Anti-collision guardrail for traffic transportation

Abstract

The application discloses a kind of anti-collision guardrails for transportation, including upright, cross fence and adjuster that adjusts the spacing of cross fence along height direction, the column foot of upright is concave and convex with anchor base anchored underground, and the first protrusion of engagement is distributed along the profile of column body with first straight line spacing, and first straight line points from guardrail outside to inside field.The adjuster is four-bar linkage chain, and rotation locking member of at least one vertex is provided at the vertex, and the second slider on the cross fence is rotatably connected with the middle part of connecting rod in the sliding direction of cross fence body, and the adjuster is provided with at least two more than the rotation connection of second slider of cross fence, and the rotation axis direction of second rotation axis is consistent with the rotation axis direction of four vertices.Compared with prior art, the application can adjust the density of guardrail, and meet the changing blocking, anti-collision protection requirements.

Description

Technical Field

[0001] This application relates to the field of port construction technology, specifically to a crash barrier for transportation. Background Technology

[0002] Port cargo yards require crash barriers to prevent goods from accidentally falling and rolling onto the road, disrupting traffic, or causing other collision hazards and damage. They also need to prevent vehicles from outside the yard from accidentally crashing into the stacked goods, causing property damage or even triggering a chain reaction of accidents. However, due to work scheduling, the dimensions of goods stacked in the same yard may vary at different times, resulting in significant differences in cargo specifications. This necessitates adjusting the density of the barriers to prevent smaller goods from slipping through the sparse gaps between the barriers designed for larger goods. However, the existing barriers are made of reinforced concrete with a square grid pattern, which cannot be adjusted in density and is ill-suited to the flexible and varied requirements for crash protection. Summary of the Invention

[0003] Therefore, this application provides a traffic safety guardrail to solve the problem that the density of existing guardrails cannot be adjusted at all, making it difficult to adapt to flexible and ever-changing protection needs.

[0004] To achieve the above objectives, this application provides the following technical solution: A traffic safety guardrail includes: Two or more columns, each column comprising an anchoring base and a column body, wherein the anchoring base has an engagement surface on its upward side along the direction of gravity, and the engagement surface has a first protrusion at the middle of a first straight line, the column foot of the column body matches the engagement surface, the column foot of the column body and the anchoring base are correspondingly engaged and jointly anchored to the ground, and the column body extends to the ground along the direction of gravity, the two or more columns are distributed adjacently, and the line connecting them divides the inner and outer areas of the guardrail, the first straight line points from the inside of the guardrail to the outside of the guardrail, and when viewed along the direction of gravity, the column body is located and completely located outside the first protrusion on the anchoring base, and is located on one side of the first protrusion along the direction of the first straight line; A horizontal bar, comprising two or more first bars, at least one of the uprights being provided with a first slide rail extending along the direction of gravity, a first slider being provided on one side of the horizontal bar in the thickness direction, the first slider of the horizontal bar sliding along the direction of gravity in the first slide rail, a second slide rail being provided on one side of the first bar in the thickness direction, a second slider being provided in the slide rail, the second slider sliding along the length direction of the first bar in the second slide rail; An adjuster is provided, comprising two or more horizontal bars facing the same direction and distributed adjacently along their width. The adjuster includes a four-bar linkage, with a rotation lock at at least one vertex. An adjustment hole is provided in the middle of each link. The adjuster has at least two adjustment holes spaced apart along the direction of gravity. A second pivot is provided at one end of the second slider that extends out of the second slide rail. The end of the second pivot opposite to the axial direction of the second slider is used to pass through the adjustment hole and be detachably connected to the second limiting part. A rotation gap is provided between the second pivot and the adjustment hole. The rotation axis at the second pivot is consistent with the rotation axis at the four vertices, and both are perpendicular to the direction of gravity and the length of the horizontal bar.

[0005] Optionally, the axial end of the second rotating shaft opposite to the second slider passes through the adjustment hole, and its protruding end is provided with an external thread. The second limiting part is a second limiting nut, which is threadedly connected to one end of the second rotating shaft to realize loading and unloading. The locking point of the four-bar linkage is a locking point. The locking point of the four-bar linkage is rotatably connected to a first rotating shaft. The axial end of the first rotating shaft is provided with a first limiting part. At least one axial end of the locking point is provided with an external thread for threaded connection with the first limiting part. The first limiting part is a first limiting nut, which moves axially on the first rotating shaft to press and lock the rotation at the point or release the rotation of the point.

[0006] Optionally, the quadrilateral formed by the regulator is kite-shaped, with one diagonal aligned with the length direction of the horizontal bar and the other diagonal aligned with the direction of gravity.

[0007] Alternatively, the first column is provided with two second sliders, which are connected to the adjustment holes on the two connecting rods of the regulator.

[0008] Further optionally, the horizontal bar also includes a second column, which has a connecting part. The connecting part of the second column is rotatably connected to the vertex of the adjuster closest to the anchor base along the direction of gravity, and the two adjacent connecting rods and the second column rotate relative to each other around the same axis at this vertex.

[0009] The adjuster provided in this application embodiment is a four-bar linkage mechanism with multiple intermediate sliders. The two farthest diagonal vertices of the four-bar linkage along the length of the horizontal bar are active vertices, located in the middle of the height of the guardrail, which facilitates gripping and pulling them apart or pushing them closer together. The first slider of the horizontal bar slides in the first slide rail of the column to adapt to this change, thereby making the spacing of the multiple first bars along the direction of gravity smaller or larger, making the guardrail denser or sparser, adapting to the size of the goods stacked in the freight yard protected by the guardrail at different times.

[0010] Compared to existing technologies, this application provides stable support for the guardrail by setting deeply anchored posts and using tenon-and-mortise joints on the outer side of the possible impact direction, thus providing the main impact resistance function. The density of the posts is set according to the usual goods, and the impact resistance test is set according to the impact of the largest goods and vehicles. By setting horizontal bars and adjusting the gap and number of horizontal bars, it can adapt to the size of goods of different specifications, preventing small goods from rushing out of the cargo yard, and can also share the impact force of large goods with the posts to a certain extent. Attached Figure Description

[0011] To illustrate this more clearly, the following exemplary drawings are provided in this application. It should be understood that the specific shapes and structures shown in the drawings should not generally be regarded as limiting conditions for implementing this application; for example, based on the technical concept disclosed in this application and the exemplary drawings, those skilled in the art are able to easily make conventional adjustments or further optimizations to the addition / reduction / classification, specific shapes, positional relationships, connection methods, size ratios, etc. of certain units (components).

[0012] Figure 1 This application provides a schematic diagram of the structure of a traffic safety barrier according to an embodiment of the present application. Figure 2 for Figure 1 The embodiment uses an adjuster to adjust the spacing between each horizontal bar in a deformed structural diagram; Figure 3 for Figure 1 A partial enlarged view of the embodiment; Figure 4 This application provides a schematic diagram of the structure of a traffic safety barrier according to an embodiment of the present application. Figure 5 for Figure 4 A partial enlarged view of the embodiment; Figure 6 This application provides a schematic diagram of the structure of a traffic safety barrier according to an embodiment of the present application. Figure 7 This application provides a schematic diagram of the structure of a traffic safety barrier according to an embodiment of the present application. Figure 8 for Figure 2 and Figure 5 A partial structural diagram at point A in the embodiment; Figure 9 for Figure 2 , Figure 5 , Figure 6 and Figure 7 A schematic diagram of the local structure at point B; Figure 10 for Figure 3 In the embodiment, at the second slider, Figures 5 to 7 Schematic diagram of the local structure at point C Figure 11 for Figure 6 and Figure 7 A partial structural diagram at point D in the embodiment; Figure 12 for Figure 1 , Figure 4 , Figure 6 and Figure 7 A schematic cross-sectional view of the rightmost column in the embodiment diagram; Figure 13 for Figure 4 A schematic diagram of the cross-section of the four central pillars in the embodiment; Figure 14 for Figure 1 , Figure 4 , Figure 6 and Figure 7 A schematic cross-sectional view of the leftmost column in the embodiment diagram; Figure 15 This is a schematic diagram of the underground anchoring structure of a column according to an embodiment of this application, which can resist impacts along the direction of the arrow and does not easily displace. Figure 16 for Figure 15 Top view of the embodiment; Figure 17 for Figure 15 A schematic diagram of the anchoring base provided in the embodiment; Figure 18 This is a schematic diagram of the underground anchoring structure of a column according to an embodiment of this application, which can resist impacts along the direction of the arrow and does not easily displace. Figure 19 for Figure 18 Top view of the embodiment; Figure 20 for Figure 18 A schematic diagram of the anchoring base provided in the embodiment; Figure 21 This is a top view of a column according to an embodiment of this application, and a schematic diagram of the underground anchoring structure of the column in this embodiment is shown. Figure 18 Consistent, able to resist impacts along the direction of the arrow, and not easily displaced; Figure 22 for Figure 21 A schematic diagram of the anchoring base provided in the embodiment.

[0013] Explanation of reference numerals in the attached figures: Column 100, first protruding boss 111, first protruding shoulder 112, column body 120, first slide rail 121, crossbar 200, first slider 210, first limiting part 211, second slide rail 220, second slider 230, second rotating shaft 240, second limiting nut 241, connecting rod 310, first rotating shaft 311, first limiting part 312, first limiting nut 313, adjusting hole 314, anchor bolt 400. Detailed Implementation

[0014] The present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0015] In the description of this application: unless otherwise stated, "a plurality of" means two or more. The terms "first," "second," "third," etc., in this application are intended to distinguish the objects referred to and do not have any special meaning in terms of technical connotation (e.g., they should not be construed as an emphasis on importance or order). Expressions such as "including," "comprising," and "having" also mean "not limited to" (certain units, components, materials, steps, etc.).

[0016] The terms used in this application, such as "upper," "lower," "left," "right," and "middle," are generally used to facilitate intuitive understanding by referring to the accompanying drawings, and are not absolute limitations on the positional relationships in the actual product. Changes in these relative positional relationships, without departing from the technical concept disclosed in this application, should also be considered within the scope of this application.

[0017] This application provides a traffic safety guardrail, including two or more posts 100 and horizontal rails 200. Wherein: The column 100 includes an anchoring base and a column body. The anchoring base has a locking surface on the upward side along the direction of gravity. The locking surface has a first protrusion in the middle of the first straight line. The column foot matches the locking surface. The column foot and the anchoring base are locked together and anchored to the ground by anchor bolts 400. The column body 120 extends to the ground along the direction of gravity. Two or more columns 100 are distributed adjacently. The line connecting them divides the inner and outer areas of the guardrail. The first straight line points from the inside of the guardrail to the outside of the guardrail. When viewed along the direction of gravity, the column body 120 is located and completely located outside the first protrusion on the anchoring base, on one side of the first protrusion along the direction of the first straight line. The horizontal bar 200 includes two or more first bars, and at least one column 100 is provided with a first slide rail 121 extending along the direction of gravity. A first slider 210 is provided on one side of the horizontal bar 200 in the thickness direction. The first slider 210 of the horizontal bar 200 slides in the first slide rail 121 along the direction of gravity. A second slide rail 220 is provided on one side of the first bar in the thickness direction. A second slider 230 is provided in the slide rail. The second slider 230 slides in the second slide rail 220 along the length direction of the first bar. The regulator has two or more horizontal bars 200 facing the same direction and distributed adjacently along its width. The regulator includes a four-bar chain 310. The four vertices of the four-bar chain 310 are rotatably connected by a first rotating shaft 311 and the rotation axes are consistent. The axial end of the first rotating shaft 311 is provided with a first limiting part 312211.

[0018] At least one vertex of the four-link chain 310 is a locking vertex. At least one axial end of the first rotating shaft 311 at the locking vertex is provided with an external thread to form a threaded rod for threaded connection with the first limiting part 312211. This first limiting part 312211 is called the first limiting nut 313, which is a rotation locking member of the locking vertex and also has an axial anti-disengagement limiting function. Specifically, the first limiting nut 313 rotates on the external thread of the first rotating shaft 311, realizing the movement along the axial direction of the first rotating shaft 311, thereby approaching the other first limiting part 312211 at the other axial end of the first rotating shaft 311, changing the axial distance between the two first limiting parts 312211, changing the clearance of the link 310 along the axial direction of the first rotating shaft 311, thereby moving closer to each other to eliminate rotational clearance or moving away from each other to form relative rotational clearance, achieving the purpose of pressing and locking the vertex to rotate or loosening to allow rotation. The connecting rod 310 has an adjustment hole 314 in the middle. The adjuster has at least two adjustment holes 314 that are spaced apart along the direction of gravity. The second slider 230 has a second rotating shaft 240 at one end that passes through the second slide rail 220. The end of the second rotating shaft 240 that is away from the axis of the second slider 230 is used to pass through the adjustment hole 314 and is detachably connected to the second limiting part. There is a rotation gap between the second rotating shaft 240 and the adjustment hole 314. The rotation axis of the second rotating shaft 240 is consistent with that of the first rotating shaft 311, and both are perpendicular to the direction of gravity and the length direction of the crossbar 200.

[0019] The adjuster provided in this embodiment is a four-bar linkage 310 mechanism with multiple intermediate sliders. The two farthest diagonal vertices of the four-bar linkage 310 along the length of the horizontal bar 200 are active vertices, located in the middle of the height of the guardrail, which facilitates gripping and pulling them apart or pushing them closer together. The first slider 210 of the horizontal bar 200 slides in the first slide rail 121 of the column 100 to adapt to this change, thereby making the spacing of the multiple first bars along the direction of gravity smaller or larger, making the guardrail denser or sparser, adapting to the size of the goods stacked in the freight yard protected by the guardrail at different times.

[0020] Compared to existing technologies, this application provides stable support for the guardrail by setting up deeply anchored posts 100 and using tenon-and-mortise joints on the outer side of the possible impact direction, thus providing the main impact resistance function. The density of the posts 100 is set according to the usual goods, and the impact resistance test is set according to the impact of the largest goods and vehicles. By setting up horizontal bars 200 and adjusting the gap and number of horizontal bars 200, it can adapt to the size of goods of different specifications, prevent small goods from rushing out of the cargo yard, and also share the impact force of large goods with the posts 100 to a certain extent.

[0021] In one possible implementation, such as Figures 15-22 As shown in the diagram, the arrow points outwards along the first straight line. The anchoring base has a first protrusion at the middle of the first straight line; in other words, the anchoring base has a stepped protrusion on one side along the direction of gravity. The side of the first protrusion facing away from the anchoring base is a boss 111, and the boss 111 extends outwards along both sides of the first straight line with shoulders 112. Anchor bolts 400 are installed on the anchoring base to anchor it to the soil layer below its weight. Some anchor bolts 400 penetrate the anchoring base upwards along gravity and exit through the shoulder 112 area to connect with nuts. The remaining anchor bolts 400 penetrate the anchoring base upwards along gravity and exit through the boss 111 area. The column foot is then fitted onto the anchoring base with a convex-concave fit. The upper ends of the anchor bolts 400 exiting through the boss 111 area continue to penetrate the column foot, protruding from one end of the column body 120 along the first straight line before connecting with nuts. When goods inside the yard or vehicles outside the yard impact the column 120 along the first straight line, the integrally formed column 120 and column base jointly resist the impact. Due to friction and the restriction of the first protrusion of the anchor base on the second protrusions of the column bases on both sides, displacement will not easily occur. Preferably, the anchor base is a precast component. After the anchor bolts 400 are installed, concrete is poured in place to form the column. The column 120 and column base are integrally formed. After solidification, the anchor bolts 400 protruding from the column base are fitted with nuts.

[0022] In one possible implementation, the anchoring base has only one first protrusion, such as Figures 15-17 As shown. The first straight line points from outside the yard to inside the yard. The first protrusion is located outside the column 100, and the first slide rail 121 and the crossbar 200 are also located outside the column 100. This structure mainly prevents rolling goods from falling inside the yard and also provides sufficient resistance to impacts from outside the yard. Alternatively, the first protrusion can be located inside the column 100, and the first slide rail 121 and the crossbar 200 can also be located inside the column 100. This structure is mainly used to prevent impacts from vehicles outside the yard.

[0023] In another possible implementation, such as Figures 18-22As shown, the anchoring base has a region of protrusions 111 spaced apart along a first straight line. Along the first straight line, there are, in sequence, a shoulder 112, a protrusion 111, a shoulder 112, a protrusion 111, and a shoulder 112. The longitudinal section at the connection between the anchoring base and the column base is shown in the figure. Figure 18 As shown. The first linearly spaced protrusions 111 can be different regions of a continuously extending protrusion, such as... Figure 21 , Figure 22 As shown; it can also be different regions formed by different first protrusions, such as Figure 19 , Figure 20 As shown, as long as the direction of gravity can be achieved from outside the field to inside the field, the column body 120 is located and completely located in the shoulder 112 area between the two protrusions 111, thus achieving impact resistance reinforcement both inside and outside the field.

[0024] In one possible implementation, the axial end of the second rotating shaft 240 opposite to the second slider 230 passes through the adjustment hole 314, and its protruding end is provided with an external thread. The second limiting part is the second limiting nut 241, which is threadedly connected to one end of the second rotating shaft 240 to realize loading and unloading.

[0025] In one possible implementation, the quadrilateral formed by the regulator is kite-shaped, with one diagonal aligned with the length direction of the horizontal bar 200 and the other diagonal aligned with the direction of gravity.

[0026] The two vertices of a diagonal line along the length of the horizontal bar 200 are both locking vertices, and also the two active vertices that move away from or closer to each other when pulled by hand. The other two vertices can be set as locking vertices, or they can be driven vertices without rotational locking components. Preferably, there are adjustment holes 314 on both sides of the active vertices along the direction of gravity.

[0027] Furthermore, different first columns are connected to adjustment holes 314 at different height positions. The first column is provided with two second sliders 230, which are connected to the adjustment holes 314 on the two connecting rods 310 of the adjusting member, symmetrically distributed, with multiple connection points to increase connection stability.

[0028] Furthermore, such as Figure 3 and Figure 5 As shown, each connecting rod 310 has two or more adjacent adjusting holes 314 along its length. It should be noted that... Figure 1 , 2 The adjustment hole 314 is omitted in pictures 4, 6, and 7, solely to clearly demonstrate the guardrail structure and avoid cluttered lines. Figure 3 , 5The enlarged view showing a specific part of the structure should not be interpreted as indicating that these embodiments lack adjustment holes 314. Based on the height requirements of the upright 100 guardrail and the spacing of the horizontal rails 200, the required number of horizontal rails 200 is calculated, and the number of the first rails is increased, connected to the connecting rod 310 via adjustment holes 314. For example, from... Figure 3 The two first columns in the embodiment are increased to four first columns to accommodate the need for denser storage of small goods while maintaining the same guardrail height requirement.

[0029] In one possible implementation, such as Figure 6 , Figure 7 As shown, the horizontal bar 200 only includes the first column. The density of the guardrail can be changed by altering the number of the first columns and adjusting their spacing. The spacing between the first columns can be manually adjusted, and then the locking apex of the four-link 310 can be locked. Afterward, the assembly can be released and allowed to slide to the bottom. This application does not specifically limit the distance between the lowest driven apex and the ground. The bottom of the first slide rail 121 can be set at a certain height on the ground, providing sufficient clearance so that it does not touch the ground and does not bear the force exerted on it by the weight of the horizontal bar 200. Preferably, the first slide rail 121 is equipped with a third slider, which can extend and retract along its own sliding direction. First, based on the required height of the bottom horizontal bar 200 from the ground and the clearance requirement of the lowest driven vertex, the required height of the bottom horizontal bar 200 from the ground is calculated. The third slider is extended and retracted to change its length along the sliding direction. The third slider is first slid into the first slide rail 121 and slides freely down. Then, the combination of the first bar and the adjuster is mounted on the column 100. After free fall, the active vertex is held by hand to push and pull to change and adjust the spacing of multiple first bars along the height direction. The rotation of the locking vertex is locked by a rotation locking member, thereby positioning and maintaining the entire adjuster and the connected horizontal bar 200. The connecting rod 310, the first rotating shaft 311, the first limit nut 313 and other related components at the locking vertex are made of materials and sizes that can increase friction as much as possible, under the premise that rotation can be realized, so as to use friction to resist the tendency of the horizontal bar 200 to move downward under gravity.

[0030] In one possible implementation, such as Figures 1-5As shown, the horizontal bar 200 also includes a second bar. One axial end of the first rotating shaft 311 is provided with a first limiting part 312211, and the other end passes through the second bar and two adjacent connecting rods 310 along the thickness direction before connecting to another first limiting part 312211. A rotational gap is provided between the first rotating shaft 311 and the inner wall of the perforation on the second bar. Optionally, the first rotating shaft 311 passing through the second bar and the first limiting part 312211 at its axial end are detachably connected. In this possible implementation, the bottom of the first slide rail 121 can also be set at a certain height on the ground, reserving clearance for the lowest horizontal bar 200 to avoid contact with the ground, achieving the same level of anti-collision protection with fewer horizontal bars 200; alternatively, a third slider can be added, with specific structure, connection method, and mating method as described above. The third slider can include a telescopic rod and sliding members fixed at both ends in the telescopic direction, the sliding members matching the first slide rail 121. Perpendicular to the telescopic rod's telescopic direction, the outer edge of the sliding member is flush with or protrudes beyond the outer edge of the telescopic rod. The telescopic rod can be an inner rod that is detachably connected to multiple pin holes distributed along the telescopic direction of the outer cylinder via pins. By disassembling and replacing the pin holes at different heights, the length in the telescopic direction can be changed and the length can be positioned and maintained. Alternatively, it can be a telescopic component with a threaded pair structure, which converts the rotation of the driving component into the axial linear movement of the driven component, and locks the position of the driven component along the axial direction with threads to achieve positioning and maintenance.

[0031] The technical features of the above embodiments can be combined in any way (as long as there is no contradiction in the combination of these technical features). For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described; these embodiments not explicitly written should also be considered to be within the scope of this specification.

[0032] The present application has been described in a relatively specific and detailed manner above through general descriptions and specific embodiments. It should be understood that, based on the technical concept of the present application, several conventional adjustments or further innovations can be made to these specific embodiments; however, as long as they do not depart from the technical concept of the present application, the technical solutions obtained by these conventional adjustments or further innovations also fall within the protection scope of the claims of the present application.

Claims

1. A crash barrier for transportation, characterized in that, include: Two or more columns, each column comprising an anchoring base and a column body, wherein the anchoring base has an engagement surface on its upward side along the direction of gravity, and the engagement surface has a first protrusion at the middle of a first straight line, the column foot of the column body matches the engagement surface, the column foot of the column body and the anchoring base are correspondingly engaged and jointly anchored to the ground, and the column body extends to the ground along the direction of gravity, the two or more columns are distributed adjacently, and the line connecting them divides the inner and outer areas of the guardrail, the first straight line points from the inside of the guardrail to the outside of the guardrail, and when viewed along the direction of gravity, the column body is located and completely located outside the first protrusion on the anchoring base, and is located on one side of the first protrusion along the direction of the first straight line; A horizontal bar, comprising two or more first bars, at least one of the uprights being provided with a first slide rail extending along the direction of gravity, a first slider being provided on one side of the horizontal bar in the thickness direction, the first slider of the horizontal bar sliding along the direction of gravity in the first slide rail, a second slide rail being provided on one side of the first bar in the thickness direction, a second slider being provided in the slide rail, the second slider sliding along the length direction of the first bar in the second slide rail; An adjuster is provided, comprising two or more horizontal bars facing the same direction and distributed adjacently along their width. The adjuster includes a four-bar linkage, with a rotation lock at at least one vertex. An adjustment hole is provided in the middle of each link. The adjuster has at least two adjustment holes spaced apart along the direction of gravity. A second pivot is provided at one end of the second slider that extends out of the second slide rail. The end of the second pivot opposite to the axial direction of the second slider is used to pass through the adjustment hole and be detachably connected to the second limiting part. A rotation gap is provided between the second pivot and the adjustment hole. The rotation axis at the second pivot is consistent with the rotation axis at the four vertices, and both are perpendicular to the direction of gravity and the length of the horizontal bar.

2. The traffic safety guardrail according to claim 1, characterized in that, The second rotating shaft passes through the adjustment hole at one end opposite to the second slider, and its protruding end is provided with an external thread. The second limiting part is a second limiting nut, which is threadedly connected to one end of the second rotating shaft to realize loading and unloading. The locking point of the four-bar linkage is a locking point. The locking point of the four-bar linkage is rotatably connected to a first rotating shaft. The axial end of the first rotating shaft is provided with a first limiting part. At least one axial end of the locking point is provided with an external thread for threaded connection with the first limiting part. The first limiting part is a first limiting nut, which moves axially on the first rotating shaft to press and lock the rotation at the point or release the rotation of the point.

3. A traffic safety guardrail according to claim 1, characterized in that, The quadrilateral formed by the regulator is kite-shaped, with one diagonal aligned with the length of the horizontal bar and the other diagonal aligned with the direction of gravity.

4. A traffic safety guardrail according to claim 3, characterized in that, The first column is provided with two second sliders, which are connected to the adjustment holes on the two connecting rods of the regulator.

5. A traffic safety guardrail according to claim 3, characterized in that, The horizontal bar also includes a second column, which has a connecting part. The connecting part of the second column is rotatably connected to the vertex of the adjuster closest to the anchor base along the direction of gravity, and the two adjacent connecting rods and the second column rotate relative to each other around the same axis at this vertex.

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