Road traffic protection device

Abstract

The utility model belongs to the technical field of road traffic safety, and discloses a road traffic protection device which comprises two base columns arranged in a spaced mode, a protective fence and two locking mechanisms, each base column is provided with a containing cavity and two fixing grooves, and the two fixing grooves are communicated with the top and the bottom of the containing cavity through connecting channels respectively; the protective fence is arranged between the two base columns, two connecting blocks are arranged at the two ends of the protective fence respectively, the two connecting blocks are correspondingly inserted into the two fixing grooves, and positioning holes are formed in the connecting blocks; the locking mechanism comprises a driving assembly, a first two-way screw and two sliding blocks, the first two-way screw is arranged in the containing cavity and rotationally connected to the inner wall of the containing cavity, the two sliding blocks are both in threaded connection with the first two-way screw and provided with fixing parts, and the driving assembly can drive the first two-way screw to rotate; the fixing parts of the two sliding blocks can sequentially penetrate through the corresponding connecting channels and the corresponding positioning holes so as to lock the two connecting blocks. The device is easy to install and convenient to disassemble and maintain.

Description

Road traffic safety devices Technical Field

[0001] This utility model relates to the field of road traffic safety technology, and in particular to a road traffic protection device. Background Technology

[0002] Road traffic safety devices, as important protective facilities in traffic engineering, are widely used on highways, urban roads, and special road sections. Their main functions include separating lanes, preventing vehicles from crossing boundaries or running off the road, guiding drivers' vision, and protecting pedestrian safety. With the increase in road traffic volume and vehicle speed, the role of road traffic safety devices in reducing collision accidents and mitigating their severity is becoming increasingly prominent.

[0003] Existing road traffic safety devices typically employ a rigid frame structure, mainly consisting of two uprights, two parallel crossbars, and multiple guardrails. The guardrails are spaced apart and sandwiched between the two crossbars, which are then vertically fixed to the uprights via connecting brackets and bolt assemblies, forming a supporting frame.

[0004] However, since the crossbars and columns need to be fixed together with connecting brackets and bolt assemblies, tools such as wrenches must be used during installation. This not only complicates the installation process but also increases the installation time, resulting in a decrease in overall installation efficiency. Summary of the Invention

[0005] The purpose of this utility model is to provide a road traffic safety device that is not only easy to install but also easy to disassemble and maintain.

[0006] To achieve this objective, the present invention adopts the following technical solution:

[0007] Road traffic safety devices, characterized in that they include:

[0008] Two vertical and spaced-apart base columns are provided, each base column having a receiving cavity. Two fixing slots are provided on each side of the two base columns facing each other, and the two fixing slots are respectively connected to the top and bottom of the receiving cavity through a connecting channel.

[0009] A guardrail is provided between two base posts. Each end of the guardrail in the horizontal direction is provided with two connecting blocks. The two connecting blocks are inserted into the two fixing slots of their corresponding base posts, and each connecting block is provided with a positioning hole communicating with the connecting channel.

[0010] Two locking mechanisms are provided, each corresponding to one of the two base columns. Each locking mechanism includes a drive assembly, a first bidirectional screw, and two sliders. The first bidirectional screw is vertically disposed within the accommodating cavity and rotatably connected to the inner walls of opposite sides of the accommodating cavity. The two sliders are screwed onto the forward and reverse thread portions of the first bidirectional screw, respectively, and each slider has a fixing portion on its opposite side. The drive assembly is disposed on the base column and can drive the first bidirectional screw to rotate, allowing the two sliders to move in opposite directions. The two fixing portions are sequentially inserted into their corresponding connecting channels and positioning holes to lock the two connecting blocks.

[0011] Preferably, the drive assembly includes a worm gear and a worm, the worm gear being sleeved on the outer surface of the first bidirectional screw, the worm being horizontally arranged and meshing with the worm gear, and one end of the worm extending to the outside of the base column.

[0012] Preferably, the drive assembly further includes a first knob, which is fixedly connected to one end of the worm gear extending outward from the base column.

[0013] Preferably, the guardrail further includes two connecting shells, two clamping members, two second bidirectional screws, and multiple anti-collision members. The two connecting shells are spaced apart and each has a receiving groove on its opposite side. The connecting block is located on the side of the connecting shell away from the receiving groove. The two clamping members are spaced apart vertically, and both ends of the clamping members extend into the two receiving grooves horizontally. Multiple mounting holes are symmetrically arranged on the opposite side of the two clamping members horizontally, and two symmetrically arranged mounting holes form a group. Each anti-collision member has a plug-in portion on its opposite sides. The multiple anti-collision members and the multiple groups of mounting holes correspond one-to-one. The two second bidirectional screws extend vertically from the top of the two connecting shells into the receiving grooves, are sequentially screwed to the two clamping members, and are rotatably connected to the inner wall of the receiving groove. By rotating the second bidirectional screws, the two clamping members can move closer to each other so that the two plug-in portions of the anti-collision members are inserted into their corresponding two mounting holes.

[0014] Preferably, the clamping member includes two positioning plates and a clamping plate. The two positioning plates are spaced apart and are correspondingly inserted into the two receiving slots and correspondingly screwed to the two second bidirectional screws. The positioning plates have mounting slots on the side facing the anti-collision member, and the two ends of the clamping plate are correspondingly embedded in the mounting slots of the two positioning plates.

[0015] Preferably, the clamping member further includes two sets of limiting blocks, which are correspondingly disposed in the mounting grooves of the two positioning plates. Each end of the clamping plate is provided with a limiting hole, and the two sets of limiting blocks are correspondingly inserted into the limiting holes of the two clamping plates.

[0016] Preferably, the anti-collision component includes a protective shell, an elastic element, and two shell covers. The insertion portion is disposed on opposite sides of the protective shell along the vertical direction. The anti-collision component has a through groove extending through it along a first direction. The two shell covers are symmetrically slidably disposed in the through groove along the first direction. The elastic element is sandwiched between the two shell covers. The first direction, the vertical direction, and the horizontal direction are perpendicular to each other.

[0017] Preferably, multiple elastic elements are provided, and the multiple elastic elements are spaced apart along the vertical direction.

[0018] Preferably, the anti-collision component further includes two rubber pads, which are respectively disposed on opposite sides of the two shell covers.

[0019] Preferably, the base column includes a seat and a column connected together, wherein the bottom surface of the seat is larger than the cross-section of the column.

[0020] The beneficial effects of this utility model are:

[0021] This invention simplifies installation by inserting the connecting blocks on both sides of the guardrail into the fixing slots of the base posts, aligning the positioning holes on the connecting blocks with the connecting channels. The drive assembly rotates the first bidirectional screw, using its forward and reverse threads to move two sliders in opposite directions. This causes the locking parts on the sliders to pass through the connecting channels and positioning holes, locking the connecting blocks of the guardrail and installing it onto the two base posts. For disassembly, simply rotate the first reverse screw in the opposite direction to move the two sliders towards each other, disengaging the locking parts from the positioning holes. By simplifying the complex multi-bolt, step-by-step tightening process to just two steps—inserting the connecting blocks and rotating the first bidirectional screw—installation difficulty is significantly reduced, and quick disassembly is possible during maintenance. Furthermore, the single-screw, double-thread transmission structure ensures precise and synchronized movement of the upper and lower locking points, reliably fixing both connection points in one operation. Simultaneously, the screw's self-locking characteristic enhances vibration resistance and effectively reduces subsequent maintenance costs. Attached Figure Description

[0022] Figure 1 is a first structural schematic diagram of the road traffic protection device according to an embodiment of the present utility model;

[0023] Figure 2 is a schematic diagram of the second structure of the road traffic protection device according to an embodiment of the present invention;

[0024] Figure 3 is a schematic diagram of the first part of the road traffic protection device according to an embodiment of the present invention;

[0025] Figure 4 is a schematic diagram of the second part of the road traffic protection device according to an embodiment of the present utility model;

[0026] Figure 5 is a schematic diagram of the third part of the road traffic protection device according to an embodiment of the present utility model;

[0027] Figure 6 is an enlarged view of point A in Figure 5.

[0028] In the picture:

[0029] 1. Base column; 10. Fixing groove; 100. Receiving cavity; 11. Seat; 12. Column;

[0030] 2. Guardrail; 21. Connecting block; 22. Connecting shell; 220. Receiving groove; 23. Clamping component; 230. Mounting hole; 231. Positioning plate; 232. Clamping plate; 233. Limiting block; 24. Second bidirectional screw; 241. Second knob; 25. Anti-collision component; 251. Protective shell; 252. Elastic component; 253. Shell cover; 254. Rubber pad;

[0031] 3. Locking mechanism; 31. Drive assembly; 311. Worm gear; 312. Worm; 313. First knob; 32. First bidirectional screw; 33. Slider; 331. Fixing part. Detailed Implementation

[0032] The embodiments of this utility model are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar parts or parts having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0033] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection or a detachable connection; a mechanical connection or an electrical connection; a direct connection or an indirect connection through an intermediate medium; or the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0034] In the description of this utility model, unless otherwise expressly specified and limited, "above" or "below" the first feature can include the feature and the first feature being in direct contact, or it can include the feature and the first feature not being in direct contact but being in contact through another feature between them. Furthermore, "above," "over," and "on top" of the first feature includes the feature being directly above or diagonally above the first feature, or simply indicates that the feature is at a higher horizontal level than the first feature. "Below," "below," and "under" the first feature includes the feature being directly below or diagonally below the first feature, or simply indicates that the feature is at a lower horizontal level than the first feature.

[0035] The technical solution of this utility model will be further described below with reference to the accompanying drawings and specific embodiments.

[0036] As shown in Figures 1-6, this utility model provides a road traffic protection device, including two base posts 1, a guardrail 2, and two locking mechanisms 3. The two base posts 1 are vertically arranged and spaced apart. Each base post 1 has a receiving cavity 100. Two fixing slots 10 are spaced apart on opposite sides of each base post 1, and the two fixing slots 10 are respectively connected to the top and bottom of the receiving cavity 100 via connecting channels. The guardrail 2 is positioned between the two base posts 1. Two connecting blocks 21 are provided at both ends of the guardrail 2 in the horizontal direction. The two connecting blocks 21 are inserted into the two fixing slots 10 of their corresponding base posts 1, and each connecting block 21 has a positioning hole connected to the connecting channel. Two locking mechanisms 3 are also provided. The locking mechanism 3 corresponds to the two base columns 1 respectively. The locking mechanism 3 includes a drive assembly 31, a first bidirectional screw 32 and two sliders 33. The first bidirectional screw 32 is vertically arranged in the accommodating cavity 100 and rotatably connected to the inner walls of opposite sides of the accommodating cavity 100. The two sliders 33 are screwed to the forward thread and reverse thread of the first bidirectional screw 32 respectively. Each of the two sliders 33 has a locking part 331 on the opposite side. The drive assembly 31 is arranged on the base column 1 and can drive the first bidirectional screw 32 to rotate, so that the two sliders 33 can move in opposite directions. The two locking parts 331 can be sequentially inserted into their corresponding connecting channels and positioning holes to lock the two connecting blocks 21.

[0037] During installation, the connecting blocks 21 on both sides of the guardrail 2 are inserted into the fixing slots 10 of the base column 1, and the positioning holes on the connecting blocks 21 are aligned with the connecting channels. The first bidirectional screw 32 is rotated by the drive assembly 31, and the forward and reverse threads of the first bidirectional screw 32 drive the two sliders 33 to move in opposite directions. The locking parts 331 on the sliders 33 pass through the connecting channels and positioning holes in sequence, thereby locking the connecting blocks 21 of the guardrail 2, thus installing the guardrail 2 onto the two base columns 1. For disassembly, simply rotate the first reverse screw 32 in the opposite direction to move the two sliders 33 towards each other, causing the locking parts 331 to disengage from the positioning holes. By simplifying the complex operation of traditional multi-bolt step-by-step tightening to two steps—"inserting the connecting blocks 21 and rotating the first bidirectional screw 32"—installation difficulty is significantly reduced, and quick disassembly is possible during maintenance. Furthermore, the single-screw double-thread transmission structure ensures precise synchronous movement of the upper and lower locking points, reliably fixing the two connection points in one operation. Simultaneously, the self-locking characteristic of the screw enhances vibration resistance and stability, effectively reducing subsequent maintenance costs.

[0038] Specifically, as shown in Figure 1, the base column 1 includes a connected base 11 and a column 12, with the bottom surface of the base 11 being larger than the cross-section of the column 12. The larger bottom surface area of ​​the base 11 compared to the cross-section of the column 12 lowers the center of gravity of the base column 1 and, through a larger ground contact area, disperses its own weight and the horizontal impact force transmitted by the guardrail 2, effectively improving its resistance to overturning.

[0039] Specifically, as shown in Figure 2, the guardrail 2 also includes two connecting shells 22, two clamping members 23, two second bidirectional screws 24, and multiple anti-collision members 25. The two connecting shells 22 are spaced apart and each has a receiving groove 220 on its opposite side. The connecting block 21 is located on the side of the connecting shell 22 away from the receiving groove 220. The two clamping members 23 are spaced apart vertically and their two ends extend horizontally into the two receiving grooves 220 respectively. Multiple mounting holes 230 are symmetrically arranged horizontally on the opposite side of the two clamping members 23. The two symmetrically arranged mounting holes 230 form a group, and the anti-collision member 25 has a plug-in part on both sides. Multiple anti-collision members 25 and multiple sets of mounting holes 230 correspond one-to-one. Two second bidirectional screws 24 extend vertically from the top of the two connecting shells 22 into the receiving groove 220, and are screwed to the two clamping members 23 in sequence and rotatably connected to the inner wall of the receiving groove 220. By rotating the second bidirectional screws 24, the two clamping members 23 can move closer to each other so that the two plug-in parts of the anti-collision member 25 can be inserted into their corresponding two mounting holes 230.

[0040] During installation, the bumper 25 is inserted into the mounting hole 230 of the bottom clamping member 23 via its bottom plug-in portion. Then, the second bidirectional screw 24 is rotated to bring the two clamping members 23 closer together, so that the plug-in portion of the top of the bumper 25 is inserted into the mounting hole 230 of the top clamping member 23, thus achieving rapid assembly. When a bumper 25 is damaged, simply rotate the second bidirectional screw 24 in the opposite direction to separate the clamping member 23, and the individual bumper 25 can be easily replaced without replacing the entire guardrail 2, greatly reducing maintenance time and costs. Furthermore, by rotating the second bidirectional screw 24, the distance between the two clamping members 23 can be precisely controlled, thus accommodating bumper 25s of different sizes and specifications. This adjustability allows the guardrail 2 to be customized according to actual needs, improving its applicability and flexibility.

[0041] In this embodiment, eight anti-collision components 25 are provided.

[0042] In other embodiments, six anti-collision elements 25 may be provided, and the number of anti-collision elements 25 is not specifically limited here.

[0043] In this embodiment, in order to facilitate the operator to rotate the second bidirectional screw 24, a second knob 241 is provided at one end of the second bidirectional screw 24 that extends out of the connecting shell 22.

[0044] More specifically, as shown in Figures 3 and 4, the clamping component 23 includes two positioning plates 231 and a clamping plate 232. The two positioning plates 231 are spaced apart and correspondingly inserted into two receiving slots 220 and screwed to two second bidirectional screws 24. The positioning plates 231 have mounting slots on the side facing the anti-collision component 25, and the two ends of the clamping plate 232 are correspondingly embedded in the mounting slots of the two positioning plates 231. When the clamping plate 232 wears out due to long-term use, it can be removed from the mounting slot of the positioning plate 231 and replaced with a new clamping plate 232, without needing to replace the entire clamping component 23, further reducing maintenance costs and difficulty and improving maintenance efficiency. Furthermore, this combined clamping component 23 structure can be flexibly adjusted according to different design requirements of the guardrail 2. By changing the length of the positioning plates 231, it can meet the protection requirements of different scenarios, improving the applicability of the protective device.

[0045] More specifically, as shown in Figures 3 and 4, the clamping component 23 also includes two sets of limiting blocks 233, which are correspondingly disposed in the mounting slots of the two positioning plates 231. Both ends of the clamping plate 232 are provided with limiting holes, and the two sets of limiting blocks 233 are inserted into the limiting holes of the two clamping plates 232. When installing the clamping plate 232, simply align the limiting holes with the limiting blocks 233 and insert them to ensure precise alignment between the clamping plate 232 and the mounting slots of the positioning plates 231, improving assembly efficiency and accuracy. Furthermore, when the second bidirectional screw 24 is rotated to drive the positioning plate 231 to move, the cooperation between the limiting blocks 233 and the limiting holes restricts the lateral movement of the clamping plate 232, ensuring that the clamping plate 232 moves synchronously with the positioning plate 231 only in the vertical direction. This prevents misalignment between the insertion part of the anti-collision component 25 and the mounting hole 230 due to offset, thereby ensuring the reliability of the locking process.

[0046] In this embodiment, each set of limiting blocks 233 includes two limiting blocks 233.

[0047] In other embodiments, each group of limit blocks 233 may also include three limit blocks 233, and the number of limit blocks 233 in each group of limit blocks 233 is not specifically limited here.

[0048] More specifically, as shown in Figures 3 and 4, the anti-collision component 25 includes a protective shell 251, an elastic element 252, and two shell covers 253. The insertion portion is located on opposite sides of the protective shell 251 along the vertical direction. The anti-collision component 25 has a through groove extending along a first direction. The two shell covers 253 are symmetrically slidably disposed within the through groove along the first direction. The elastic element 252 is sandwiched between the two shell covers 253. The first direction, the vertical direction, and the horizontal direction are perpendicular to each other. The symmetrical sliding of the two shell covers 253 within the through groove not only provides a relatively stable installation space for the elastic element 252 but also guides the elastic element 252 during compression and rebound, ensuring that the elastic element 252 always deforms along the first direction. Furthermore, the elastic element 252, sandwiched between the two shell covers 253, will undergo compressive deformation when the anti-collision component 25 is subjected to an impact force from the first direction. During this process, the elastic element 252 can absorb most of the impact energy and convert it into elastic potential energy, thereby effectively reducing the impact of the impact force on the guardrail 2 and the colliding object.

[0049] More specifically, multiple elastic elements 252 are provided, and the multiple elastic elements 252 are spaced apart along the vertical direction. The multiple elastic elements 252 in the vertical direction can evenly transmit the lateral impact force to different heights of the guardrail 2, preventing the clamping element 23 from deforming due to excessive local stress.

[0050] In this embodiment, five elastic elements 252 are provided.

[0051] In other embodiments, six elastic elements 252 may be provided, and the number of elastic elements 252 is not specifically limited here.

[0052] In this embodiment, the elastic element 252 is a spring.

[0053] In other embodiments, the elastic element 252 may also be a rubber pad.

[0054] More specifically, the anti-collision component 25 also includes two rubber pads 254, which are respectively disposed on opposite sides of the two housings 253. As the direct contact surface between the housing 253 and the outside world, the rubber pads 254 have elastic properties that can absorb part of the impact energy through their own compression deformation at the moment of collision, which not only improves the durability and safety performance of the protective device, but also reduces damage to the vehicle.

[0055] Specifically, as shown in Figures 3, 5, and 6, the drive assembly 31 includes a worm gear 311 and a worm 312. The worm gear 311 is sleeved on the outer surface of the first bidirectional screw 32, and the worm 312 is horizontally positioned and meshes with the worm gear 311, with one end of the worm 312 extending to the outside of the base post 1. Through the meshing of the worm gear 311 and the worm 312, the horizontal rotational motion can be converted into the vertical rotational motion of the first bidirectional screw 32. This allows for more convenient application of power in the horizontal direction when operating the drive assembly 31, enabling the end of the worm 312 to be rotated horizontally outside the base post 1, thereby driving the first bidirectional screw 32 to rotate. This facilitates the installation and removal of the guardrail 2 by the operator.

[0056] More specifically, as shown in Figure 6, the drive assembly 31 also includes a first knob 313, which is fixedly connected to one end of the worm gear 312 extending outward from the base post 1. The first knob 313 provides an easy-to-grip and force-applying part for the operator, allowing the operator to easily hold and rotate it, making operation more comfortable and reducing hand fatigue.

[0057] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating the present utility model, and are not intended to limit the implementation of the present utility model. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of the claims of this utility model.

Claims

1. A road traffic safety device, characterized in that, include: Two vertically spaced base columns (1) are provided, each base column (1) having a receiving cavity (100). Two fixing slots (10) are spaced apart on opposite sides of each base column (1), and the two fixing slots (10) are respectively connected to the top and bottom of the receiving cavity (100) via a connecting channel. A guardrail (2) is provided between the two base columns (1), with two connecting blocks (21) at each end of the guardrail (2) along the horizontal direction. The two connecting blocks (21) are inserted into the two fixing slots (10) of their corresponding base columns (1), and each connecting block (21) has a positioning hole connected to the connecting channel. Two locking mechanisms (3) are provided, corresponding to the two base columns (1), and each locking mechanism (3) includes a drive mechanism. The assembly comprises a component (31), a first bidirectional screw (32), and two sliders (33). The first bidirectional screw (32) is vertically disposed within the accommodating cavity (100) and rotatably connected to the inner walls of opposite sides of the accommodating cavity (100). The two sliders (33) are correspondingly screwed to the forward thread and reverse thread of the first bidirectional screw (32), and each of the two sliders (33) has a fixing part (331) on its opposite side. The driving assembly (31) is disposed on the base column (1) and can drive the first bidirectional screw (32) to rotate, so that the two sliders (33) can move in opposite directions. The two fixing parts (331) can be sequentially inserted into their corresponding connecting channels and positioning holes to lock the two connecting blocks (21).

2. The road traffic safety device according to claim 1, characterized in that, The drive assembly (31) includes a worm gear (311) and a worm (312). The worm gear (311) is sleeved on the outer surface of the first bidirectional screw (32). The worm (312) is horizontally arranged and meshes with the worm gear (311). One end of the worm (312) extends to the outside of the base column (1).

3. The road traffic safety device according to claim 2, characterized in that, The drive assembly (31) further includes a first knob (313), which is fixedly connected to one end of the worm gear (312) extending outward from the base column (1).

4. The road traffic safety device according to claim 1, characterized in that, The guardrail (2) also includes two connecting shells (22), two clamping members (23), two second bidirectional screws (24), and multiple anti-collision members (25). The two connecting shells (22) are spaced apart and each has a receiving groove (220) on its opposite side. The connecting block (21) is located on the side of the connecting shell (22) away from the receiving groove (220). The two clamping members (23) are spaced apart in the vertical direction, and the two ends of the clamping members (23) extend into the two receiving grooves (220) in the horizontal direction. Multiple mounting holes (230) are symmetrically arranged on the opposite side of the two clamping members (23) in the horizontal direction. The mounting holes (230) are set as a group, and the anti-collision member (25) is provided with plug-in parts on both sides. Multiple anti-collision members (25) and multiple sets of mounting holes (230) correspond one-to-one. Two second bidirectional screws (24) extend from the top of the two connecting shells (22) into the receiving groove (220) along the vertical direction, and are screwed to the two clamping members (23) in sequence and rotatably connected to the inner wall of the receiving groove (220). By rotating the second bidirectional screws (24), the two clamping members (23) can move closer to each other so that the two plug-in parts of the anti-collision member (25) are inserted into their corresponding two mounting holes (230).

5. The road traffic safety device according to claim 4, characterized in that, The clamping member (23) includes two positioning plates (231) and a clamping plate (232). The two positioning plates (231) are spaced apart and inserted into the two receiving slots (220) and screwed to the two second bidirectional screws (24). The positioning plates (231) have mounting slots on the side facing the anti-collision member (25). The two ends of the clamping plate (232) are embedded in the mounting slots of the two positioning plates (231).

6. The road traffic safety device according to claim 5, characterized in that, The clamping member (23) further includes two sets of limiting blocks (233), which are respectively disposed in the mounting grooves of the two positioning plates (231). Both ends of the clamping plate (232) are provided with limiting holes, and the two sets of limiting blocks (233) are respectively inserted into the limiting holes of the two clamping plates (232).

7. The road traffic safety device according to claim 4, characterized in that, The anti-collision component (25) includes a protective shell (251), an elastic element (252), and two shell covers (253). The insertion part is disposed on both sides of the protective shell (251) along the vertical direction. The anti-collision component (25) has a through groove through the first direction. The two shell covers (253) are symmetrically slidably disposed in the through groove along the first direction. The elastic element (252) is sandwiched between the two shell covers (253). The first direction, the vertical direction, and the horizontal direction are perpendicular to each other.

8. The road traffic safety device according to claim 7, characterized in that, Multiple elastic elements (252) are provided, and the multiple elastic elements (252) are spaced apart along the vertical direction.

9. The road traffic safety device according to claim 7, characterized in that, The anti-collision component (25) also includes two rubber pads (254), which are respectively disposed on opposite sides of the two shell covers (253).

10. The road traffic protection device according to any one of claims 1-9, characterized in that, The base column (1) includes a seat (11) and a column (12) connected to each other, wherein the bottom surface of the seat (11) is larger than the cross-section of the column (12).

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