 23, two embedding grooves 24, and two edge parts 25. The hollow support is fixed to the guardrail panel 14 and the post 11 by rivets. The internal filler 22 is fixed in the hollow support. The two embedding parts 23 and the two edge parts 25 are integrally formed on the hollow support 21. The two embedding grooves 24 are symmetrically opened in the post 11 for the embedding parts 23 to be embedded and fixed. After the hollow support 21 is fixed, the two edge parts 25 are locked on both sides of the post 11. The hollow support 21 in the buffer structure 2 serves as the main buffer structure 2. Its internal filler 22 serves as a buffer material to provide cushioning when a collision occurs. By using the cooperation of the embedding parts 23 and the embedding grooves 24, the connection and fixation between the post 11 and the hollow support 21 can be achieved. The edge parts 25 can be locked on both sides of the post 11 to ensure connection stability and prevent excessive deformation of the hollow support 21 during a collision.

[0038] refer to Figures 1 to 5The hollow support 21 includes a first arch 26 and two second arches 27. The first arch 26 is located at the contact point between the hollow support 21 and the column 11. The two second arches 27 are symmetrically located on both sides of the column 11 in the hollow support 21. The first arch 26 and the second arch 27 have large bending section modulus and torsional section modulus, respectively. On the one hand, they can improve the bending and torsional strength of the hollow support 21. On the other hand, they can provide a margin for the deformation of the hollow support 21, so that it can deform under high impact intensity without losing structural stability.

[0039] refer to Figures 1 to 5 The stop structure 3 includes a reduction wheel 31, a first torsion spring, an arc-shaped extension plate 32, and a reduction groove. The reduction wheel 31 is rotatably connected to the column 11. The first torsion spring is installed outside the rotation shaft of the reduction wheel 31. One end of the first torsion spring is fixed to the rotation wheel, and the other end of the first torsion spring is fixed to the column 11. The arc-shaped extension plate 32 is fixed on both sides of the reduction wheel 31. The reduction groove is opened on the reduction wheel 31 and the arc-shaped extension plate 32, and the reduction groove is opposite to the tread pattern of the car tire. Under normal circumstances, the reduction wheel 31 in the stop structure 3 is difficult to rotate due to the restriction of the first torsion spring. When the car collides with the guardrail, if the car wheel contacts the stop structure 3, the stop structure 3 can quickly reduce the speed of the car wheel, thereby achieving the effect of rapid deceleration.

[0040] refer to Figures 1 to 5 The connecting structure 4 includes a slot 41, a strip 42, a spring pin 43, and several rivets. The slot 41 is formed in one of the vertical support rods 13 in the guardrail assembly 1, and the strip 42 is integrally formed in another vertical support rod 13 in the guardrail assembly 1. The slots 41 and strips 42 in two adjacent sets of guardrail assemblies 1 are interlocked and fixed. The spring pin 43 is installed in the vertical support rod 13 with the slot 41. After the strip 42 is inserted into the slot 41, the spring pin 43 is pushed. The vertical support rods 13 in the adjacent sets of guardrail components 1 are also fixed by rivets. When the clip 42 in the connecting structure 4 is inserted into the slot 41, it will push the spring pin 43 to slide. When the clip 42 is fully inserted into the slot 41, the spring pin 43 is pushed into the guardrail surface 14 for fixing. The vertical support rods 13 in the adjacent sets of guardrail components 1 are also fixed by rivets, thereby achieving the effect of linkage locking.

[0041] refer to Figures 1 to 5The guardrail panel 14 is provided with multiple raised arched buffer structures 141, which can increase the bending and torsional strength of the guardrail panel 14, thereby increasing both its anti-collision and buffering capabilities. A support base 15 is fixed to the bottom of the post 11, and a reinforcing member 16 is hinged to one side of the back of the post 11. The reinforcing member 16 can improve the strength of the post 11 and increase its fracture limit. The cavities of the multiple raised arched buffer structures 141 are filled with foam, which enhances the buffering effect of the raised arched buffer structures 141.

[0042] refer to Figures 1 to 5 The reinforcing member 16 has a second torsion spring installed on its rotating shaft. Under normal circumstances, the reinforcing member 16 will be tightly attached to one side of the post 11 under the action of the second torsion spring. When the horizontal support rod 51 in the stabilizing assembly 5 rotates with the rotation of the reduction wheel 31, the drive rod 53 on the horizontal support rod 51 can push the reinforcing member 16 to swing to a certain angle. When the post 11 is deformed by collision, the rotating reinforcing member 16 can form a triangular support structure by contacting the ground, thereby improving the protective ability of the entire guardrail.

[0043] refer to Figures 1 to 5 The stabilizing component 5 includes a horizontal support rod 51, an oblique abutment rod 52, and a drive rod 53. The horizontal support rod 51 is fixed on the reduction wheel 31. The oblique abutment rod 52 is integrally formed and fixed with the horizontal support rod 51. The end of the oblique abutment rod 52 is provided with a protective slope. The drive rod 53 is used to push the reinforcing member 16 to rotate to a certain angle when the reduction wheel 31 rotates. When the deceleration wheel 31 in the stop assembly 3 slows down the wheel in an accident, the deceleration wheel 31 will rotate to a certain extent, thereby driving the transverse support rod 51 and the oblique abutment rod 52 to swing. When the deceleration wheel 31 rotates to the limit position, the protective slope on the oblique abutment rod 52 can abut against the hollow support body 21 on the buffer structure 2, thereby improving the bending and torsional resistance of the hollow support body 21 to a certain extent. In addition, when the deceleration wheel 31 rotates, it can also drive the drive rod 53 to swing with the swing of the transverse support rod 51, thereby swinging the reinforcing member 16 on the back of the column 11 to a certain angle, thereby forming a support and improving the structural support effect of the column 11.

[0044] refer to Figures 1 to 5 The principles and advantages of this invention are as follows:

[0045] This modular energy-absorbing and anti-collision guardrail has excellent impact-absorbing capabilities. It can absorb energy from vehicles hitting the guardrail and reduce wheel speed, thus improving its protective ability to a certain extent. The guardrail is constructed by splicing multiple guardrail components 1. During splicing, when the locking strip 42 in the connecting structure 4 is inserted into the slot 41, it pushes the spring pin 43 to slide. When the locking strip 42 is fully inserted into the slot 41, the spring pin 43 is pushed into the guardrail panel 14 for fixation. The vertical support rods 13 in adjacent guardrail components 1 are further reinforced with rivets, achieving a linkage locking effect. The posts 11 in each guardrail component 1 are deeply embedded and can be fixed to the ground with rivets. The diagonal support members 12 and the vertical support rods 13 serve as lateral supports for the guardrail panel 14, enhancing its protective capabilities. Providing high support strength, the buffer structure 2 between the guardrail panel 14 and the post 11 can buffer and absorb energy during a collision. The hollow support 21 in the buffer structure 2 serves as the main buffer structure 2, and its internal filling 22 acts as a buffer material to provide cushioning during a collision. By utilizing the cooperation of the embedding part 23 and the embedding groove 24, the connection and fixation between the post 11 and the hollow support 21 can be achieved. The edge part 25 can be locked on both sides of the post 11 to ensure connection stability and prevent excessive deformation of the hollow support 21 during a collision. The stop structure 3 at the post 11 can reduce the speed of the car's tires. The deceleration wheel 31 in the stop structure 3 is difficult to rotate under normal circumstances due to the restriction of the first torsion spring. When the car collides with the guardrail, if the car wheel contacts the stop structure 3, the stop structure 3 can quickly reduce the speed of the car wheel, thereby achieving a rapid deceleration effect. When the deceleration wheel 31 in the stop assembly 3 slows down the wheel in an accident, the deceleration wheel 31 will rotate to a certain extent, thereby driving the transverse support rod 51 and the oblique abutment rod 52 to swing. When the deceleration wheel 31 rotates to the limit position, the protective slope on the oblique abutment rod 52 can abut against the hollow support body 21 on the buffer structure 2, thereby improving the bending and torsional resistance of the hollow support body 21 to a certain extent. In addition, when the deceleration wheel 31 rotates, it can also drive the drive rod 53 to swing with the swing of the transverse support rod 51, thereby swinging the reinforcing member 16 on the back of the column 11 to a certain angle, thereby forming a support and improving the structural support effect of the column 11.Furthermore, in the event of a severe collision or impact, this guardrail can achieve remote alarm and distress call functionality by relying on the automatic alarm and distress call system installed in post 11. The automatic alarm and distress call system includes an impact sensor, a DSP controller, a power supply, and a remote alarm. The impact sensor is electrically connected to the control input terminal of the DSP controller, and the remote alarm is electrically connected to the control output terminal of the DSP controller. When the impact sensor in post 11 senses an impact exceeding a set threshold, the impact sensor generates a high-low level change at the input contact of the DSP sensor. The DSP controller then sends an alarm to the alarm platform and the call platform via the remote alarm, thereby achieving the purpose of alarm and distress call.

[0046] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A modular, energy-absorbing, anti-collision guardrail, comprising multiple assembled guardrail components (1), wherein each guardrail component (1) includes a post (11), characterized in that: The upright (11) is fixed with vertical support rods (13) on both sides by diagonal support members (12). The upright (11), vertical support rods (13), and diagonal support members (12) are all fixed with guardrail panels (14). A buffer structure (2) is provided between the guardrail panels (14) and the upright (11). A stop structure (3) for slowing down the wheel speed is provided on the bottom front of the upright (11). The two sets of guardrail components (1) are connected and fixed by a connecting structure (4). When the connecting structure (4) fixes the two sets of guardrail components (1), the vertical support rods (13) in the two sets of guardrail components (1) are simultaneously connected and fixed with the guardrail panels (14). The stop structure (3) The buffer structure (2) is equipped with a stabilizing component (5). The stop structure (3) includes a reduction wheel (31) and is rotatably connected to the column (11). The stabilizing component (5) includes a horizontal support rod (51), an oblique contact rod (52), and a drive rod (53). The horizontal support rod (51) is fixed on the reduction wheel (31). The oblique contact rod (52) is integrally formed and fixed with the horizontal support rod (51). The end of the oblique contact rod (52) is provided with a protective slope. When the reduction wheel (31) rotates to the limit position, the protective slope on the oblique contact rod (52) can abut against the hollow support body (21) on the buffer structure (2), thereby improving the bending and torsional resistance of the hollow support body (21) to a certain extent.

2. The energy-absorbing, anti-collision modular guardrail according to claim 1, characterized in that: The buffer structure (2) includes a hollow support body (21), an internal filler (22), two embedding parts (23), two embedding slots (24), and two edge parts (25). The hollow support body (21) is fixed to the guardrail panel (14) and the post (11) by rivets. The internal filler (22) is fixed in the hollow support body (21). The two embedding parts (23) and the two edge parts (25) are integrally formed on the hollow support body (21). The two embedding slots (24) are symmetrically opened in the post (11) for the embedding parts (23) to be embedded and fixed. The two edge parts (25) are locked on both sides of the post (11) after the hollow support body (21) is fixed.

3. The energy-absorbing, anti-collision modular guardrail according to claim 2, characterized in that: The hollow support (21) includes a first arch (26) and two second arches (27). The first arch (26) is located at the contact point between the hollow support (21) and the column (11), and the two second arches (27) are symmetrically located on both sides of the column (11) in the hollow support (21).

4. The energy-absorbing, anti-collision modular guardrail according to claim 1, characterized in that: The stop structure (3) further includes a first torsion spring, an arc-shaped extension plate (32), and a deceleration tread. The first torsion spring is installed outside the rotating shaft of the deceleration wheel (31). One end of the first torsion spring is fixed to the deceleration wheel (31), and the other end of the first torsion spring is fixed to the column (11). The arc-shaped extension plate (32) is fixed on both sides of the deceleration wheel (31). The deceleration tread is opened on the deceleration wheel (31) and the arc-shaped extension plate (32), and the deceleration tread is opposite to the tread of the car tire.

5. The energy-absorbing, anti-collision modular guardrail according to claim 1, characterized in that: The connecting structure (4) includes a slot (41), a strip (42), a spring pin (43), and several rivets. The slot (41) is opened in one of the vertical support rods (13) in the guardrail assembly (1). The strip (42) is integrally formed in another vertical support rod (13) in the guardrail assembly (1). The slots (41) and strips (42) in two adjacent sets of guardrail assemblies (1) are interlocked and fixed. The spring pin (43) is installed in the vertical support rod (13) with the slot (41). After the strip (42) is inserted into the slot (41), the spring pin (43) is pushed into the guardrail panel (14) for fixing. The vertical support rods (13) in two adjacent sets of guardrail assemblies (1) are also reinforced and fixed by rivets.

6. The energy-absorbing, anti-collision modular guardrail according to claim 5, characterized in that: The guardrail panel (14) is provided with multiple raised arched buffer structures (141); the bottom of the post (11) is fixed with a support base (15), and a reinforcing member (16) is hinged to one side of the back of the post (11); a second torsion spring is installed on the outside of the rotating shaft of the reinforcing member (16).

7. The energy-absorbing, anti-collision modular guardrail according to claim 6, characterized in that: The drive rod (53) is used to push the reinforcing member (16) to rotate to a certain angle when the reduction wheel (31) rotates.

8. The energy-absorbing, anti-collision modular guardrail according to claim 6, characterized in that: The cavities of the plurality of the raised arched buffer structures (141) are respectively filled with foam.

9. The energy-absorbing, anti-collision modular guardrail according to claim 6, characterized in that: The column (11) is equipped with an automatic alarm and distress call system with remote alarm and distress call. The automatic alarm and distress call system includes an impact sensor, a DSP controller, a power supply and a remote alarm. The impact sensor is electrically connected to the control input terminal of the DSP controller and the remote alarm is electrically connected to the control output terminal of the DSP controller. When the impact sensor in the column (11) senses an impact exceeding a set threshold, the impact sensor generates a high-low level change at the input contact of the DSP controller. The DSP controller sends an alarm to the alarm platform and the distress call platform through the remote alarm.

Images