Displacement type construction operation area buffer road bar and method

Abstract

The invention relates to the field of road construction and maintenance, and particularly discloses a displacement type construction operation area buffer road fence and method.The road fence comprises rear base bottom plates arranged front and back, and rubber pads are attached to the bottoms of the rear base bottom plates; the two rear base bottom plates are connected together through the multiple rear base supporting plates, the side plates are installed in the middles of the two rear base supporting plates close to the outer side, the back supporting clamping plate is installed in the middles of the two rear base supporting plates close to the inner side, the back supporting connecting plate is located on the rear portion of the back supporting clamping plate, and the two sets of side plates are installed at the ends of the back supporting connecting plate respectively; the front ends of the side plates are connected with inclined struts through bolts; when a vehicle collides with the buffering road fence, a vehicle chassis climbs on the buffering road fence through the inclined struts, the inclined struts can rotate on the side plates with the bolts as shafts, the angle suitable for the vehicle chassis is formed, the vehicle chassis is dragged away from the ground, and the back supporting clamping plate rotates backwards and collides with the back supporting connecting plate to be limited. According to the invention, the impact injury of collision to passengers can be reduced to the greatest extent.

Description

Technical Field

[0001] The present invention relates to the technical field of road construction and maintenance, and particularly relates to a displacement type construction work area buffer road barrier and method. When the road barrier is impacted by a vehicle, it can effectively absorb and disperse the impact energy, and reduce the threat to the construction personnel and equipment behind through a displacement mechanism. Background Art

[0002] A work area is a section of road where traffic control is carried out due to the impact of road construction, maintenance and other operations on traffic operation. The work area consists of six areas: a warning area, an upstream transition area, a buffer area, a work area, a downstream transition area and a termination area. A road barrier with warning lights or a construction anti-collision buffer vehicle should be set in the buffer area in front of the work area to block the vehicle from moving forward or indicate a detour.

[0003] A construction work area road barrier refers to a temporary isolation facility set during road construction, maintenance or other operations to ensure the safety of construction personnel and passing vehicles. They play a crucial role in guiding traffic, preventing accidents and improving construction efficiency. The main functions include: (1) Safety isolation: effectively isolate the construction area from the vehicles and pedestrians driving normally, prevent non-construction personnel from straying into dangerous areas, and protect the safety of construction personnel and the public. (2) Traffic guidance: guide vehicles and pedestrians to drive along the designated route by setting up road barriers, avoid traffic chaos and improve traffic efficiency. (3) Warning reminder: remind drivers and pedestrians of the construction ahead through eye-catching colors, reflective materials and signs, slow down or detour in advance, and prevent traffic accidents from occurring.

[0004] A construction anti-collision buffer vehicle is an important safety protection equipment in road construction and maintenance operations, mainly used to protect construction personnel and equipment from accidental impacts by passing vehicles. Such vehicles are usually equipped with anti-collision buffer devices, which can effectively absorb and disperse the impact energy during a collision, thereby reducing the harm to the personnel and equipment behind.

[0005] In road construction or maintenance operations, it is a common safety measure to set up road barriers in the buffer zone in front of the work area. However, despite the fact that these road barriers can provide effective protection in many cases, they still have some technical deficiencies and limitations: (1) Insufficient buffering effect: Most road barriers (especially conical markers and water horses) have limited energy absorption capacity during high-speed impacts and are difficult to effectively protect construction workers and equipment. On highways, the impact energy of vehicles is very large, and simple road barriers may not be able to provide sufficient buffering. (2) Insufficient structural strength: Some lightweight road barriers are easily knocked down or damaged when subjected to a large impact and cannot form an effective physical barrier. (3) Prone to being blown down by the wind: Lightweight road barriers are easily blown down in strong winds, especially in open areas or on elevated bridges, which will reduce their warning effect and physical protection function. (4) Limited fixing methods: The fixing methods of some road barriers are relatively simple, such as relying only on their own weight or simply inserting into the ground, and are easily displaced or overturned during vehicle impacts. Summary of the Invention

[0006] In view of the above problems existing in the prior art, the object of the present invention is to provide a displacement-type construction work area buffering method, which quickly lifts the vehicle head at the moment of vehicle collision, cuts off the power transmission path and stabilizes the vehicle, avoiding further kinetic energy transfer. Utilizing the positive pressure provided by the ground, through the relative sliding between the high-friction material (rubber pad) of the buffer road barrier and the ground, the kinetic energy of the vehicle is converted into heat energy to achieve effective dissipation of energy. After a certain displacement, as the kinetic energy gradually depletes, the vehicle together with the buffer road barrier stops, thereby minimizing the impact damage to the occupants during the collision and protecting the vehicle structure from serious damage at the same time.

[0007] Another object of the present invention is to provide a displacement-type construction work area buffer road barrier, which is relatively light in weight, simple in structure, convenient to carry and easy to move and deploy. This road barrier can effectively absorb and disperse impact energy when subjected to vehicle impacts and reduce the threat to construction workers and equipment behind through a displacement mechanism.

[0008] The present invention is achieved through the following technical solutions:

[0009] A displacement-type construction work area buffering method includes the following steps:

[0010] S1. When the vehicle collides with the buffer road barrier head-on, the vehicle chassis will climb along the diagonal brace, and the diagonal brace rotates along the connection with the side plate. At the same time, the shock-absorbing fixing member and the elastic connection member between the second diagonal brace and the shock-absorbing fixing member are compressed, and the diagonal brace lifts the vehicle chassis. After the front wheels of the vehicle leave the ground, the vehicle loses power;

[0011] S2. After the vehicle chassis climbs onto the diagonal brace and collides with the back panel, the force is transmitted to the second back panel connecting plate. The first back panel connecting plate connected to the second back panel connecting plate, the back brace support rod connected to the first back panel connecting plate, and the back support splint connected to the back brace support rod are jointly subjected to the force of the head-on impact of the vehicle. The back support splint rotates along the tube axis and is finally blocked by the back brace connecting plate. After being stressed, the back brace connecting plate pushes the side panel to rotate along the tube axis, driving the diagonal brace to move upward by the lever principle and lifting the vehicle chassis. In this process, the diagonal brace changes from having a certain climbing angle with the vehicle chassis to being parallel to the vehicle chassis, and finally the vehicle chassis can no longer climb along the diagonal brace.

[0012] S3. After the vehicle chassis is lifted by the diagonal brace and cannot continue to climb, the vehicle head pushes the buffer road barrier forward. Due to the vehicle's own weight, the friction between the buffer road barrier and the ground increases. Through the friction between the rubber pad at the lower part of the rear base bottom plate and the ground, the energy of the vehicle collision is consumed, and the vehicle finally stops after a certain displacement.

[0013] Correspondingly, the present invention further provides a displacement type construction work area buffer road barrier adopted by the foregoing method, including:

[0014] Two rear base bottom plates placed front and back, with rubber pads attached to the bottom of the rear base bottom plates;

[0015] A plurality of rear base support plates are arranged perpendicular to the rear base bottom plates. The two rear base bottom plates are connected together by a plurality of rear base support plates. Side panels are rotatably installed in the middle of the two outermost rear base support plates, and back support splints are rotatably installed in the middle of the two innermost rear base support plates. The back brace connecting plate is located behind the back support splint, and two groups of side panels are respectively installed at the ends of the back brace connecting plate;

[0016] Each group of side panels includes two first side panels and two second side panels with the same shape and structure. The front ends of the first side panels and the second side panels are rotatably connected by a rotating shaft to a diagonal brace;

[0017] When the vehicle impacts the buffer road barrier, the vehicle chassis climbs onto the buffer road barrier through the diagonal brace. The diagonal brace rotates on the side panel with the rotating shaft as the axis to adapt to the angle of the vehicle chassis and drag the vehicle chassis off the ground. The back support splint rotates backward and is limited after hitting the back brace connecting plate.

[0018] Optionally, openings are provided on the same axis of a plurality of the rear base support plates. Openings are also provided on the side panels and the back support splints. The side panels and the rear base support plates, and the back support splints and the rear base support plates are connected by a tube shaft passing through the openings.

[0019] Optionally, the front end of the diagonal brace is wrapped with a diagonal brace rubber head.

[0020] Further, the side plate is generally triangular in shape, with a hollow in the middle. The hollow is triangular in shape and is used for weight reduction.

[0021] Further, the rear section of the diagonal brace has an upwardly curved arc portion. The end of the arc portion extends between the first side plate and the second side plate, and a first diagonal brace and shock-absorbing fixing member is provided at the end. At one end of the first diagonal brace and shock-absorbing fixing member facing the rotating shaft, a second diagonal brace and shock-absorbing fixing member is provided. Lower parts of the first side plate and the second side plate are also provided with side plate and shock-absorbing fixing members. The side plate and shock-absorbing fixing members are sleeved on the tube shaft. The second diagonal brace and shock-absorbing fixing member and the side plate and shock-absorbing fixing member are connected by an elastic connecting member.

[0022] Further, the diagonal brace is connected to the front base support plate, the front base support plate is connected to the front base bottom plate, and a front base long plate is connected between the two front base bottom plates, thereby connecting the front base long plate and the diagonal brace together.

[0023] Optionally, the back support clamping plate is arranged to incline backward. The back support clamping plate rotates through the tube shaft. The upper end of the back support clamping plate extends and is higher than the side plate. The upper end of the back support clamping plate bends towards the front base long plate to form an inclined portion. A back support support rod is installed on the inclined portion. A back support connecting plate is connected between the two groups of back support clamping plates below the inclined portion;

[0024] A back support rubber head is installed at the end of the back support support rod.

[0025] Further, the two groups of back support support rods are connected by a first back plate connecting plate. A second back plate connecting plate is connected to one side of the first back plate connecting plate facing the diagonal brace. A back plate is connected to one side of the second back plate connecting plate close to the diagonal brace;

[0026] A reflective sign is pasted on the back plate;

[0027] The cross section of the second back plate connecting plate is in the shape of an 8.

[0028] Optionally, first hooks and second hooks are provided on the outer sides of the two groups of back support clamping plates. The back support clamping plates can be folded along the tube axis towards the diagonal brace direction and are hung on the side plates through the first hooks and the second hooks.

[0029] The present invention has the following beneficial effects compared with the prior art:

[0030] In road construction or maintenance operations, as a safety facility for a buffer zone set in front of a work area. By using the principle of energy dissipation by friction in a displacement manner, it can not only reduce its own weight for convenient handling, but also meet a certain anti-collision ability to ensure the safety of the construction area.

[0031] 1. It has a certain anti-collision ability, can better protect the road construction work area, and ensure personnel safety.

[0032] 2. It is relatively light in weight and has a simple structure, which is convenient for handling and mobile deployment.

[0033] 3. It does not require anchoring and can be directly placed on the road surface. The placement position is relatively flexible, and it has a certain self-weight and will not move easily.

[0034] 4. The present invention adopts an innovative non-structural collapse energy absorption mechanism. Its core principle is that at the moment of collision, by quickly lifting the front of the vehicle, the power transmission path is cut off and the vehicle is stabilized, avoiding further kinetic energy transfer. The present invention forms a stable support structure with the ground. Utilizing the positive pressure provided by the ground, through the relative sliding between the high-friction material of the device and the ground, the kinetic energy of the vehicle is converted into heat energy to achieve effective energy dissipation. After a certain displacement, as the kinetic energy is gradually exhausted, the vehicle together with the present invention stops, thus minimizing the impact injury to the occupants during the collision and protecting the vehicle structure from serious damage at the same time.

[0035] The design concept of the present invention breaks through the traditional concept of collision energy absorption. Through the external energy conversion mechanism, it improves the collision safety and the recoverability of the vehicle, providing a new technical path for the field of vehicle collision safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The drawings described herein are used to provide a further understanding of the present application and form a part of the present application. The schematic embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation to the present application. In the drawings:

[0037] Figure 1 is a schematic structural diagram of the present invention;

[0038] Figure 2 is a side view of the invention;

[0039] Figure 3 is a rear view of the invention;

[0040] Figure 4 is a schematic connection diagram of the back plate and the back plate connection plate of the present invention.

[0041] Marking description in the figure: 1. Rear base bottom plate, 2. Rear base support plate, 3. Side plate, 3.1. First side plate, 3.2. Second side plate, 4. Back support clamping plate, 5. Back support connecting plate, 6. Diagonal brace, 7. Diagonal brace rubber head, 8. Front base support plate, 9. Front base bottom plate, 10. Front base long plate, 11. First diagonal brace and shock absorber fixing part, 12. Second diagonal brace and shock absorber fixing part, 13. Side plate and shock absorber fixing part, 14. Back support support rod, 15. Back support connecting plate, 16. First hook, 17. Second hook, 18. First back plate connecting plate, 19. Second back plate connecting plate, 20. Back plate, 21. Back support rubber head, 22. Pipe shaft. Detailed implementation mode

[0042] To facilitate the understanding and implementation of the present invention by those of ordinary skill in the art, the present invention will be further described in detail below with reference to the accompanying drawings and implementation examples. It should be understood that the implementation examples described herein are only used to illustrate and explain the present invention and are not used to limit the present invention.

[0043] Example 1:

[0044] A displacement type construction work area buffer road barrier, as Figures 1 to 4 shown, includes two rear base bottom plates 1 placed front and back. The function of the rear base bottom plate 1 is to place the buffer road barrier on the road surface. A rubber pad can be attached to the bottom of the rear base bottom plate 1 to increase the friction and reduce the vehicle braking distance. A plurality of rear base support plates 2 are arranged perpendicular to the rear base bottom plate 1. The two rear base bottom plates 1 are fixed together through a plurality of rear base support plates 2. The function of the rear base support plate 2 is to act as a stiffening rib, strengthen the stability of the entire base structure and facilitate the connection of the rear base bottom plate 1 and the side plate 3. Openings are provided on the plurality of rear base support plates 2 along the same axis. The middle parts of the two outermost rear base support plates 2 are rotatably installed with side plates 3, and the middle parts of the two innermost rear base support plates 2 are installed with back support clamping plates 4. Among them, openings are provided on both the side plate 3 and the back support clamping plate 4. The side plate 3 and the rear base support plate 2, and the back support clamping plate 4 and the rear base support plate 2 are connected through a pipe shaft 22 passing through the openings. The side plate 3 and the back support clamping plate 4 can perform axial movement around the pipe shaft 22. The back support connecting plate 5 is located at the rear of the back support clamping plate 4. Two groups of side plates 3 are respectively welded at the ends of the back support connecting plate 5. The back support connecting plate 5 also plays a limiting role in the backward direction for the back support clamping plate 4. When the vehicle hits, the back support clamping plate 4 rotates backward along the pipe shaft 22. For example, it can be controlled that the maximum backward rotation angle does not exceed 15°, and it is limited after hitting the back support connecting plate 5.

[0045] As Figure 1As shown in the figure, each group of side plates 3 of the present invention includes two first side plates 3.1 and second side plates 3.2 with the same shape and structure. The front ends of the first side plate 3.1 and the second side plate 3.2 are connected with a diagonal brace 6 by bolts. When the vehicle collides, the chassis can climb onto the buffer railing through the diagonal brace 6. The diagonal brace 6 will rotate on the side plate 3 with the bolt as the axis to fit the angle of the vehicle chassis and drag the vehicle chassis off the ground. At the same time, the front end of the diagonal brace 6 is wrapped with a diagonal brace rubber head 7 and connected to the front base support plate 8 by bolts. The diagonal brace rubber head 7 mainly plays a connecting role. The front base support plate 8 is connected to the front base bottom plate 9 by welding. The function of the base support member 8 is to act as a stiffener, strengthen the stability of the entire front base structure and facilitate the connection between the front base and the diagonal brace 6. Between the two front base bottom plates 9, a front base long plate 10 is connected by bolts, thereby connecting the front base long plate 10 with the diagonal brace 6 together. The function of the front base is to support the diagonal brace in a stationary state. The rear section of the diagonal brace 6 has an upwardly curved arc portion. The end of the arc portion extends between the first side plate 3.1 and the second side plate 3.2 and a first diagonal brace and shock absorption fixing member 11 is provided at the end. A second diagonal brace and shock absorption fixing member 12 is welded to the end of the first diagonal brace and shock absorption fixing member 11 facing the rotating shaft 22. A side plate and shock absorption fixing member 13 is also provided at the lower part of the first side plate 3.1 and the second side plate 3.2. The side plate and shock absorption fixing member 13 is sleeved on the pipe shaft 22. The second diagonal brace and shock absorption fixing member 12 and the side plate and shock absorption fixing member 13 can be connected by an elastic connecting member (similar to an automobile shock absorber). The elastic connecting member is such as a spring. Usually, the spring is in a relaxed state. By the lever principle, one end of the diagonal brace 6 is pushed upward with the bolt on the side plate 3 as the axis. When the vehicle chassis presses up through the diagonal brace 6, the spring is compressed, playing a buffering role and moving in coordination to facilitate the diagonal brace 6 to hold the vehicle chassis. It plays a certain energy dissipation role when the vehicle climbs along the diagonal brace 6, avoiding the diagonal brace 6 and the side plate from being deformed by impact.

[0046] As a preferred embodiment of the present invention, the side plate 3 is generally triangular in shape. Without affecting the structural strength, the middle of the side plate 3 can be hollowed out. The hollowed-out shape can be triangular or other shapes, and the main function is for weight reduction.

[0047] Such as Figure 1As shown in the figure, the back support splint 4 of the present invention is arranged to incline backward. The back support splint 4 can rotate through the pipe shaft 22. The upper end of the back support splint 4 extends and is higher than the side plate 3. The upper end of the back support splint 4 bends towards the front base long plate 10 to form an inclined part. For example, the included angle between the inclined part and the lower part of the back support splint 4 can be controlled within the range of 140° ± 5°, so that the upper end of the back support splint 4 inclines towards the direction of the vehicle, and is used to fit the angle of the vehicle head as much as possible, thereby clamping the vehicle head to prevent the vehicle head from passing over after the back support splint 4 is collided; a back support support rod 14 is installed on the inclined part through bolts, and between the two groups of back support splints 4 below the inclined part is connected through a back support connecting plate 15; more specifically, a first hook 16 and a second hook 17 are arranged on the outer sides of the two groups of back support splints 4. To reduce the height and volume for convenient transportation, the back support splint 4 can be folded along the pipe shaft 22 towards the inclined strut 6. The first hook 16 and the second hook 17 can be hung on the ear plates welded at the corresponding positions of the side plate 3 to play a limiting role. After folding, the height of the mobile construction area buffer railing can be reduced, which is convenient for handling.

[0048] As Figure 1 、 Figure 4 As shown in the figure, the two groups of back support support rods 14 are connected through a first back plate connecting plate 18. The back support support rods 14 are directly welded to the ends of the first back plate connecting plate 18. A second back plate connecting plate 19 is installed on the side of the first back plate connecting plate 18 facing the inclined strut 6 through bolts. A back plate 20 is connected to the side of the second back plate connecting plate 19 close to the inclined strut 6 through bolts. The back plate 20 is not a structural load-bearing member, mainly used to attach reflective signs to play a visual guiding role. The cross-section of the second back plate connecting plate 19 is in the shape of an 8, which has a certain energy dissipation effect. A back support rubber head 21 is installed at the end of the back support support rod 14. The back support rubber head 21 can prevent rainwater from pouring in, prevent people from being cut by the cross-section of the component during operation, and is also more beautiful.

[0049] In order to make the buffer railing of the present invention have a certain self-weight during use, the material of the buffer railing can be selected from aluminum alloy or steel.

[0050] Embodiment 2:

[0051] A displacement construction area buffering method, referring to Figures 1 to 4 , using the displacement construction area buffer railing described in Embodiment 1, includes the following steps:

[0052] S1. When the vehicle collides with the buffer railing head-on, the vehicle chassis will climb along the inclined strut 6. The inclined strut 6 has a certain rotation along the bolt connection part with the side plate 3. At the same time, the spring between the shock-absorbing fixing piece 13 and the second inclined strut and the shock-absorbing fixing piece 12 is compressed, playing a certain energy dissipation role. The inclined strut 6 lifts the vehicle chassis. After the front wheels of the vehicle leave the ground, the vehicle loses power;

[0053]

[0053] After the vehicle chassis climbs onto the inclined strut 6 and collides with the back plate 20, the force is transmitted to the second back plate connecting plate 19, playing a certain role in energy dissipation. The first back plate connecting plate 18 connected to the second back plate connecting plate 19, the back support strut 14 connected to the first back plate connecting plate 18, and the back support clamping plate 4 connected to the back support strut 14 are jointly subjected to the impact force of the vehicle head. The back support clamping plate 4 rotates along the pipe axis 22 and is finally blocked by the back support connecting plate 5. After the back support connecting plate 5 is stressed, it pushes the side plate 3 to rotate along the pipe axis 22, driving the inclined strut 6 to move upward by the lever principle and lifting the vehicle chassis. In this process, the inclined strut 6 changes from having a certain climbing angle with the vehicle chassis to being parallel to the vehicle chassis, and finally the vehicle chassis can no longer climb along the inclined strut 6;

[0054] After the vehicle chassis is lifted by the inclined strut 6 and cannot continue to climb, the vehicle head pushes the buffer road barrier forward. Due to the vehicle's own weight, the friction between the buffer road barrier and the ground increases. Through the friction between the rubber pad under the lower part of the rear base bottom plate 1 and the ground, the energy of the vehicle collision is consumed, and the vehicle finally stops after a certain displacement.

[0055] The above embodiments are only used to illustrate the present invention and do not limit the technical solutions described in the present invention. Although this specification has described the present invention in detail with reference to the above respective embodiments, the present invention is not limited to the above specific implementation manners. Therefore, any modification or equivalent replacement to the present invention; and all technical solutions and their improvements that do not depart from the spirit and scope of the invention are covered by the scope of the claims of the present invention.

Claims

1. A displacement-type buffer method for a construction operation area, characterized in that, It includes the following steps: S1. When the vehicle hits the front collision buffer railing, the vehicle chassis will climb along the diagonal strut. The diagonal strut rotates along the connection with the side plate. At the same time, the shock absorber fixing member and the elastic connecting member between the second diagonal strut and the shock absorber fixing member are compressed. The diagonal strut lifts the vehicle chassis. After the front wheels leave the ground, the vehicle loses power. S2. After the vehicle chassis climbs onto the diagonal strut, it hits the back plate. The force is transmitted to the second back plate connecting plate. The first back plate connecting plate connected to the second back plate connecting plate, the back support strut connected to the first back plate connecting plate, and the back support clamping plate connected to the back support strut jointly receive the impact force of the vehicle head. The back support clamping plate rotates along the tube axis and is finally blocked by the back support connecting plate. After the back support connecting plate is stressed, it pushes the side plate to rotate along the tube axis, driving the diagonal strut to move upward by the lever principle and lifting the vehicle chassis. In this process, the diagonal strut changes from having a certain climbing angle with the vehicle chassis to being parallel to the vehicle chassis. Eventually, the vehicle chassis can no longer climb along the diagonal strut. S3. After the vehicle chassis is lifted by the diagonal strut and cannot continue to climb, the vehicle head pushes the buffer railing forward. Due to the vehicle's own weight, the friction between the buffer railing and the ground increases. Through the friction between the rubber pad under the rear base bottom plate and the ground, the energy of the vehicle collision is consumed. After a certain displacement, the vehicle finally stops.

2. A displacement type construction work area buffer road railing adopted by the method according to claim 1, characterized in that, It includes: Two rear base bottom plates placed front and back, with rubber pads attached to the bottom of the rear base bottom plates; Multiple rear base support plates are arranged perpendicular to the rear base bottom plates. The two rear base bottom plates are connected together by multiple rear base support plates. Side plates are rotatably installed in the middle of the two outermost rear base support plates, and back support clamping plates are rotatably installed in the middle of the two innermost rear base support plates. The back support connecting plate is located behind the back support clamping plate, and the two groups of side plates are respectively installed at the ends of the back support connecting plate; Each group of side plates includes two first side plates and two second side plates with the same shape and structure. The front ends of the first side plate and the second side plate are rotatably connected by a rotating shaft to a diagonal strut; When the vehicle hits the buffer railing, the vehicle chassis climbs onto the buffer railing through the diagonal strut. The diagonal strut rotates on the side plate with the rotating shaft as the axis to adapt to the angle of the vehicle chassis and drag the vehicle chassis off the ground. The back support clamping plate rotates backward and is limited after hitting the back support connecting plate.

3. The displacement type construction work area buffer road railing according to claim 2, characterized in that, Openings are provided on multiple rear base support plates along the same axis. Openings are also provided on the side plates and the back support clamping plates. The side plates and the rear base support plates, and the back support clamping plates and the rear base support plates are connected by a tube shaft passing through the openings.

4. The displacement type construction work area buffer road railing according to claim 2, wherein, The front end of the diagonal strut is wrapped with a diagonal strut rubber head.

5. The displacement type construction work area buffer road railing according to claim 4, characterized in that, The side plate is generally triangular in shape, with a hollow in the middle. The hollow shape is triangular for weight reduction.

6. The displacement type construction work area buffer road railing according to claim 4, characterized in that, The rear section of the diagonal brace has an upwardly curved arc portion. The end of the arc portion extends between the first side plate and the second side plate, and a first diagonal brace and shock absorber fixing member is provided at the end. At the end of the first diagonal brace and shock absorber fixing member facing the rotating shaft, a second diagonal brace and shock absorber fixing member is provided. Lower parts of the first side plate and the second side plate are also provided with side plate and shock absorber fixing members. The side plate and shock absorber fixing members are sleeved on the pipe shaft. The second diagonal brace and shock absorber fixing member is connected to the side plate and shock absorber fixing member through an elastic connecting member.

7. The displacement type construction work area buffer road railing according to claim 4, wherein, The diagonal brace is connected to the front base support plate, the front base support plate is connected to the front base bottom plate, and a front base long plate is connected between the two front base bottom plates, thereby connecting the front base long plate and the diagonal brace together.

8. The displacement type construction work area buffer road railing according to claim 2, wherein, The back support splint is arranged obliquely backward. The back support splint rotates through a pipe shaft. The upper end of the back support splint extends and is higher than the side plate. The upper end of the back support splint bends toward the front base long plate to form an inclined portion. A back support support rod is installed on the inclined portion. A back support connecting plate is connected between the two groups of back support splints below the inclined portion. A back support rubber head is installed at the end of the back support support rod.

9. The displacement type construction work area buffer road railing according to claim 8, wherein, The two groups of back support support rods are connected through a first back plate connecting plate. A second back plate connecting plate is connected to one side of the first back plate connecting plate facing the diagonal brace. A back plate is connected to one side of the second back plate connecting plate close to the diagonal brace. A reflective sign is pasted on the back plate. The cross section of the second back plate connecting plate is in the shape of an 8.

10. The displacement type construction work area buffer road railing according to claim 2, characterized in that, First hooks and second hooks are provided on the outer sides of the two groups of back support splints. The back support splints can be folded along the pipe shaft toward the diagonal brace direction and are hung on the side plate through the first hooks and the second hooks.

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