A tidal activity fence unit

Abstract

This invention discloses a tidal movable guardrail unit. The main frame is composed of multi-level horizontal beams, an outer guardrail tube, and reinforcing vertical bars interwoven and fixed together. A movable device is located at the bottom, along with movable columns and pre-embedded sleeves. In the protective state, the movable columns are deeply inserted into the pre-embedded sleeves underground, and the high-rigidity frame structure stably transmits the impact force of vehicles to the foundation, meeting high-level collision protection requirements. In the turnover state, the movable columns are pulled upwards and rotated at a preset angle, then suspended and fixed above the outer tube by a column limiting structure, allowing the weight of the guardrail to be completely transferred to the movable device, achieving tool-free and component-free rapid overall turnover. Furthermore, the movable device is equipped with a steering limiting mechanism that rigidly locks the bottom rolling device at a specific angle, thereby achieving precise straight-line pushing. This invention, while ensuring collision protection strength, solves the problems of difficult movement of heavy guardrails and deviation during manual pushing, significantly improving the construction efficiency of tidal lane-changing operations.

Description

Technical Field This invention relates to the field of traffic guardrail technology, and in particular to a tidal movement guardrail unit. Background Technology In managing urban traffic congestion, reversible lanes are an effective means of improving road cross-sectional traffic efficiency. To ensure the physical separation and safety of two-way high-speed traffic, reversible lanes typically require the deployment of heavy-duty crash barriers with high protection levels. These barriers, to meet stringent impact stiffness requirements, generally employ large-section, thick-walled metal profiles to construct the frame, resulting in significant weight. Furthermore, they must be reliably and rigidly anchored to the road surface and foundation through deeply buried anchoring components.

[0001] However, the high-strength fixing method presents a technical contradiction with the need for short-term, high-frequency relocation of guardrails during tidal operations. Currently, the relocation of heavy road barriers mainly faces the following technical bottlenecks: First, overall lane changes often rely on large hoisting machinery or specialized traction equipment, which not only involves a large construction area and severely encroaches on normal traffic lanes, but also requires a long time for machinery scheduling; second, some plug-in movable guardrails using traditional fastener connections require workers to disassemble them into numerous scattered parts such as posts, counterweights, and fastening bolts for separate transport during relocation. This results in cumbersome on-site operations, and various scattered parts are easily lost at night or in high-pressure turnover environments, seriously affecting the efficiency of rapid reassembly. In addition, even with the addition of conventional auxiliary casters to the bottom of some heavy guardrails, guardrail units that are several meters long and weigh hundreds of kilograms are prone to lateral slippage and trajectory deviation when manually pushed due to road undulations or uneven pushing force on both sides, making it impossible for the guardrails to accurately and quickly align with the next foundation anchoring position. Summary of the Invention The purpose of this invention is to provide a tidal movable guardrail unit, which aims to solve the technical problems in the prior art, such as the excessive reliance on large hoisting machinery when heavy isolation facilities change lanes and move sites, the cumbersome disassembly and assembly of disassembled parts which are easy to lose, and the difficulty in controlling the trajectory of long guardrails when they are pushed manually, which makes them prone to deviation and thus leads to low efficiency of on-site construction operations.

[0002] This invention is achieved through the following technical solutions: A tidal movement guardrail unit, comprising: The beam assembly includes a first beam, at least one second beam, and a third beam arranged in parallel intervals from top to bottom; A moving device is provided at the bottom of the third crossbeam. The moving device includes a mounting bracket. The mounting bracket includes a vertical mounting shaft rotatably connected to the crossbeam assembly. A transverse connecting shaft is vertically fixedly connected to the vertical mounting shaft. Rolling devices are provided on both sides of the transverse connecting shaft. A steering limiting mechanism is provided between the vertical mounting shaft and the third crossbeam. The steering limiting mechanism is configured to lock the included angle of the transverse connecting shaft relative to the third crossbeam at a first angle or a second angle. Multiple hollow guardrail outer tubes are fixedly connected to the first crossbeam, the second crossbeam and the third crossbeam respectively; Multiple reinforcing vertical bars are arranged parallel to the outer tube of the guardrail, and the reinforcing vertical bars are respectively fixedly connected to the first horizontal beam, the second horizontal beam and the third horizontal beam; Multiple movable columns are inserted inside the corresponding outer tube of the guardrail, and the movable columns are configured to slide along the axial direction of the outer tube of the guardrail and rotate relative to each other. Multiple pre-embedded sleeves are configured to be buried in the ground for insertion into the bottom end of the corresponding movable column; When in protective mode, the bottom end of the movable column is inserted into the pre-embedded sleeve at the corresponding position; when in turnover mode, the movable column is pulled upward from the pre-embedded sleeve and rotated at a preset angle relative to the outer tube of the guardrail. Then, it is suspended and fixed to the outer tube of the guardrail by the column limiting structure, so that the weight of the tidal movable guardrail unit is transferred to the moving device, and the included angle locking of the steering limiting mechanism is used to achieve directional pushing.

[0003] As described above, the tidal movement guardrail unit includes a column limiting structure comprising a suspension part located on the upper part of the movable column, the suspension part comprising hooks symmetrically arranged on the outer walls of both sides of the movable column. The inner cross-section of the outer tube of the guardrail has a first span direction and a second span direction that are perpendicular to each other, and the inner dimension in the first span direction is greater than the inner dimension in the second span direction; the main body of the movable column is a circular tube structure, and the outer diameter of the main body of the movable column is smaller than the inner dimension of the outer tube of the guardrail in the second span direction. The maximum span dimension formed by the movable column and the hook is smaller than the inner dimension of the outer tube of the guardrail in the first span direction, and larger than the inner dimension of the outer tube of the guardrail in the second span direction. When in the protective state, the extension direction of the hook is parallel to the first span direction, so as to be hidden in the inner cavity of the outer tube of the guardrail; when in the turnover state, the movable column rotates at a preset angle so that the extension direction of the hook is parallel to the second span direction, and is respectively hooked and suspended on the two sides of the top of the outer tube of the guardrail.

[0004] As described above, the tidal movable guardrail unit includes a first limiting hole and a first locking element arranged vertically along the wall of the outer tube of the guardrail. The wall of the movable column is provided with a first positioning hole and a second positioning hole located below it in the vertical direction. The first locking member is configured to selectively pass through the first limiting hole and the first positioning hole or the second positioning hole. When in the protective state, the first limiting hole and the first positioning hole are coaxially aligned and locked by the first locking member. When in the turnover state, the first limiting hole and the second positioning hole are coaxially aligned and locked by the first locking member.

[0005] The tidal movement guardrail unit described above also includes a sealing component. The wall of the outer tube of the guardrail is provided with a second limiting hole located above the first limiting hole. When in the protective state, the sealing component is inserted into the upper opening of the outer tube of the guardrail and abuts against the upper end of the movable column, and is fixed by a second locking component passing through the second limiting hole. When in the turnover state, the sealing component is configured to be taken out from the outer tube of the guardrail and inserted into the pre-embedded sleeve to seal it.

[0006] As described above, the tidal movement guardrail unit includes a blind tube adapted to the inner cavity of the pre-embedded sleeve. A dust cover is provided at the upper end of the blind tube, and a positioning protrusion is provided on the upper outer side wall of the blind tube. A limiting notch corresponding to the positioning protrusion is provided at the upper opening edge of the pre-embedded sleeve, and a third positioning hole corresponding to the second limiting hole is provided on the lower side wall of the blind tube. When in the protected state, the second locking member is sequentially inserted into the second limiting hole and the third positioning hole for fixation. When the sealing member is inserted into the pre-embedded sleeve, the positioning protrusion engages with the limiting notch to circumferentially limit the sealing member.

[0007] As described above, in the tidal movement guardrail unit, the third crossbeam has an assembly hole through which the vertical mounting shaft passes. The steering limiting mechanism includes a limiting sleeve located above the third crossbeam and sleeved and fixed to the upper end of the vertical mounting shaft. A first limiting member is fixedly connected along the periphery of the limiting sleeve. The first limiting member has two mating parts. The third crossbeam has a positioning part that can cooperate with the two mating parts. A third locking member is provided between the positioning part and one of the mating parts.

[0008] As described above, the tidal movement guardrail unit has a first docking hole arranged radially along the periphery of the limiting sleeve, and a second docking hole corresponding to the first docking hole is provided on the upper periphery of the vertical mounting shaft. A fourth locking member is inserted between the first docking hole and the second docking hole.

[0009] As described above, in the tidal movement guardrail unit, a load-bearing flange that abuts against the bottom surface of the third crossbeam is also fixed around the periphery of the vertical mounting shaft; the docking part and the positioning part are both mounting through holes, and the third locking member is a long pin shaft with a length greater than the height of the third crossbeam; the load-bearing flange is provided with two locking holes that correspond one-to-one with the two docking parts, and the long pin shaft passes through the positioning part and is inserted into the corresponding locking hole.

[0010] As described above, in the tidal movement guardrail unit, the upper end of the third crossbeam is provided with a second limiting member that can abut against both ends of the first limiting member; both the first limiting member and the second limiting member are fan-shaped ring structures, coaxially arranged and the sum of their central angles is equal to degrees, so as to form a degree of movable gap between their circumferential ends, thereby limiting the included angle locking range to degrees.

[0011] The tidal movement guardrail unit described above also includes a quick-connect structure for quickly splicing two adjacent tidal movement guardrail units. The quick-connect structure includes stepped overlapping parts at the ends of the first crossbeam, the second crossbeam, and the third crossbeam, as well as connecting pins. The upper circumferential side of the connecting pin is provided with an anti-detachment block. The first crossbeam is a hollow structure with an internal cavity. When two adjacent tidal movement guardrail units are in a splicing state, the stepped overlapping parts of the previous unit and the next unit overlap vertically. The top wall of the stepped overlapping part at one end of the first crossbeam is provided with an irregularly shaped locking hole through which the connecting pin and the anti-detachment block pass. The stepped overlapping parts of the second and third crossbeams are provided with mating pin holes. The connecting pin passes through the overlapping irregularly shaped locking hole and the mating pin hole in sequence. After the connecting pin rotates at a preset angle, the anti-detachment block is located in the internal cavity of the first crossbeam and is offset vertically from the irregularly shaped locking hole to restrict the axial disengagement of the connecting pin.

[0012] Compared with the prior art, the present invention has the following advantages: Through a lattice-like rigid frame composed of multi-level crossbeams, outer guardrail tubes, and reinforcing vertical bars, the guardrail, in its protective state, can stably transmit the impact force of a vehicle to the ground via movable columns inserted into the foundation, meeting the basic standards for high-level collision protection. In its turnover state, operators only need to pull the movable column upwards and rotate it at a preset angle in place, and the column limiting structure will stably suspend it above the outer tube. This action instantly severs the rigid connection between the guardrail and the foundation, completely transferring the weight of the heavy frame to the moving device at the bottom. No loose fasteners need to be removed throughout the process, achieving tool-free and parts-free overall turnover, greatly reducing the probability of losing parts at night or under high-pressure conditions. Simultaneously, addressing the pain point of difficult movement of heavy equipment, this solution introduces a steering limiting mechanism at the upper part of the moving device, which can forcibly lock the rolling device at the bottom at a specific angle. This rigid locking eliminates the freedom of the walking mechanism to deflect freely when under pressure or encountering road undulations, enabling the guardrail to move precisely in a straight line according to a preset longitudinal or lateral trajectory. This solves the problem of manual tracking for long, heavy guardrails and greatly improves the on-site construction efficiency and safety of tidal lane change operations. Attached Figure Description To more clearly illustrate the technical solutions in the embodiments of the invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below.

[0013] Figure 1 This is a three-dimensional schematic diagram of this embodiment; Figure 2 This is an exploded view of the structure of this embodiment; Figure 3 This is a three-dimensional schematic diagram of the movable column in this embodiment; Figure 4 for Figure 2 Enlarged view of point A in the middle; Figure 5 This is a three-dimensional schematic diagram of the sealing component in this embodiment; Figure 6 This is a schematic diagram of the assembly of the sealing component and the pre-embedded sleeve in this embodiment; Figure 7 This is a three-dimensional schematic diagram of the mobile device in this embodiment; Figure 8 This is an exploded view of the mobile device in this embodiment; Figure 9 This is a partial schematic diagram of the connection state between the mobile device and the third crossbeam when the mobile device performs a lateral translation in the direction of crossing the lane in this embodiment. Figure 10 This is a partial schematic diagram of the connection state between the mobile device and the third crossbeam when the device is pushed longitudinally along the lane marking direction in this embodiment. Figure 11This is a partial schematic diagram of the moving device and the third crossbeam in the disassembled connected state in this embodiment; Figure 12 This is a three-dimensional schematic diagram of the connecting pin in this embodiment; Figure 13 This is a partial three-dimensional schematic diagram of the beam assembly in this embodiment. Detailed Implementation To make the technical problems solved by this application, the technical solutions, and the beneficial effects clearer, this application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0014] In urban road traffic management, high-protection-level tidal barrier units often face significant challenges during road section adjustments or lane relocations due to their large weight and size. Existing heavy-duty barriers mostly rely on large hoisting equipment for overall relocation or require disassembly into individual components for transport. This not only consumes substantial manpower and resources, significantly reducing road traffic efficiency, but also increases the risk of loss of components during reassembly. To address these technical problems from a practical perspective on engineering sites, this embodiment provides a tidal movable barrier unit.

[0015] like Figures 1 to 13 As shown, the tidal movement guardrail unit disclosed in this embodiment firstly includes a crossbeam assembly 1 as the main skeleton of the guardrail unit, specifically including a first crossbeam 11 arranged in parallel and spaced intervals from top to bottom, at least one second crossbeam 12, and a third crossbeam 13 located at the bottom. The crossbeam assembly 1 can be welded from high-strength carbon steel profiles to ensure sufficient structural rigidity and deformation resistance in the event of a vehicle collision.

[0016] Between the crossbeam assemblies 1, multiple hollow guardrail outer tubes 3 are vertically distributed. These guardrail outer tubes 3 are rigidly fixedly connected to the first crossbeam 11, the second crossbeam 12, and the third crossbeam 13, respectively, serving as the main vertical load-bearing components of the guardrail unit. Specifically, to achieve a high-strength rigid connection, the first crossbeam 11, the second crossbeam 12, and the third crossbeam 13 can be made of hollow profiles, with corresponding vertical mounting holes on their upper and lower walls for the guardrail outer tubes 3 to pass through. The upper end of the guardrail outer tube 3 directly penetrates the aforementioned mounting holes and is welded and fixed to the contact surface of the crossbeam assembly 1, thereby ensuring the perpendicularity and torsional strength of both. To further enhance the vertical support rigidity of the overall structure, multiple reinforcing vertical rods 4 are also provided between the first crossbeam 11, the second crossbeam 12, and the third crossbeam 13. The reinforcing vertical rods 4 are parallel to the guardrail outer tubes 3 and also pass through and are fixedly connected to the first crossbeam 11, the second crossbeam 12, and the third crossbeam 13. This mesh-like metal frame design ensures that the guardrail units have excellent resistance to deformation when faced with high-intensity impacts.

[0017] Accordingly, multiple movable posts 5 are respectively inserted into the internal cavities of the corresponding guardrail outer tube 3. A suitable clearance is left between the outer surface of the movable post 5 and the inner wall of the guardrail outer tube 3. This fit allows the movable post 5 to slide freely up and down along the axial direction of the guardrail outer tube 3 and to rotate relatively circumferentially within the guardrail outer tube 3. The pre-embedded sleeve 6, as a foundation anchor, is pre-cast or buried beneath the road surface, and its internal cavity is specifically designed for the precise insertion and positioning of the bottom end of the corresponding movable post 5.

[0018] Based on the cooperation of the aforementioned basic components, the guardrail unit in this embodiment can efficiently switch between two working modes: protection and turnover. When the guardrail is in the protective state of traffic isolation, the bottom end of the movable column 5 extends downward and is deeply inserted into the pre-embedded sleeve 6 at the corresponding position. In this state, any external impact lateral force received by the beam assembly 1 can be directly transmitted to the underground foundation through the deeply buried movable column 5, forming a stable physical safety barrier. When the road needs to be changed lanes during tidal traffic and the guardrail is in a turnover state, the on-site operator only needs to pull the movable column 5 upward from the pre-embedded sleeve 6 on the ground and rotate the movable column 5 relative to the outer tube 3 of the guardrail by a preset angle, such as 90 degrees. The operator can then use the column limiting structure 7 set on the wall of the outer tube 3 and the movable column 5 to securely suspend and fix the movable column 5 to the outer tube 3 of the guardrail. At this time, the movable column 5 is completely freed from the restraint of the pre-embedded sleeve 6, and all the weight of the upper components of the guardrail is sequentially transferred to the moving device 2 at the bottom.

[0019] The moving device 2 is the core component for realizing the overall displacement of the guardrail. It includes a mounting bracket 21, which further includes a vertical mounting shaft 211 rotatably connected to the crossbeam assembly 1, and a transverse connecting shaft 212 vertically fixed to the shaft. Rolling devices 213, serving as a traveling mechanism, are provided on both sides of the transverse connecting shaft 212. To ensure the controllable trajectory of the guardrail during its movement, a steering limiting mechanism 22 is provided between the vertical mounting shaft 211 and the third crossbeam 13. The steering limiting mechanism 22 can lock the angle between the transverse connecting shaft 212 and the third crossbeam 13 at a specific first angle or second angle. In this configuration, the moving device is physically deprived of the freedom to turn arbitrarily. In actual engineering operations, the first angle can be set so that the transverse connecting shaft 212 is perpendicular to the longitudinal centerline of the third crossbeam 13. At this time, the rolling direction of the rolling device 213 is completely parallel to the extension direction of the third crossbeam 13, used to realize the longitudinal straight movement of the guardrail along the lane direction. The second angle is set so that the transverse connecting shaft 212 is parallel to the third crossbeam 13. At this time, the rolling direction of the rolling device 213 is completely perpendicular to the longitudinal direction of the third crossbeam 13, which is used to realize lateral cutting and translation when opening or closing the tidal lane. Through the rigid locking of the steering limit mechanism 22, the moving device is transformed into a forced bidirectional directional wheel under the preset working conditions, solving the problem of straight-line tracking of heavy long guardrails. Specifically, the steering limit mechanism 22 can adopt various mechanical locking forms, including but not limited to plug-in pin locking, end face toothed disc engagement locking, or spring pin self-locking.

[0020] Furthermore, as a preferred embodiment rather than a limitation, to ensure stable suspension and load transfer after the movable column 5 is lifted off the ground, a suspension section 71 is provided in the upper region of the movable column 5. When the entire tidal guardrail unit needs to be moved for lane-changing operations, the on-site operator lifts the movable column 5 vertically upwards, and then rotates the movable column 5 relative to the outer guardrail tube 3 by a preset angle, such as 90 degrees. Through this simple axial lifting and rotation action, the suspension section 71, which was originally hidden or avoided in the forward direction, can be directly overlapped and rigidly supported at the top upper edge of the outer guardrail tube 3 in a purely mechanical spatial misalignment manner.

[0021] Specifically, the aforementioned suspension part 71 includes hook structures symmetrically arranged on the outer pipe walls on both sides of the movable column 5. When the movable column 5 is lifted and rotated to the rotation state, the hooks distributed on both sides of the column body are engaged downwards under the action of gravity and are securely suspended on the two side edges of the opening on the top surface of the guardrail outer pipe 3. This gravity-based self-locking double-sided symmetrical hook structure effectively avoids the structural risk of uneven load and lateral tilting torsion that is easily caused by single-point force, so that the overall gravity of the guardrail unit is evenly and smoothly transferred to the outer pipe and the bottom moving device 2. At the same time, it eliminates the need for additional independent locking nuts or pins, greatly improving the efficiency of on-site disassembly and relocation operations.

[0022] Alternatively, in addition to the aforementioned double-sided hook design, the suspension part 71 can be replaced with a load-bearing high-strength straight pin designed to penetrate the main body of the movable column 5 laterally, a partially fully welded load-bearing flange plate, or a simple T-shaped load-bearing crossbar. As long as the physical outer contour of this partially protruding structure can exceed the inner cavity span boundary of the lower guardrail outer tube 3 after the movable column 5 is pulled out and rotated at a preset angle, and thus be reliably supported by the tube wall end face and prevented from falling, the same suspension load transfer function can be achieved.

[0023] Furthermore, as a preferred embodiment rather than a limitation, in order to achieve smooth switching between the concealment and stress-bearing overlap of the suspension part 71 within a limited assembly space, the inner cross-section of the guardrail outer tube 3 is designed as a non-uniform diameter irregular structure, having a first span direction and a second span direction that are perpendicular to each other, and the inner physical dimension in the first span direction is significantly larger than the inner dimension in the second span direction. In actual metal processing and pipe selection, the guardrail outer tube 3 can be directly procured from standard rectangular steel pipes, elliptical steel pipes, or racetrack-shaped cross-section pipes to meet hardware assembly requirements.

[0024] Based on the aforementioned non-uniform cross-section structural design, when the guardrail is in its lowered, grounded protective state, the lateral extension direction of the movable post 5 and its suspension part 71 is precisely adjusted to be parallel to the wider first span direction. Because the first span direction provides ample physical clearance on both sides of the pipe wall, the suspension part 71 can move freely up and down within the inner cavity of the guardrail outer tube 3 without interference, following the movable post 5. After the movable post 5 is lowered to the bottom and anchored, the upper end of the movable post 5 is hidden inside the cavity of the guardrail outer tube 3.

[0025] When the road divider needs to be moved and switched to a reusable state, the on-site construction workers lift the movable column 5 upwards until it passes the opening of the outer pipe, and then rotate it horizontally by a predetermined angle. For example, if the outer pipe 3 of the guardrail is a rectangular cross-section steel pipe, the operator only needs to rotate the movable column 5 90 degrees in place. As the rotation is completed, the extension direction of the suspension part 71 is switched to be parallel to the narrower second span direction. Since the overall lateral span of the outward protrusion of the suspension part 71 is physically larger than the inner wall spacing in the second span direction, after the operator removes the lifting force, due to the effect of gravity, the suspension part 71 will not fall back into the cavity, but will directly present a rigid overlapping state and be firmly supported on the top opening edge of the outer pipe 3 of the guardrail. This gravity-based connection method, which relies on the inherent geometrical differences in the pipe cross-section and spatial rotational misalignment, cleverly avoids the engineering risks of complex mechanical springs or movable buckles becoming stuck and rusting due to long-term outdoor exposure to sun and rain. This gives the heavy-duty tidal guardrail easy operation and reliable form transformation.

[0026] Furthermore, as a preferred embodiment rather than a limitation, to ensure that the movable column 5 can smoothly complete the combined lifting and rotating actions inside the irregularly shaped guardrail outer tube 3, the movable column 5 is preferably a conventional circular tube structure. Regarding the basic dimensional fit, the outer diameter of the movable column 5 is limited to be smaller than the inner dimension of the guardrail outer tube 3 in the second span direction (i.e., the narrow side direction). By introducing a clearance-fit circular tube cross-section design, it is fundamentally guaranteed that the movable column 5 can not only be pulled up and down without interference within the outer tube cavity, but also rotate smoothly in place, effectively avoiding mechanical friction jamming caused by long-term dust accumulation, mud and sand adhesion on outdoor roads, or metal processing tolerances.

[0027] More specifically, the suspension part 71 extends horizontally outward from the outer tube wall of the movable column 5. At this time, the outer diameter of the main body of the movable column 5 plus the outward extension length of the suspension part 71 together constitute a maximum span dimension in the cross-section. This maximum span dimension is precisely limited between two critical thresholds. On the one hand, this maximum span dimension is smaller than the inner physical dimension of the outer tube 3 of the guardrail in the first span direction (i.e., the wide side direction); on the other hand, this maximum span dimension is larger than the inner physical dimension of the outer tube 3 of the guardrail in the second span direction (i.e., the narrow side direction). Thanks to the above-mentioned dimensional design, when the suspension part 71 enters along the wide side of the outer tube, since the overall maximum span is smaller than the distance between the inner walls of the wide side, it can smoothly sink down and be deeply embedded in the tube cavity without any physical obstruction; however, when the movable column 5 is pulled upward and rotated to the narrow side direction, since its maximum span is geometrically greater than the distance between the inner walls of the narrow side, the suspension part 71 will inevitably not fall into the cavity along the original path, but will be rigidly erected and blocked by the narrow side tube wall below. This solution abandons the traditional spring lock tongue or complex internal slide rail, and relies on basic dimensional interference to limit the final action result, thus constructing a simplified, maintenance-free, and foolproof gravity suspension structure.

[0028] Furthermore, as a preferred embodiment and not a limitation, as a further safety reinforcement of the aforementioned suspension structure, the column limiting structure 7 disposed between the outer tube 3 of the guardrail and the movable column 5 is preferably a mechanical locking structure based on hole interference. Specifically, the column limiting structure 7 includes a first limiting hole 72 extending vertically along the lateral wall of the outer tube 3 of the guardrail, and a first locking member 73 used in conjunction with it. Correspondingly, on the main side wall of the movable column 5, a first positioning hole 51 and a second positioning hole 52 located below it are precisely machined sequentially from top to bottom in the vertical direction. In terms of assembly logic, the first locking member 73 is configured to selectively radially penetrate the first limiting hole 72 and the first positioning hole 51 or the second positioning hole 52 at the same height plane as the first limiting hole 72. In specific implementations, the first locking member 73 can preferably be a high-strength solid steel pin with an anti-loosening spring, or a heavy-duty bolt assembly with an open anti-loosening pin. This design, which uses standard basic hardware to penetrate the pipe wall horizontally, not only ensures excellent physical resistance to damage but also facilitates low-cost mass maintenance in the later stages.

[0029] Based on the aforementioned longitudinally distributed hole arrangement, when the entire guardrail unit is lowered and in its normal protective state, the bottom end of the movable post 5 is completely lowered and deeply inserted into the pre-embedded sleeve 6 below the road surface. In this state, the first limiting hole 72 on the outer guardrail tube 3 is exactly on the same horizontal central axis as the first positioning hole 51 above the movable post 5, forming a coaxial alignment. On-site workers then insert the first locking piece 73 laterally and lock it in place. This insertion and locking action creates an integrated rigid connection between the outer guardrail tube 3 and the bottom movable post 5 in the vertical direction, eliminating the safety hazard of the movable post 5 moving upward and detaching from the pre-embedded sleeve 6 when the guardrail is subjected to resonance and bumps caused by continuous heavy vehicle traffic, ensuring the stability of the physical barrier's foundation.

[0030] When implementing tidal flow lane change operations, and the guardrail needs to be switched to a push-off, off-the-ground state, the operator first pulls out the first locking piece 73 laterally to release the constraint. Then, the movable post 5 is lifted significantly upwards, and in conjunction with the aforementioned rotation, the connection is achieved. As the movable post 5 is lifted, the first limiting hole 72 on the outer guardrail tube 3 is precisely aligned with the second positioning hole 52 below the movable post 5. The operator then inserts the first locking piece 73 again and locks it in place. Through this high-position locking mechanism, the movable post 5 is securely suspended and fixed to the outer guardrail tube 3 by the physical support of the first locking piece 73. This pin-and-hole suspension mechanism, as a supplement to the suspension hook, not only additionally bears the downward weight of the movable column 5, but also prevents the movable column 5 from accidentally detaching and falling back to the ground due to severe bumps when the guardrail unit is moved long distances over uneven roads using the bottom moving device 2, thus preventing the equipment from jamming or overturning. This provides further safety assurance for on-site turnover operations.

[0031] Furthermore, as a preferred embodiment and not a limitation, the tidal guardrail unit of this embodiment also includes a sealing component 8. To accommodate the sealing component 8, a second limiting hole 31 is additionally provided on the lateral wall of the outer tube 3 of the guardrail, located directly above the first limiting hole 72. When the guardrail is in its normal protective state on the road surface, the movable post 5 is lowered to its lowest point. At this time, the sealing component 8, as an idle component, is stored and inserted into the upper opening of the outer tube 3 of the guardrail, with its bottom end abutting against the upper end of the lower-positioned movable post 5 inside. To facilitate locking, a third positioning hole 84 is machined on the lateral wall of the lower part of the sealing component 8, which is at the same horizontal height as the external second limiting hole 31. Subsequently, on-site personnel use a second locking component 9 to sequentially insert laterally into the second limiting hole 31 and the third positioning hole 84 to completely lock and fix the sealing component 8. The second locking component 9 can be a standard pin of the same specification as the first locking component. This design utilizes the unused internal space of the outer tube 3 of the guardrail, enabling the sealing component 8 to be integrated with the main guardrail for storage, thus avoiding the problem of easy loss when stored separately.

[0032] When implementing tidal lane change operations and the guardrail unit needs to be switched to a reusable state, the workers pull out the second locking piece 9 and remove the sealing piece 8 from the top of the guardrail outer tube 3. After the movable post 5 is lifted and suspended and the guardrail unit is pushed away from its original position, the workers directly insert the removed sealing piece 8 downwards into the pre-embedded sleeve 6 that remains on the ground. This fills the gap left on the ground after the movable post 5 is pulled out to prevent pedestrians from tripping. More importantly, it completely seals the upward opening of the pre-embedded sleeve 6, preventing road debris such as mud, gravel, and fallen leaves from falling and accumulating inside the cavity of the pre-embedded sleeve 6. This effectively ensures that the movable post 5 can be smoothly and unobstructedly inserted back into its original position when the tidal lane change is reversed, achieving a closed-loop project that requires no cleaning and maintenance of the guardrail foundation.

[0033] Furthermore, the sealing component 8 mainly includes a blind pipe 81 adapted to the geometric contour of the internal cavity of the pre-embedded sleeve 6, and a dust cover 82 fixedly installed on the top of the blind pipe 81. The aforementioned third positioning hole 84, through which the second locking component 9 is inserted, is laterally opened on the lower side wall of the blind pipe 81. In terms of material selection, the blind pipe 81 and the dust cover 82 can be integrally injection molded from high-polymer engineering plastic to reduce weight, or made of wear-resistant metal casting. The closed-bottom blind pipe shape cuts off the path of gravel and debris falling down. To prevent the dust cover 82 from rotating and misaligning when run over by passing vehicle tires on the road surface, a positioning protrusion 83 is provided on the upper outer wall of the blind pipe 81. Correspondingly, a matching limiting notch 61 is provided at the upper opening edge of the pre-embedded sleeve 6 pre-buried underground. When the sealing component 8 is inserted downwards into the pre-embedded sleeve 6, the positioning protrusion 83 on the side can smoothly and vertically engage inside the limiting notch 61. While the dust cover 82 is flush with the road surface, the mechanical interference between the positioning protrusion 83 and the limiting notch 61 directly achieves circumferential anti-rotation limiting of the entire sealing component 8, avoiding sealing failure or pipe wall wear caused by rotation due to force.

[0034] Furthermore, as a preferred embodiment and not a limitation, the third crossbeam 13 is provided with an assembly hole 131 for the vertical mounting shaft 211 to pass through. Optionally, the inner wall of the assembly hole 131 can be fitted with a self-lubricating copper sleeve or a wear-resistant polymer bushing to significantly reduce the frictional loss of the vertical mounting shaft 211 when rotating under gravity and extend its overall service life. The steering limiting mechanism 22 specifically includes a limiting sleeve 221 located above the third crossbeam 13 and sleeved and fixed to the upper end of the vertical mounting shaft 211. A first limiting member 222 is fixedly connected along the outer periphery of the limiting sleeve 221. In actual manufacturing, the first limiting member 222 can be made of carbon steel plate with sufficient strength welded to the outer wall of the limiting sleeve 221 to resist the lateral torque generated during angle locking. The first limiting member 222 is provided with two mating parts 2221 for defining the limit locking angle, and a fixed positioning part 132 is provided on the top surface of the third crossbeam 13. When the first limiting member 222 rotates to different working angles with the vertical mounting shaft 211, one of the two mating parts 2221 will be precisely aligned with the fixed positioning part 132. By inserting the third locking member 10 between the positioning part 132 and the mating part 2221 that is currently aligned, the limiting sleeve 221 together with the bottom transverse connecting shaft 212 can be absolutely rigidly fixed relative to the third crossbeam 13, thereby steadily maintaining the selected working angle.

[0035] Furthermore, as an optional implementation, to achieve rapid response and reliable locking of the third locking member 10 under harsh outdoor conditions, both the docking part 2221 and the positioning part 132 are vertically penetrating mounting holes. In this configuration, the third locking member 10 is specifically selected as a pin that passes through the aforementioned mounting holes. The pin connection is a typical rigid mechanical interlocking structure, which has an extremely high structural failure threshold and mechanical reliability when dealing with the lateral shear stress caused by uneven road surface or uneven manual pushing force during the movement of heavy guardrails. Moreover, it does not have complex precision mechanical parts and is not easily jammed or damaged by sand, dust, or mud. In some optional alternatives, a lifting handle that is easy to grip with work gloves can be added to the top of the pin, or an anti-detachment pin with a spring-loaded self-locking steel ball at the tail can be directly selected, thereby completely eliminating the safety hazard of the third locking member 10 accidentally jumping out and falling off when the moving guardrail moves bumpily.

[0036] Furthermore, as a preferred embodiment and not a limitation, in order to achieve a reliable connection and fixation between the limiting sleeve 221 and the vertical mounting shaft 211, and to ensure that they can transmit torque synchronously and without slippage when subjected to heavy loads and turning, a first mating hole 2211 is provided radially along the circumferential side of the tube wall of the limiting sleeve 221. Correspondingly, a second mating hole 2111 precisely aligned with the first mating hole 2211 is provided on the upper cylindrical surface of the vertical mounting shaft 211. A fourth locking member 100 is inserted between the aligned first and second mating holes 2211 and 2111. The mechanical connection established by radial piercing not only completes the circumferential torque fixation and vertical axial anti-reverse positioning between the limiting sleeve 221 and the central vertical shaft in one step, but also retains the detachable nature of the upper and lower components of the moving device. When the equipment suffers a violent impact and requires shaft replacement or routine rust prevention maintenance, it can be quickly disassembled simply by removing the fourth locking member 100. Specifically, the fourth locking element 100 can be a high-strength load-bearing bolt with a lock nut, a heavy-duty elastic cylindrical pin, or a solid pin with cotter pin protection. All of these structures can meet the engineering requirements.

[0037] Furthermore, as a preferred embodiment rather than a limitation, in order to achieve efficient blind alignment in complex outdoor construction environments, a second limiting member 133 is fixedly provided on the upper end face of the third crossbeam 13 along the periphery of the assembly hole 131. The second limiting member 133 is essentially a fixed physical stop reference, and its position and size are configured to abut against both ends of the first limiting member 222, which rotates synchronously with the limiting sleeve 221, thereby defining an absolute mechanical boundary for the horizontal rotational movement of the moving device.

[0038] Both the first limiting member 222 and the second limiting member 133 are structurally fan-shaped plates, and are coaxially arranged around the central axis of the vertical mounting shaft 211. More specifically, the sum of the central angles of the first limiting member 222 and the second limiting member 133 is set to equal 270 degrees. Within a complete 360-degree rotation circle, this specific angular parameter allocation ensures that a 90-degree absolute span of movable gap is naturally formed between the circumferential ends of the first limiting member 222 and the second limiting member 133.

[0039] This 90-degree movement gap corresponds to the two mutually perpendicular standard working conditions in the daily operation of the tidal barrier: "longitudinal pushing along the lane" and "lateral translation across the lane." In actual operation scenarios, when construction workers need to change the direction of the barrier's movement, they do not need to look down to find or align any holes; they only need to directly rotate the entire mounting bracket 21. When the first limiting member 222 rotates to its limit position on either side within the movement gap, its circumferential end face will directly impact and lock against the end face of the second limiting member 133. This hard-limiting, foolproof mechanism ensures that the docking part 2221 is necessarily concentrically aligned with the positioning part 132, allowing personnel to easily insert the locking pin. This not only eliminates the predicament of the pin not being able to be inserted due to human misalignment but also significantly shortens the on-site construction time for traffic diversion.

[0040] In actual machining and manufacturing, the second limiting member 133 can also be made of high-strength carbon steel medium-thick plate, laser-cut and then firmly welded to the top surface of the third crossbeam 13 using a full welding process to withstand the circumferential impact force generated during frequent direction switching. As an alternative, high-density polyurethane buffer pads or rubber anti-collision blocks can be added to the metal collision surfaces where the first limiting member 222 and the second limiting member 133 abut against each other by screwing or bonding. The intervention of this elastic medium can effectively absorb the transient shock wave generated when metal components collide violently, which can reduce mechanical noise during operation and avoid weld cracking or structural fatigue damage caused by long-term stress concentration, thereby improving the durability of the entire steering limiting mechanism 22.

[0041] Furthermore, as a preferred embodiment and not a limitation, considering the enormous downward pressure generated when the tidal guardrail moves as a whole, in order to prevent local collapse and deformation of the third crossbeam 13 and ensure the structural stability of the vertical mounting shaft 211, a load-bearing flange 214 is also fixed around the periphery of the vertical mounting shaft 211. This load-bearing flange 214 is in close contact with the bottom surface of the third crossbeam 13, greatly increasing the supporting force-bearing area and transforming the point load originally concentrated at the edge of the mounting hole 131 into a surface load, thereby making the gravity transmission more uniform and reliable.

[0042] In this heavy-duty structural configuration, the third locking component 10 is specifically selected as a long pin shaft with a length greater than the overall height of the third crossbeam 13. Simultaneously, two locking holes 2141 are provided on the load-bearing flange 214, corresponding one-to-one in vertical projection to the two mating portions 2221 of the upper first limiting component 222. When it is necessary to lock the direction of travel of the guardrail, this long pin shaft is inserted from the top mating portion 2221, passes downward through the positioning portion 132 inside the third crossbeam 13, and finally deeply inserts into the bottom load-bearing flange 2141. This through-type locking design forms a closed-loop anti-shear force frame above and below the third crossbeam 13, greatly improving the overall mechanical rigidity and safety redundancy of the limiting switching mechanism when dealing with severe road bumps or asymmetrical thrust.

[0043] Furthermore, as an optional implementation, since the rolling device 213 is installed on both sides of the transverse connecting shaft 212, when the guardrail is subjected to heavy pressure or encounters ground obstacles, a large bending moment stress will be generated at the T-junction of the transverse connecting shaft 212 and the vertical mounting shaft 211. To eliminate this potential risk of fatigue fracture, reinforcing ribs 215 are symmetrically provided between the bottom of the load-bearing flange 214 and the transverse connecting shaft 212. The reinforcing ribs 215 extend radially outward along the load-bearing flange 214 and are fixed to the connection corner area between the load-bearing flange 214 and the vertical mounting shaft 211 and the transverse connecting shaft 212 using a full welding process. This reinforced structure significantly improves the tensile and compressive strength of the entire bottom load-bearing component, ensuring the durability of the moving device under long-term high-load operation.

[0044] Furthermore, as a preferred embodiment rather than a limitation, the rolling device 213 is specifically selected as a directional wheel that can only roll in one direction. The wheel frame of this directional wheel is rigidly fixed to the transverse connecting shaft 212 using methods such as welding or high-strength bolts, ensuring that the inherent rolling direction of the directional wheel maintains a constant spatial angle with the transverse connecting shaft 212. Since the directional wheel itself does not have a degree of freedom in steering, when the upper steering limiting mechanism 22 rotates the vertical mounting shaft 211 together with the bottom transverse connecting shaft 212 and precisely locks it at a first or second angle, the two bottom directional wheels are forcibly changed and locked in their orientation. Through this top-down overall rigid linkage, the direction of travel of the directional wheel perfectly matches the actual operational requirements of the guardrail, precisely realizing the switching between two predetermined trajectories: "longitudinal pushing along the lane" and "lateral translation across the lane," thus physically eliminating the deviation phenomenon of heavy-duty long guardrails when manually pushed.

[0045] Furthermore, as a preferred embodiment and not a limitation, in order to achieve rapid connection between multiple tidal barrier units and ensure the overall continuity of the barrier, this embodiment also includes a quick-connect structure for rapid splicing of two adjacent tidal barrier units. Specifically, this includes stepped overlap portions 14 located at the ends of the first crossbeam 11, the second crossbeam 12, and the third crossbeam 13, and matching connecting pins 15. At least two connecting pins 15 are provided along the length of the crossbeam assembly, and the main body of the connecting pins 15 can be precision-machined from high-strength solid round steel or alloy steel. The stepped overlap portion 14 adopts a stepped structure, allowing the ends of the corresponding crossbeams to overlap vertically when the end of the previous barrier unit is spliced ​​with the beginning of the next barrier unit, thereby achieving preliminary physical positioning while maintaining a consistent overall height of the crossbeams.

[0046] Based on this, an anti-detachment locking block 151 is provided on the upper circumference of the connecting pin 15. In actual manufacturing, the anti-detachment locking block 151 can be a directly welded metal boss or a solid short pin that penetrates the main body of the pin horizontally. Correspondingly, the first crossbeam 11 is configured as a hollow structure with an internal cavity, for example, it can be made of thick-walled square steel pipe or cold-formed hollow steel. On the top wall of the stepped overlap portion 14 at one end of the first crossbeam 11, an irregularly shaped locking hole 141 is provided. The shape of this hole matches the horizontal projection contour of the connecting pin 15 and the anti-detachment locking block 151. The stepped overlap portions 14 of the lower second crossbeam 12 and third crossbeam 13 are respectively provided with simple circular mating pin holes 142.

[0047] When two adjacent tidal movement guardrail units are in the splicing state, the stepped overlap 14 of the preceding and following units overlap vertically, so that the irregular locking hole 141 and each mating pin hole 142 are on the same vertical center line. The operator inserts the connecting pin 15 along with its anti-detachment block 151 completely along the specific direction of the irregular locking hole 141. At this time, the connecting pin 15 passes through the stacked first crossbeam 11, second crossbeam 12 and third crossbeam 13 in sequence, and the anti-detachment block 151 at its top enters the internal hollow cavity of the first crossbeam 11. Subsequently, by rotating the connecting pin 15 by a preset angle, such as 90 degrees or 180 degrees, the anti-detachment block 151 changes position inside the first crossbeam 11. Since the rotated anti-detachment block 151 and the irregular locking hole 141 form a non-overlapping physical misalignment in the vertical direction, a reliable physical anti-retreat effect is generated, effectively limiting the axial disengagement of the connecting pin 15.

[0048] By directly utilizing the top wall of the internal cavity of the first crossbeam 11 as an anti-detachment baffle, the risk of axial accidental disengagement of the connecting pin 15 under long-term exposure to the vibrations of heavy vehicles on the road surface is limited. This anti-detachment quick-release connection design eliminates the need for additional auxiliary tools such as independent anti-loosening nuts, spring washers, and tightening wrenches, perfectly meeting the needs of rapid assembly in the harsh environment of traffic facilities and fundamentally avoiding the risk of small, scattered fasteners being lost on the road surface. Furthermore, to further improve the ease of construction, a lifting ring (not shown in the figure) can be integrally formed or welded onto the upper end face of the connecting pin 15. This lifting ring provides on-site workers with a more intuitive and convenient grip, greatly facilitating the rotation of the connecting pin 15 under force and the upward pulling operation during subsequent disassembly, making the assembly and turnover process of the entire guardrail system more efficient and labor-saving.

[0049] As an alternative, the number of anti-detachment blocks 151 can be increased to multiple according to the tensile strength requirements, or the head of the connecting pin 15 can be designed as a T-shaped structure with an operating handle to further facilitate manual rotation and locking, thereby significantly improving the deployment and retrieval efficiency of the tidal barrier.

[0050] The above are implementation methods provided in conjunction with specific content, and it is not intended that the specific implementation of this application is limited to these descriptions. Any methods or structures that are similar to those of this application, or any technical deductions or substitutions made based on the concept of this application, should be considered within the scope of protection of this application.

Claims

1. A tidal movement guardrail unit, characterized in that, include: The crossbeam assembly (1) includes a first crossbeam (11) arranged in parallel from top to bottom, at least one second crossbeam (12) and a third crossbeam (13). A moving device (2) is located at the bottom of the third crossbeam (13). The moving device (2) includes a mounting bracket (21). The mounting bracket (21) includes a vertical mounting shaft (211) rotatably connected to the crossbeam assembly (1). The vertical mounting shaft (211) is vertically fixedly connected to a transverse connecting shaft (212). Rolling devices (213) are provided on both sides of the transverse connecting shaft (212). A steering limiting mechanism (22) is provided between the vertical mounting shaft (211) and the third crossbeam (13). The steering limiting mechanism (22) is configured to lock the angle between the transverse connecting shaft (212) and the third crossbeam (13) at a first angle or a second angle. Multiple hollow guardrail outer tubes (3) are fixedly connected to the first crossbeam (11), the second crossbeam (12) and the third crossbeam (13), respectively; Multiple reinforcing vertical bars (4) are arranged parallel to the outer tube (3) of the guardrail, and the reinforcing vertical bars (4) are fixedly connected to the first horizontal beam (11), the second horizontal beam (12) and the third horizontal beam (13) respectively; Multiple movable columns (5) are inserted inside the corresponding outer tube (3) of the guardrail. The movable columns (5) are configured to slide along the axial direction of the outer tube (3) of the guardrail and rotate relative to each other. Multiple pre-embedded sleeves (6) are configured to be buried in the ground for insertion into the bottom end of the corresponding movable column (5); When in the protective state, the bottom end of the movable column (5) is inserted into the pre-embedded sleeve (6) at the corresponding position; when in the turnover state, the movable column (5) is pulled upward from the pre-embedded sleeve (6) and rotated at a preset angle relative to the outer tube of the guardrail (3), and then suspended and fixed on the outer tube of the guardrail (3) by the column limiting structure (7), so that the weight of the tidal movable guardrail unit is transferred to the moving device (2), and the directional pushing is achieved by the included angle locking of the steering limiting mechanism (22).

2. The tidal movement guardrail unit according to claim 1, characterized in that, The column limiting structure (7) includes a suspension part (71) provided on the upper part of the movable column (5), and the suspension part (71) includes hooks symmetrically arranged on the outer walls of both sides of the movable column (5). The inner cross-section of the outer tube (3) of the guardrail has a first span direction and a second span direction that are perpendicular to each other, and the inner dimension in the first span direction is greater than the inner dimension in the second span direction; the main body of the movable column (5) is a circular tube structure, and the outer diameter of the main body of the movable column (5) is smaller than the inner dimension of the outer tube (3) of the guardrail in the second span direction; The maximum span dimension formed by the movable column (5) and the hook is smaller than the inner dimension of the outer tube (3) of the guardrail in the first span direction, and larger than the inner dimension of the outer tube (3) of the guardrail in the second span direction; When in the protective state, the extension direction of the hook is parallel to the first span direction, so as to be hidden in the inner cavity of the outer tube (3) of the guardrail; when in the turnover state, the movable column (5) rotates at a preset angle so that the extension direction of the hook is parallel to the second span direction, and is respectively hooked and suspended on both sides of the top of the outer tube (3) of the guardrail.

3. The tidal movement guardrail unit according to claim 2, characterized in that, The column limiting structure (7) includes a first limiting hole (72) and a first locking member (73) arranged vertically along the wall of the outer tube (3) of the guardrail. The wall of the movable column (5) is provided with a first positioning hole (51) and a second positioning hole (52) located below it in the vertical direction. The first locking member (73) is configured to selectively pass through the first limiting hole (72) and the first positioning hole (51) or the second positioning hole (52). When in the protective state, the first limiting hole (72) is coaxially aligned with the first positioning hole (51) and locked by the first locking member (73). When in the turnover state, the first limiting hole (72) is coaxially aligned with the second positioning hole (52) and locked by the first locking member (73).

4. The tidal movement guardrail unit according to claim 3, characterized in that, It also includes a sealing component (8), and the wall of the outer tube (3) of the guardrail is also provided with a second limiting hole (31) located above the first limiting hole (72); when in the protective state, the sealing component (8) is inserted into the upper opening of the outer tube (3) of the guardrail and abuts against the upper end of the movable column (5), and is fixed by the second locking component (9) passing through the second limiting hole (31); when in the turnover state, the sealing component (8) is configured to be taken out from the outer tube (3) of the guardrail and inserted into the pre-embedded sleeve (6) to seal it.

5. The tidal movement guardrail unit according to claim 4, characterized in that, The sealing component (8) includes a blind tube (81) adapted to the inner cavity of the pre-embedded sleeve (6). The upper end of the blind tube (81) is provided with a dust cover (82). The upper outer side wall of the blind tube (81) is provided with a positioning protrusion (83). The upper opening edge of the pre-embedded sleeve (6) is provided with a limiting notch (61) corresponding to the positioning protrusion (83). The lower side wall of the blind tube (81) is provided with a third positioning hole (84) corresponding to the second limiting hole (31). When in the protective state, the second locking component (9) is sequentially inserted into the second limiting hole (31) and the third positioning hole (84) for fixation. When the sealing component (8) is inserted into the pre-embedded sleeve (6), the positioning protrusion (83) is engaged in the limiting notch (61) to circumferentially limit the sealing component (8).

6. The tidal movement guardrail unit according to claim 1, characterized in that, The third crossbeam (13) has an assembly hole (131) through which the vertical mounting shaft (211) passes. The steering limiting mechanism (22) includes a limiting sleeve (221) located above the third crossbeam (13) and sleeved and fixed to the upper end of the vertical mounting shaft (211). A first limiting member (222) is fixedly connected along the periphery of the limiting sleeve (221). The first limiting member (222) has two mating parts (2221). The third crossbeam (13) has a positioning part (132) that can cooperate with the two mating parts (2221). A third locking member (10) is provided between the positioning part (132) and one of the mating parts (2221).

7. The tidal movement guardrail unit according to claim 6, characterized in that, A first mating hole (2211) is provided on the periphery of the limiting sleeve (221) and arranged radially therein. A second mating hole (2111) corresponding to the first mating hole (2211) is provided on the upper periphery of the vertical mounting shaft (211). A fourth locking member (100) is provided between the first mating hole (2211) and the second mating hole (2111).

8. The tidal movement guardrail unit according to claim 6, characterized in that, The vertical mounting shaft (211) is also surrounded and fixed with a load-bearing flange (214) that abuts against the bottom surface of the third crossbeam (13); the docking part (2221) and the positioning part (132) are both mounting through holes, and the third locking member (10) is a long pin with a length greater than the height of the third crossbeam (13); the load-bearing flange (214) is provided with two locking holes (2141) that correspond one-to-one with the two docking parts (2221), and the long pin passes through the positioning part (132) and is inserted into the corresponding locking hole (2141).

9. The tidal movement guardrail unit according to claim 6, characterized in that, The upper end of the third crossbeam (13) is provided with a second limiting member (133) that can abut against both ends of the first limiting member (222) along the periphery of the assembly hole (131); the first limiting member (222) and the second limiting member (133) are both fan-shaped ring structures, coaxially arranged and the sum of their central angles is equal to 270 degrees, so as to form a 90-degree movable gap between their circumferential ends, thereby limiting the included angle locking range to 90 degrees.

10. The tidal movement guardrail unit according to claim 1, characterized in that, It also includes a quick-connect structure for quick splicing of two adjacent tidal activity guardrail units, the quick-connect structure including a stepped overlap part (14) provided at the ends of the first crossbeam (11), the second crossbeam (12) and the third crossbeam (13), and a connecting pin (15). The upper circumferential side of the connecting pin (15) is provided with an anti-detachment block (151), and the first crossbeam (11) is a hollow structure with an internal cavity; when two adjacent tidal activity guardrail units are in a splicing state, the stepped overlapping parts (14) corresponding to the previous unit and the next unit overlap vertically, and the top wall of the stepped overlapping part (14) at one end of the first crossbeam (11) is provided with an irregularly shaped lock hole (141) through which the connecting pin (15) and the anti-detachment block (151) pass, the second The stepped overlap portion (14) of the crossbeam (12) and the third crossbeam (13) is provided with a mating pin hole (142); the connecting pin (15) passes through the overlapping irregular locking hole (141) and the mating pin hole (142) in sequence, and after the connecting pin (15) rotates at a preset angle, the anti-disengagement block (151) is located in the internal cavity of the first crossbeam (11) and is misaligned with the irregular locking hole (141) in the vertical direction to restrict the axial disengagement of the connecting pin (15).

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