A guardrail for mountainous roads

Abstract

The present application belongs to the technical field of highway guardrails, and discloses a protective fence for mountainous highways, which comprises two groups of guardrails arranged in an up-down mode and positioning columns installed between the two groups of guardrails, further comprises a collision-preventing assembly slidably installed between the two groups of guardrails, and the collision-preventing assembly is slidably installed on the guardrails through a sliding connecting piece; the sliding connecting piece comprises two moving seats slidably installed on the two groups of guardrails respectively, a rotating shaft is vertically fixed between the two moving seats, and the collision-preventing assembly is sleeved on the rotating shaft; the collision-preventing assembly is movably installed on the guardrails, and when a collision occurs, a proper displacement distance is made to the next collision-preventing assembly, so that the distance between the two is shortened. The first group of collision-preventing assemblies are used to absorb most of the impact kinetic energy, the second group of collision-preventing assemblies are used to guide the direction of the vehicle head, the small curvature between the two groups of collision-preventing assemblies is maintained, and the guiding effect is enhanced. The enhanced buffering effect is beneficial to reducing the damage of the guardrails to the vehicle.

Description

Technical Field

[0001] This invention belongs to the field of highway guardrail technology, specifically a guardrail for mountainous highways. Background Technology

[0002] Mountain roads, due to their rugged terrain, numerous curves, and steep slopes, present greater driving difficulties than roads with less rugged terrain, making them accident-prone areas. Currently, highway guardrails are a crucial means of mitigating injuries and fatalities in traffic accidents, with roller guardrails gaining widespread use due to their superior protective performance. The working principle of roller guardrails is to dissipate the impact energy of a vehicle through top-mounted rotation. Compared to the rigid protection of traditional guardrails, they offer superior impact resistance and guidance performance after a collision.

[0003] CN111305645B discloses a buffer-type crash barrier for road and bridge construction, which solves the problems of traditional barriers lacking angular rotation guidance, failing to change direction and dissipate force after a vehicle collision, and being unable to achieve simultaneous fixation through multiple fixing structures, with the fixing structures being non-adjustable and unsuitable for support and fixation in different terrain environments. The buffer-type crash barrier for road and bridge construction includes a first frame; an elastic damping structure is provided on the first frame, and a second frame is rotatably connected to the elastic damping structure. The structure of the stress-bearing part is improved. First, because the protective barrel is rotatably connected to the rotating connecting seat C, and the protective barrel and the rotating connecting seat C together form a protective rotating connection structure, when a vehicle contacts the protective barrel, the rotation of the protective barrel can dissipate force, and the strength of the protective barrel can be enhanced by reinforcing protrusions.

[0004] The main method of this invention is to enhance the strength of the protective barrel and reduce rotational stress by reinforcing the protrusions. However, the protective barrel material commonly used in the industry is polyurethane and EVA, and its strength limit is basically determined. Therefore, the effect of enhancing the impact resistance by protrusions is not obvious. Furthermore, since the distance between each protective barrel is fixed, it does not have an adaptive curvature adjustment function. Summary of the Invention

[0005] To address the problems mentioned in the background section, this invention provides a guardrail for mountain roads.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a guardrail for mountain roads, comprising two sets of guardrails arranged vertically and positioning posts installed therebetween, and an anti-collision component slidably installed between the two sets of guardrails, wherein the anti-collision component is slidably installed on the guardrails via a sliding connector;

[0007] The sliding connector includes movable seats that are slidably installed on two sets of guardrails respectively, and a rotating shaft is vertically fixed between the two movable seats. The anti-collision component is sleeved on the rotating shaft.

[0008] The sliding connector also includes mounting bases at the upper and lower ends, and a damper is installed between the mounting base and the positioning column.

[0009] Preferably, a guide plate is welded to the bottom of the upper guardrail, and a cover plate and a trapezoidal block are provided above the anti-collision component. The trapezoidal block is movably engaged under the inclined side of the guide plate. The guide plate is triangular, with the end near the positioning post as the base and the end near the anti-collision component as the apex.

[0010] The lower end of the rotating shaft is also equipped with an elastic element, which supports the anti-collision component on the mounting base.

[0011] Preferably, the anti-collision assembly includes an anti-collision barrel, an arc-shaped slider, and a base plate. The anti-collision barrel and the base plate are movably sleeved on the rotating shaft. The arc-shaped slider is disposed on the opposite surfaces of the anti-collision barrel and the base plate. The inclined surfaces of the arc-shaped sliders disposed on the anti-collision barrel and the base plate are opposite to each other and parallel.

[0012] The arc-shaped slider is used to control the separation between the anti-collision barrel and the base plate during rotation;

[0013] The anti-collision barrel can rotate around the pivot, while the base plate cannot rotate around the pivot. Both the anti-collision barrel and the base plate can slide vertically along the pivot.

[0014] Preferably, the rotating shaft is hollow inside, and a through groove is provided on its periphery to lead to the hollow interior. A support rod is movably fitted inside the hollow interior, and the bottom plate is fixedly connected to the support rod by passing through the through groove via an inner cantilever.

[0015] Preferably, an energy dissipator is also fixedly installed at the bottom end of the rotating shaft. The energy dissipator includes an air cylinder fixed to the bottom end of the rotating shaft and a piston disposed in the air cylinder and pressurized therewith. The support rod extends downward into the inner cavity of the air cylinder and is connected to the piston. A small hole is opened on the circumference of the bottom end of the air cylinder to connect with the internal and external environment and discharge the gas therein.

[0016] Preferably, a horizontal groove is provided in the middle of the guardrail, and steps are provided on both sides of the movable seat to slide and cooperate in the horizontal groove in the middle of the guardrail.

[0017] Preferably, a male buckle and a female buckle are fixedly installed at both ends of the movable seat. The main body of the male buckle is divided into two parts: a rod and a locking head. The rod of the male buckle extends horizontally through the positioning post to the other end of the positioning post.

[0018] After the movable seat moves the anti-collision component toward the positioning post, causing the damper to reach its maximum contraction stroke, the locking head of the sub-lock engages with the female lock on another movable seat.

[0019] Preferably, the bottom of the guardrail is provided with a post, the bottom end of the post is fixed to the precast concrete block by a threaded bar, the precast concrete block is embedded in the soil by a prestressed tension anchor cable, the positioning post is inserted into the post, and the top and bottom ends of the positioning post are tightly locked to the guardrail by an inner lining and bolts.

[0020] Preferably, the base plate is coaxial with the crash barrier, and the diameter of the base plate is smaller than the diameter of the crash barrier.

[0021] Preferably,

[0022] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0023] This invention movably mounts anti-collision components onto the guardrail. Guided by the guardrail's extension direction, these components shift appropriately towards the next anti-collision component upon impact, thus shortening the distance between them. The first set of anti-collision components absorbs most of the impact kinetic energy, while the second set guides the vehicle's frontal direction, maintaining a small curvature between the two sets and enhancing the guiding effect. This enhanced buffering effect helps reduce damage to the vehicle from the guardrail.

[0024] This invention adds a guide plate to the guardrail to guide the anti-collision component downwards during displacement, thereby compressing the elastic element below and further converting the impact energy into elastic potential energy. The anti-collision component consists of three main parts: an anti-collision barrel, an arc-shaped slider, and a base plate. When a vehicle collides with the anti-collision component, the impact is first felt by the anti-collision barrel, which rotates and absorbs energy. Since the base plate cannot rotate around its axis, the two rotate relative to each other. Therefore, the arc-shaped slider between the anti-collision barrel and the base plate will rotate out of position, pushing the base plate downwards to compress the elastic element and absorb energy. Furthermore, when the anti-collision component is displaced by the impact, the guide plate tilts to guide the entire anti-collision component downwards, which also compresses the elastic element. An energy dissipator is installed below to further enhance the energy dissipation effect.

[0025] This invention adds a locking component to restrict the movement of the next set of anti-collision components during a second impact. During the first impact, the impact angle is relatively large. The first set of anti-collision components not only dissipates energy but also corrects the angle of the vehicle's front end. At the same time, as the anti-collision components move forward, the male buckle on the first set of anti-collision components engages with the female buckle on the second set of anti-collision components, pulling the second set of anti-collision components so that they cannot be impacted and move forward, thereby achieving a guiding effect with a small curvature. Attached Figure Description

[0026] Figure 1This is a schematic diagram of the structure of the present invention;

[0027] Figure 2 This is a front view of the structure of the present invention;

[0028] Figure 3 This is a partial sectional view of the base plate and rotating shaft of the present invention;

[0029] Figure 4 This is a side view of the present invention and a partially enlarged schematic diagram;

[0030] Figure 5 This is a top view of the structure of the present invention;

[0031] Figure 6 For the present invention Figure 5 Enlarged schematic diagram of part A;

[0032] Figure 7 This is a schematic diagram of the collision state between the vehicle of the present invention and the first set of anti-collision components;

[0033] Figure 8 For the present invention Figure 7 Enlarged diagram of part B;

[0034] Figure 9 This is a schematic diagram of the collision state between the vehicle of the present invention and the second set of anti-collision components.

[0035] In the diagram: 100, guardrail; 101, guide plate; 200, positioning post; 300, energy consumer; 301, air cylinder; 302, piston; 303, air inlet; 401, moving seat; 4011, step; 402, pivot; 403, mounting base; 404, elastic element; 405, support rod; 500, anti-collision component; 501, anti-collision barrel; 502, arc-shaped slider; 503, base plate; 504, trapezoidal block; 505, cover plate; 600, damper; 701, male buckle; 702, female buckle; 800, column. Detailed Implementation

[0036] 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.

[0037] like Figure 1 and Figure 2As shown, the present invention provides a guardrail for mountain roads, including two sets of guardrails 100 arranged vertically and a positioning post 200 installed between them, and an anti-collision component 500 slidably installed between the two sets of guardrails 100. The anti-collision component 500 is slidably installed on the guardrails 100 through a sliding connector. The sliding connector includes a movable seat 401 slidably installed on the two sets of guardrails 100 respectively, and a rotating shaft 402 is vertically fixed between the two movable seats 401. The anti-collision component 500 is sleeved on the rotating shaft 402. The sliding connector also includes mounting seats 403 provided at the upper and lower ends, and a damper 600 is installed between the mounting seat 403 and the positioning post 200.

[0038] In this embodiment, the anti-collision component 500 is movably mounted on the guardrail 100. Guided by the extension direction of the guardrail 100, it can make a suitable displacement distance to the next anti-collision component 500 upon collision, thereby shortening the distance between them. During this process, the damper 600 is supported between the positioning post 200 and the anti-collision component 500 to absorb energy. As the anti-collision component 500 moves, it is compressed due to the reduced distance between it and the positioning post 200, thereby achieving an energy dissipation effect and helping the entire guardrail absorb rigid impact forces. When the anti-collision component 500 approaches the positioning post 200, or when the damper 600 stops moving after reaching its maximum compression stroke, the distance between the two anti-collision components 500 is reduced, creating a smoother, less curved guide surface between the two rollers, allowing the vehicle to be guided more smoothly and naturally in the correct direction. At the same time, the displacement of the anti-collision component 500 prevents the vehicle from being directly bounced away or stuck when the impact force is too large, thus avoiding the loss of force dissipation and guidance stroke. Instead, it catches the vehicle, which can both guide it correctly and reduce damage to the vehicle, the barrel, and the passengers.

[0039] like Figure 1 and Figure 2 As shown, a guide plate 101 is welded to the bottom of the upper guardrail 100. A cover plate 505 and a trapezoidal block 504 are provided above the anti-collision component 500. The trapezoidal block 504 is movably engaged under the inclined side of the guide plate 101. The guide plate 101 is triangular, with the end near the positioning post 200 as the base and the end near the anti-collision component 500 as the apex. An elastic element 404 is also installed at the lower end of the rotating shaft 402. The elastic element 404 supports the anti-collision component 500 on the mounting base 403.

[0040] The anti-collision assembly 500 includes an anti-collision barrel 501, an arc-shaped slider 502, and a base plate 503. The anti-collision barrel 501 and the base plate 503 are movably sleeved on the rotating shaft 402. The arc-shaped slider 502 is disposed on the opposite surfaces of the anti-collision barrel 501 and the base plate 503. The inclined surfaces of the arc-shaped slider 502 disposed on the anti-collision barrel 501 and the base plate 503 are opposite and parallel. The arc-shaped slider 502 is used to control the separation between the anti-collision barrel 501 and the base plate 503 during the rotation of the anti-collision barrel 501. The anti-collision barrel 501 can rotate around the rotating shaft 402, while the base plate 503 cannot rotate around the rotating shaft 402. Both the anti-collision barrel 501 and the base plate 503 can slide vertically along the rotating shaft 402.

[0041] In this embodiment, a guide plate 101 is added to the guardrail 100 to guide the anti-collision component 500 downwards during displacement, thereby compressing the elastic element 404 below and further converting the impact energy into elastic potential energy. The anti-collision component 500 includes three main parts: an anti-collision barrel 501, an arc-shaped slider 502, and a base plate 503. When a vehicle collides with the anti-collision component 500, it is first impacted through the anti-collision barrel 501, which rotates and absorbs energy. Since the base plate 503 cannot rotate around its axis, the two rotate relative to each other. Therefore, the arc-shaped slider 502 between the anti-collision barrel 501 and the base plate 503 will rotate out of alignment, pushing the base plate 503 downwards to compress the elastic element 404 and absorb energy. Furthermore, when the anti-collision component 500 is displaced by an impact, the guide plate 101 tilts to guide the entire anti-collision component 500 downwards, which also compresses the elastic element 404.

[0042] A cover plate 505 is provided on the anti-collision barrel 501. Because a trapezoidal block 504 is provided on the cover plate 505 and it is movably engaged with the inclined surface of the guide plate 101, the cover plate 505 can only move horizontally and cannot rotate, thus pressing the anti-collision barrel 501 and other components downward. Until the displacement of the anti-collision component 500 reaches the maximum compression stroke of the damper 600, its displacement range is still within the horizontal length of the guide plate 101.

[0043] The above solution is a further method for absorbing impact energy to adapt to the first embodiment. This solution can be used independently or not. After adopting this implementation scheme, based on cost control considerations, the damper 600 can be omitted or its components can be reduced. The specific decision will depend on the actual environment while ensuring safety.

[0044] like Figure 3 As shown, the shaft 402 is hollow inside, and a through groove is provided on the periphery to lead to the hollow interior. A support rod 405 is movably fitted inside the hollow interior, and the base plate 503 is fixedly connected to the support rod 405 by passing through the through groove via an inner cantilever.

[0045] The lower end of the rotating shaft 402 is hollow, and several through slots are opened on the periphery to communicate with the hollow part. The bottom plate 503 extends into the through slots, thereby restricting the bottom plate 503 to slide down along the vertical through slots on the rotating shaft 402 and preventing it from rotating. This prevents the anti-collision barrel 501 and the bottom plate 503 from rotating synchronously, which would prevent the elastic element 404 from being compressed.

[0046] like Figure 4 As shown, an energy consumer 300 is also fixedly installed at the bottom end of the rotating shaft 402. The energy consumer 300 includes an air cylinder 301 fixed to the bottom end of the rotating shaft 402 and a piston 302 that is interference-fitted with the air cylinder 301. The support rod 405 extends downward into the inner cavity of the air cylinder 301 and connects to the piston 302. A small hole is opened on the circumference of the bottom end of the air cylinder 301 to connect the internal and external environments and discharge the gas therein.

[0047] In this embodiment, a vertical energy dissipation device is added to the existing elastic element 404. The piston 302 in the energy dissipator 300 is connected to the support rod 405, which is sleeved in the rotating shaft 402 and connected to the base plate 503. When the base plate 503 moves downwards, it drives the support rod 405 to move synchronously, thereby causing the piston 302 to compress the lower space of the air cylinder 301, expelling the gas through the air port 303. Due to the small diameter of the air port 303, the limited gas discharge rate allows kinetic energy to be converted into internal energy during compression. After a subsequent impact, the elastic element 404 pushes the anti-collision component 500 and other components to gradually reset, and the piston 302 also moves upwards synchronously. External ambient gas is re-drawn into the interior through the air port 303, completing the gas exchange between the internal and external environments.

[0048] like Figure 4 As shown, a horizontal slide groove is provided in the middle of the guardrail 100, and steps 4011 are provided on both sides of the movable seat 401 to slide and cooperate in the horizontal slide groove in the middle of the guardrail 100.

[0049] The guardrail 100 consists of two guardrails, with the movable seat 401 sandwiched in the middle. The steps 4011 on both sides are engaged in the horizontal slide groove in the middle of the guardrail 100, and can slide forward along the slide groove when impacted.

[0050] like Figures 5 to 9 As shown, the two ends of the movable seat 401 are respectively fixed with a male buckle 701 and a female buckle 702. The main body of the male buckle 701 is divided into two parts: a rod and a locking head. The rod of the male buckle 701 extends horizontally through the positioning post 200 to the other end of the positioning post 200. After the movable seat 401 drives the anti-collision component 500 to move towards the positioning post 200, causing the damper 600 to reach its maximum contraction stroke, the locking head of the male buckle 701 is engaged in the female buckle 702 on the other movable seat 401.

[0051] In this embodiment, a locking component is added to limit the movement of the next set of anti-collision components 500 during the second impact. Since most of the impact kinetic energy has been absorbed during the first impact, the second impact anti-collision component 500 acts as a guide to quickly correct the front of the vehicle; therefore, maintaining a small curvature is crucial. Figure 7 and 9 As shown, during the first impact, the impact angle is relatively large. The first set of anti-collision components 500 not only dissipates energy but also corrects the angle of the vehicle's front end. At the same time, as the anti-collision components 500 move forward, the male buckle 701 on the first set of anti-collision components 500 engages with the female buckle 702 on the second set of anti-collision components 500, pulling the second set of anti-collision components 500 so that it cannot be impacted and move forward, thereby achieving a guiding effect with a small curvature.

[0052] Considering that the guardrail will sway during an impact, making it difficult for the male buckle 701 and female buckle 702 to engage, the female buckle 702 used here is a rectangular ring buckle with a relatively long length, which makes it easy to hook and engage during swaying. If the impact is extremely severe, causing the male buckle 701 and female buckle 702 to deviate too much and fail to engage, then the second set of anti-collision components 500 will provide another buffer to minimize the severity of injuries to vehicle occupants.

[0053] like Figure 2 As shown, a post 800 is provided at the bottom of the guardrail 100. The bottom end of the post 800 is fixed to the precast concrete block by a threaded bar. The precast concrete block is embedded in the soil by a prestressed tension anchor cable. The positioning post 200 is inserted into the post 800. The top and bottom ends of the positioning post 200 are tightly locked to the guardrail 100 by an inner lining and bolts.

[0054] By lowering the center of gravity and increasing grip, the precast concrete blocks are fixed in the soil and rock layers of the mountain road through tensioned anchor cables, which is equivalent to anchor piles driven into the ground. When subjected to impact, the guardrail will not collapse and fall apart, greatly enhancing its impact resistance.

[0055] like Figure 2 As shown, the base plate 503 and the anti-collision barrel 501 are coaxial, and the diameter of the base plate 503 is smaller than the diameter of the anti-collision barrel 501.

[0056] The diameters of both the cover plate 505 and the bottom plate 503 are smaller than those of the crash barrier 501. When a vehicle collides, it will directly impact the crash barrier 501 without affecting the bottom plate 503 and the cover plate 505.

[0057] Working principle and usage process of this invention:

[0058] The anti-collision component 500 is movably installed on the guardrail 100. Guided by the extension direction of the guardrail 100, it can make a suitable displacement distance to the next anti-collision component 500 upon collision, thereby shortening the distance between them. During this process, the damper 600 is supported between the positioning post 200 and the anti-collision component 500 to absorb energy. As the anti-collision component 500 moves, it is compressed due to the reduced distance between it and the positioning post 200, thereby achieving an energy dissipation effect and helping the entire guardrail absorb rigid impact force. A guide plate 101 is provided to push the anti-collision component 500, thereby causing the anti-collision component 500 to compress the elastic element 404 and convert the impact kinetic energy into elastic potential energy. An energy dissipator 300 is provided for further energy dissipation.

[0059] The locking structure causes the first set of anti-collision components 500 to move forward upon impact, locking the second set of anti-collision components 500 and preventing it from sliding. This maintains a small gap between the first and second sets of anti-collision components 500, quickly guiding the vehicle.

[0060] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0061] 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 guardrail for mountain road, comprising two groups of guardrails (100) arranged in up and down and positioning posts (200) installed between the two groups of guardrails, characterized in that: The crashproof assembly (500) is slidably mounted between the two groups of guardrails (100) by a sliding connector; The sliding connector comprises two moving seats (401) slidably mounted on the two groups of guardrails (100) respectively, and a rotating shaft (402) vertically fixed between the two moving seats (401); the crashproof assembly (500) is sleeved on the rotating shaft (402); The sliding connector further comprises mounting seats (403) arranged at the upper and lower ends, and dampers (600) mounted between the mounting seats (403) and the positioning columns (200); The crashproof assembly (500) comprises a crashproof barrel (501), an arc-shaped sliding block (502) and a bottom plate (503); the crashproof barrel (501) and the bottom plate (503) are movably sleeved on the rotating shaft (402); the arc-shaped sliding block (502) is arranged on the opposite surfaces of the crashproof barrel (501) and the bottom plate (503), and the arc-shaped sliding blocks (502) arranged on the crashproof barrel (501) and the bottom plate (503) are opposite and parallel to each other; The arc-shaped sliding block (502) is used for controlling the separation between the crashproof barrel (501) and the bottom plate (503) in rotation; the crashproof barrel (501) can rotate around the rotating shaft (402), the bottom plate (503) cannot rotate around the rotating shaft (402), and the crashproof barrel (501) and the bottom plate (503) can vertically slide along the rotating shaft (402); The rotating shaft (402) is internally hollow, and a through groove is formed in the circumferential side of the rotating shaft (402) and leads to the hollow interior; a supporting rod (405) is movably sleeved in the hollow interior; the bottom plate (503) is fixedly connected with the supporting rod (405) by penetrating the through groove and the inner cantilever; The bottom end of the rotating shaft (402) is further fixedly mounted with an energy consumer (300); the energy consumer (300) comprises a cylinder (301) fixed to the bottom end of the rotating shaft (402) and a piston (302) arranged in the cylinder (301) and in interference fit with the cylinder (301); the supporting rod (405) extends downward into the inner cavity of the cylinder (301) and is connected with the piston (302); a small hole is formed in the circumferential side of the bottom end of the cylinder (301) and is used for connecting the inner and outer environments to discharge the gas therein.

2. The guardrail for mountain roads according to claim 1, characterized in that: The bottom of the upper guardrail (100) is welded with a guide sliding plate (101); the upper end of the crashproof assembly (500) is provided with a cover plate (505) and a trapezoidal block (504) arranged above the cover plate (505); the trapezoidal block (504) is movably clamped below the oblique side of the guide sliding plate (101); the guide sliding plate (101) is triangular, the end close to the positioning column (200) is the bottom side, and the end close to the crashproof assembly (500) is the top corner; The lower end of the rotating shaft (402) is further mounted with an elastic member (404); the elastic member (404) supports the crashproof assembly (500) on the mounting seat (403).

3. The guardrail for mountain roads according to claim 1 or 2, characterized in that: The middle part of the guardrail (100) is provided with a horizontal sliding groove, and the two sides of the moving seat (401) are provided with steps (4011) which are slidably matched in the horizontal sliding groove in the middle part of the guardrail (100).

4. The guardrail for mountain roads according to claim 3, characterized in that: The two ends of the moving seat (401) are respectively fixed with a male buckle (701) and a female buckle (702), the main body part of the male buckle (701) is divided into a rod body and a lock head, the rod body of the male buckle (701) extends to the other end of the positioning column (200) through the positioning column (200); After the moving seat (401) drives the anti-collision assembly (500) to move towards the positioning column (200) and causes the damper (600) to reach the maximum contraction stroke, the lock head of the male buckle (701) is clamped into the female buckle (702) on the other moving seat (401).

5. The guardrail for mountain roads according to claim 1, characterized in that: The bottom of the guardrail (100) is provided with a stand column (800), the bottom end of the stand column (800) is fixed on the concrete precast block through a threaded rib, the concrete precast block is embedded in the soil through a prestressed tension anchor cable, the positioning column (200) is inserted into the stand column (800), and the top and bottom ends of the positioning column (200) are tightly locked with the guardrail (100) through lining and bolts.

6. The guardrail for mountain roads according to claim 1, characterized in that: The bottom plate (503) is coaxial with the anti-collision barrel (501), and the diameter of the bottom plate (503) is smaller than that of the anti-collision barrel (501).

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