A sunken speed bump structure for a smart sponge city

Abstract

The present invention relates to a sunken speed bump structure for a smart sponge city, which includes a speed bump main body arranged across the entire width of the road surface. Among them, the speed bump main body is a sunken structure, and the speed bump main body adopts a cross-section structure of tangent circles. The speed bump main body is divided into a front slope section, a flat section and a rear slope section connected in sequence according to the transverse section. The front slope section and the rear slope section are respectively connected to the road surface. The speed bump main body is divided into a speed bump surface layer and a speed bump permeable structure layer from top to bottom according to the longitudinal section, and a drainage blind pipe is arranged in the speed bump permeable structure layer. Compared with the prior art, the present invention can effectively realize rainwater runoff transmission, facilitate maintenance and cleaning, improve drainage capacity, shorten the water recession time, and greatly reduce the driving safety risk at the same time.

Description

Technical Field

[0001] The present invention relates to the cross - technical field of sponge city and municipal road construction, and in particular to a sunken speed bump structure for a smart sponge city. Background Art

[0002] With the rapid development of cities, the original municipal drainage capacity fails to meet the current drainage requirements, resulting in the problem of urban waterlogging. Issues such as the full utilization of rainwater and the discharge of urban rainwater and sewage have always been key issues in municipal engineering construction. "Sponge city", with its efficient absorption and permeability and the protection function for the original ecological water bodies in the city, has become an important means for current urban municipal road construction. "Sponge city" means that in the face of serious "water problems" in the city, mainly through road engineering, the city is made to have a breathing and sponge - like effect, so as to help the city adapt to and then solve the "water problems". Currently, around municipal road projects, technical measures such as permeable pavement and grass - planted ditches are mainly adopted. Among them, permeable pavement refers to using different materials to achieve road paving in different sections. For example, permeable asphalt concrete is used for motor vehicle lanes and permeable cement concrete is used for non - motor vehicle lanes. However, the permeable pavement method is prone to blockage problems and requires long - term maintenance with relatively high maintenance costs. Grass - planted ditches use vegetation coverage to achieve the transportation and purification of water resources. This method has a lower cost and can better beautify the urban landscape, but it has higher requirements for the geographical environment and is difficult to be comprehensively and effectively implemented under the current modular conditions of urban functional areas.

[0003] It can be said that the design and construction of a sponge city require a fine analysis of the ground elevation and an effective layout of rainwater runoff transmission facilities. At the same time, the design and construction of municipal roads are also very important. It is necessary to meet the corresponding drainage capacity of the road and ensure the safety of vehicle driving. Currently, most of the road surface runoff is discharged through drainage outlets on the roadside or sewers beside the road. The speed bumps on the road surface are often convex solid rubber speed bumps directly fixed on the road surface with rivets, and most of them are not designed as infiltration and drainage channels for road surface runoff. There are existing technologies that have improved the design of speed bumps into infiltration and drainage devices for road surface runoff to accelerate the in - situ consumption of road surface runoff. However, the traditional practices of road drainage and runoff transmission, such as cover - board ditches, buried pipes or simply through vertical slope - finding methods, are difficult to maintain and clean, have limited drainage capacity, and a long water - retreat time, resulting in relatively high risks of waterlogging and driving safety. Moreover, the vertical drop and construction cost are relatively large. At the same time, in slow - traffic scenarios with relatively dense populations, such as campuses, residential communities, and park squares, the traditional convex road speed bumps or speed humps, in scenarios such as rainy weather or poor lighting, due to the low recognition rate of driving personnel and autonomous driving technology, result in relatively high driving safety risks. And the obstacle - type design concept causes greater damage to the functions of driving vehicles and speed - reducing facilities, and has a lower friendliness to non - motor vehicle driving. Summary of the Invention

[0004] The purpose of the present invention is to overcome the defects of the above-mentioned existing technologies and provide a sunken speed bump structure for a smart sponge city, which can effectively achieve rainwater runoff transmission, facilitate maintenance and cleaning, improve drainage capacity, shorten the water recession time, and at the same time greatly reduce the driving safety risk.

[0005] The purpose of the present invention can be achieved through the following technical solutions: A sunken speed bump structure for a smart sponge city, including a speed bump main body provided across the entire width of the road surface. The speed bump main body is a sunken structure, and the speed bump main body adopts a cross-section structure of a tangent circle. The speed bump main body is divided into a front slope section, a flat section, and a rear slope section connected in sequence according to the transverse section, and the front slope section and the rear slope section are respectively connected to the road surface;

[0006] The speed bump main body is divided into a speed bump surface layer and a speed bump permeable structure layer from top to bottom according to the longitudinal section, and a drainage blind pipe is arranged in the speed bump permeable structure layer.

[0007] Further, the length of the speed bump main body is the same as the width of the road. When the road has a double-slope structure transversely, the speed bump has no slope transversely;

[0008] When the road has a single-slope structure transversely, the transverse slope of the speed bump is the same as the transverse slope of the road;

[0009] When the longitudinal slope of the road ≤ 5‰, the vertical drop between the front and rear of the front slope section and the rear slope section of the speed bump is specifically:

[0010] i×W

[0011] Where, i is the longitudinal slope of the road, and W is the cross-sectional width of the speed bump.

[0012] Further, the speed bump surface layer is provided with speed reduction signs and safety sign patterns.

[0013] Further, the speed reduction sign patterns are arranged on the front slope section and the rear slope section, and the safety sign patterns are arranged on the flat section.

[0014] Further, the speed reduction sign pattern is specifically a blue and white diamond pattern, and the safety sign pattern is specifically a yellow and black alternating pattern.

[0015] Further, the speed bump main body adopts a C30 or higher standard permeable steel slag material, specifically precast or cast-in-place.

[0016] Furthermore, one end of the drainage blind pipe is connected to a water-following tee component and a vertical drainage vent pipe. The drainage vent pipe is fixedly connected to the smart pole on the road side through an anti-theft plug component. The anti-theft plug component is specifically a hollow ventilation structure to form a negative pressure siphon flow during drainage.

[0017] Furthermore, the other end of the drainage blind pipe is connected to the urban sponge facility through a water-following tee component.

[0018] Furthermore, the smart pole includes but is not limited to a solar panel, a light sensor module, a communication module, a signal light, an RSU (Road Side Unit), a liquid level monitor, a strong current unit, and a weak current unit. The anti-theft plug component is provided with a strong and weak current line integrated interface. The solar panel is used to collect solar energy and charge the strong current unit through the strong and weak current line integrated interface of the anti-theft plug component.

[0019] The light sensing module is used to receive natural light signals and transmit them to the weak current unit for processing through the strong and weak current line integrated interface of the anti-theft bolt component;

[0020] The communication module is used to realize data information interaction between the weak current unit and the smart city background center;

[0021] The signal light is powered by a strong current unit, and the working state of the signal light is controlled by a weak current unit;

[0022] The RSU is powered by the strong current unit and is used to realize data information exchange between the weak current unit and the OBU (On board Unit).

[0023] The liquid level monitor is powered by a strong current unit and is used to collect liquid level data in the drainage and ventilation pipe.

[0024] Furthermore, the liquid level monitor is specifically a static pressure liquid level gauge, the probe of the liquid level monitor is arranged in the drainage vent pipe, and the probe is connected to the weak current unit through a lead.

[0025] Compared with the prior art, the present invention has the following advantages:

[0026] 1. The present invention sets a speed bump main body across the entire width of the road surface. The speed bump main body is designed as a concave structure, adopts a cross-section structure of tangent circles, and is divided into a front slope section, a flat section, and a rear slope section connected in sequence according to the transverse section. The speed bump main body is divided into a speed bump surface layer and a speed bump permeable structure layer from top to bottom according to the longitudinal section, and a drainage blind pipe is arranged in the speed bump permeable structure layer. Thus, a concave speed bump structure that is "smooth" and "wide and shallow" is realized, which can not only increase the runoff of rainwater, improve the drainage capacity, and shorten the water recession time, but also make the entry angle (curve) and exit angle (curve) of the vehicle passing through the speed bump and the changes brought by the deceleration inertia relatively more gentle. The change height and rate of the vehicle's center of gravity and the deformation of components such as tires and suspensions are relatively small, thereby effectively improving the driving safety of the vehicle. In addition, the entire concave speed bump structure is an open space, which greatly facilitates the later maintenance and cleaning work.

[0027] 2. The present invention designs the length of the speed bump main body to be the same as the road width, and designs the slope of the speed bump corresponding to different slope practices of the road. Thus, the speed bump and the municipal road have a relatively higher degree of fit in terms of structural connection and other aspects with the road main body, cause less damage to the road surface layer, and have lower construction and maintenance costs. At the same time, the speed bump is the same width as the road, and there is no gap channel in the transverse direction of the overall road, which is relatively more friendly to the balanced force of the vehicle suspension and the driving of non-motor vehicles.

[0028] 3. The present invention optimizes the design of the speed bump surface layer pattern based on the principle of "visual illusion" in the concave space of the speed bump, that is, deceleration sign patterns are set in the front slope section and the rear slope section, and safety sign patterns are set in the flat section, so that the deceleration sign patterns and the safety sign patterns form a certain angle with the road longitudinally as a whole, forming a dynamic three-dimensional pattern sign that is visually generated according to the different traveling speeds of the driver, and its recognition and warning properties are higher.

[0029] 4. In the present invention, the speed bump main body is constructed with a permeable steel slag material not lower than C30, making the self-structure of the speed bump more durable, having a longer service life, and higher load safety. Since the surface of the permeable steel slag material is fine aggregate, the wear resistance coefficient and BPN value are relatively larger, and the corresponding speed bump surface layer has better wear resistance and anti-slip performance. During rainfall or snowfall events, the probability of side slip when non-motor vehicles and motor vehicles pass through is relatively low, and the comprehensive safety performance is higher.

[0030] V. One end of the drainage blind pipe in the permeable structure layer of the speed bump of the present invention is connected with a water-following three-way component and a vertical drainage and ventilation pipe. The drainage and ventilation pipe is fixedly connected to the smart pole on the roadside through an anti-theft plug component. On the one hand, the anti-theft plug component is designed as a hollow ventilation structure to form a negative pressure siphon flow during drainage, so as to further improve the drainage capacity in scenarios with heavy rainfall. On the other hand, it can be combined with the existing smart poles. By setting a liquid level monitor, a weak current unit, a communication module, an RSU, etc. on the smart pole, it is convenient to collect the information of the road water accumulation depth and transmit it to the smart city background center for monitoring. It can also transmit the information related to the speed bump and the water accumulation depth to the OBU through the RSU, providing data support for the calculation of the current vehicle's automatic driving.

[0031] VI. The other end of the drainage blind pipe in the permeable structure layer of the speed bump of the present invention is connected to the urban sponge facility through a water-following three-way component, such as a sunken green space, a rain garden, etc. Thus, it can collect and transmit the rainwater from more catchment areas to the sponge facility for regulation and control. In practical applications, the overflow elevation of the sponge facility can also be set not higher than the road vertical elevation, so as to ensure that the water accumulation depth of the speed bump is not greater than its depression depth relative to the road, reducing the probability of water accumulation. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 Schematic diagram of the installation effect of the embodiment;

[0033] Figure 2 Schematic top view structure diagram of the embodiment;

[0034] Figure 3 Schematic longitudinal section structure diagram of the embodiment;

[0035] Figure 4 Schematic connection structure diagram of the drainage blind pipe in the embodiment;

[0036] Explanation of the markings in the figure: 1. Front slope section, 2. Flat section, 3. Rear slope section, 4. Speed bump surface layer, 5. Permeable structure layer of the speed bump, 51. Drainage blind pipe, 52. Water-following three-way component, 53. Drainage and ventilation pipe, 6. Smart pole, 61. Solar panel, 62. Light sensor module, 63. Communication module, 64. Signal lamp, 65. RSU, 66. Liquid level monitor, 661. Probe, 662. Lead wire, 67. Strong current unit, 68. Weak current unit, 7. Anti-theft plug component, 8. Sponge facility. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0037] The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0038] Embodiment

[0039] As Figures 1 to 3As shown in the figure, a concave speed bump structure for a smart sponge city includes a speed bump main body that is set across the entire width of the road surface. The speed bump main body is a concave structure, and the speed bump main body adopts a cross-section structure of a tangent circle. The speed bump main body is divided into a front slope section 1, a flat section 2, and a rear slope section 3 that are connected in sequence according to the transverse section. The front slope section 1 and the rear slope section 3 are respectively connected to the road surface.

[0040] The speed bump main body is divided into a speed bump surface layer 4 and a speed bump permeable structure layer 5 from top to bottom according to the longitudinal section. A drainage blind pipe 51 is arranged in the speed bump permeable structure layer 5.

[0041] In practical applications, the concave depth of the speed bump main body is between 30 mm and 40 mm, the total cross-section width is 2000 mm, the radius of the concave vertical curve is 7000 mm, the widths of the front slope section 1 and the rear slope section 3 are between 647 mm and 747 mm, and the width of the flat section 2 is between 506 mm and 706 mm.

[0042] The entire speed bump main body is made of a C30 or higher standard permeable steel slag material, and can be prefabricated or cast-in-place. The length of the speed bump main body is the same as the road width. When the road has a double-slope structure transversely, the speed bump has no slope transversely;

[0043] When the road has a single-slope structure transversely, the transverse slope of the speed bump is the same as the transverse slope of the road;

[0044] When the longitudinal slope of the road ≤ 5‰, the vertical drop between the front and rear of the front slope section and the rear slope section of the speed bump is specifically:

[0045] i × W

[0046] Where, i is the longitudinal slope of the road, and W is the cross-section width of the speed bump.

[0047] In addition, the speed bump surface layer 4 is provided with speed reduction signs and safety sign patterns. Among them, the speed reduction sign patterns are set on the front slope section 1 and the rear slope section 3, and the safety sign patterns are set on the flat section 2. The speed reduction sign patterns can adopt blue and white diamond patterns, and the safety sign patterns can adopt yellow and black alternating patterns.

[0048] In this solution, as Figure 4 shown in the figure, one end of the drainage blind pipe 51 is connected with a water-following three-way member 52 and a vertical drainage air-permeable pipe 53. The drainage air-permeable pipe 53 is fixedly connected to the smart pole 6 on the roadside through an anti-theft plug-in member 7. The anti-theft plug-in member 7 is specifically a hollow ventilation structure to form a negative pressure siphon flow during drainage; the other end of the drainage blind pipe 51 is connected to the urban sponge facility 8 through the water-following three-way member 52.

[0049] The smart pole 6 includes but is not limited to a solar panel 61, a light sensor module 62, a communication module 63, a signal light 64, an RSU 65, a liquid level monitor 66, a high-voltage unit 67, and a low-voltage unit 68. A high-voltage and low-voltage circuit integration interface is provided within the anti-theft latch component 7. The solar panel 61 is used to collect solar energy and charge the high-voltage unit 67 through the high-voltage and low-voltage circuit integration interface of the anti-theft latch component 7.

[0050] The light sensing module 62 is used to receive natural light signals and transmit them to the weak current unit 68 for processing through the strong and weak current line integrated interface of the anti-theft latch component 7;

[0051] The communication module 63 is used to realize data information exchange between the weak current unit 68 and the smart city backend center;

[0052] The signal light 64 is powered by a strong current unit 67, and the working state of the signal light 64 is controlled by a weak current unit 68;

[0053] RSU65 is powered by the strong current unit 67 and is used to realize data information exchange between the weak current unit 68 and the OBU;

[0054] The liquid level monitor 66 is powered by the high-voltage unit 67 and is used to collect liquid level data in the drainage vent pipe 53. The liquid level monitor 66 can use a static pressure level gauge. The probe 661 of the liquid level monitor 66 is set in the drainage vent pipe 53, and the probe 661 is connected to the low-voltage unit 68 through the lead 662.

[0055] In this embodiment, during the specific design, first, the design calculation is performed based on a speed of 5 km / h in the speed bump area. Referring to the "Urban Road Alignment Design Specifications" CJJ 193P89, the minimum radius R of the concave vertical curve is calculated using the following formula:

[0056] R=V 2 / 13a

[0057] Among them, V is the design speed (km / h), a is the centrifugal acceleration, and 0.28m / s is used. 2 , the radius is calculated to be 6.868m, which is rounded to 7m.

[0058] At the same time, closed sites are generally relatively flat, and the longitudinal slope of slow traffic roads is generally small; and referring to the requirements for the maximum longitudinal slope in snowy and cold areas, the embodiment is designed and calculated based on a maximum longitudinal slope of 5‰;

[0059] At the same time, the concave speed bump should not be too deep. The embodiment is designed and calculated based on a maximum vertical drop of 40 mm.

[0060] At the same time, the angle of the curve tangent to the parabola is more friendly to driving safety, and the cross-sectional structure is provided with a flat section as a transition.

[0061] Therefore, the cross-sectional dimensions of the embodiment are as follows: the overall cross-sectional width of the speed bump is 2000 mm, where: the front slope section is 747 mm, the flat section connected to the front slope section is 253 mm, the rear slope section is 647 mm, and the flat section connected to the rear slope section is 353 mm; the curve radii of both the front slope section and the rear slope section are 7000 mm; the vertical height difference between the flat section connected to the front slope section and the road is 40 mm, and the vertical height difference between the flat section connected to the rear slope section and the road is 30 mm.

[0062] During the design of water supply and drainage, referring to the requirements for the lateral width of the fire lane and the need to set the length of the speed bump to the full width of the road, the length of the speed bump in the embodiment is 4000 mm.

[0063] At the same time, considering road drainage and combining with the road surface width, the embodiment is a single slope with a slope of 2%, and the vertical height difference from the starting point to the end point of the speed bump is 80 mm, which is the same as the vertical height difference from the road.

[0064] Therefore, for the design calculation of the most unfavorable starting slope section of the embodiment, referring to page 20 of "Outdoor Drainage Design Standard" GB50014, the drainage flow of the speed bump channel is calculated by the following formula:

[0065] Q = A(1 / n)(R^(2 / 3)I^(1 / 2))

[0066] Where, A is the cross-sectional area of flow (m 2 ), R is the hydraulic radius (m), I is the hydraulic gradient (2%), n is the roughness coefficient, taking 0.013, then the drainage flow of the speed bump channel is 38.95 L / s.

[0067] In addition, the speed bump is connected to the pavement on both sides of the road by opening holes in the curbstone. Referring to page 27 of "Outdoor Drainage Design Standard" GB50014 and the calculation formula for the vertical grid rainwater inlet:

[0068] Q = 1.25(L + 1.8W)d^1.5

[0069] Where, L is the opening length of the curbstone (0.8 m), W is the concave width under the curbstone (0.2 m), d is the accumulated water depth before and after the curbstone (0.09 m), then the drainage flow at the connection of the speed bump and the opening of the side curbstone is 39.15 L / s.

[0070] Thus, when the rainfall is small or the surface runoff formed at the beginning of rainfall is small, the upstream grassed swales, drainage ditches and other diversion facilities, as well as the rainwater on the road itself, will converge into the speed bump, and then infiltrate through its permeable structure and be collected by the drainage blind pipe and discharged to the downstream sunken green space or rain gardens and other sponge facilities. The pollutants washed by the initial rainwater are intercepted by the sponge facilities and treated and assimilated by the plant roots after the rain.

[0071] When the rainfall is slightly larger or the surface runoff formed in the early stage of rainfall is slightly larger, the upstream grassed swales, drainage ditches and other diversion facilities, as well as the rainwater on the road itself, will be collected into the downstream sunken green space or rain gardens and other sponge facilities through the speed bump channels combined with the openings in the kerbs. The rainwater is stored through the storage space or infiltration space of the sponge facilities. At the same time, by setting the overflow elevation of the sponge facilities not higher than the vertical elevation of the road, it is ensured that the water depth in the speed bump is not greater than its depression depth relative to the road.

[0072] When the surface runoff formed during extreme rainfall or rainfall peaks is large, and when the road inevitably forms water accumulation exceeding the height of the overflow outlet of the downstream sponge facilities, and the downstream rainwater pipeline also forms a full-pipe flow regime, the road water accumulation is discharged through the opening drain pipe under the speed bump combined with the hollow ventilation connector connected to it to form a negative pressure siphon flow regime. Its drainage flow rate is better than the gravity flow regime, making the water recession time of the road water accumulation relatively short.

[0073] In this solution, the vertical pipe of the drainage blind pipe (i.e., the drainage vent pipe) passes through the multi-functional smart pole connected by the anti-theft plug connector, and a liquid level monitor is installed to dynamically record the water depth in the speed bump. The relevant information recorded can be transmitted to the on-vehicle unit of the OBU through the RSU roadside unit in the smart pole, reminding the drivers of passing vehicles to pay attention to the water accumulation or providing calculation data support for vehicle assistance and autonomous driving; in addition, the water level data can also be uploaded to the urban waterlogging risk platform or the control center such as the smart drainage department of the smart city in a wireless or wired manner through the weak current signal unit of the smart pole via a communication module (such as a SIM signal control) or a weak current signal interface, so as to provide data support for digital urban management.

[0074] Specifically, the solar panel of the smart pole can charge the storage-type strong current unit through the line interface of the anti-theft plug component with the collected solar energy.

[0075] The light sensor module can transmit the received natural light signal to the weak current unit through the anti-theft plug component for processing.

[0076] The SIM signal control can transmit the relevant data such as natural light intensity, water depth and vehicle passing flow rate collected and processed by the weak current unit to the smart city background center through the communication base station. Correspondingly, the SIM signal control can also receive the signal from the smart city background center to the weak current unit through the communication base station for processing.

[0077] The signal lamp is powered by the strong current unit and controlled by the weak current unit, and emits light beams with different flashing frequencies and colors according to the relevant instructions input by the weak current unit.

[0078] The RSU roadside unit is powered by the strong electricity unit and can transmit relevant data such as the size, position, and water accumulation depth of the speed bump, etc., which are collected and processed by the weak electricity unit, to the OBU on-vehicle unit. Correspondingly, the RSU roadside unit can also receive relevant information such as the vehicle driving speed and the distance from the speed bump input by the OBU on-vehicle unit and transmit it to the weak electricity unit for processing.

[0079] The liquid level monitor can be a static pressure liquid level gauge and is powered by the strong electricity unit. Its probe can be set inside the pipeline of the drainage vent pipe and is connected to the main body of the smart pole through a lead wire to transmit the water level signal to the weak electricity unit for processing.

[0080] The strong electricity unit powers components such as the SIM signal control device, signal lamp, RSU roadside unit, liquid level monitor, and weak electricity unit inside the smart pole through anti-theft plug components. It can be a single type supplied by an external power source or a battery, or can be in forms such as parallel, redundant, and parallel redundant. In this embodiment, a battery is provided inside the strong electricity unit to power each unit component. Usually, it is charged by the energy collected by the solar panel. When the solar charging amount is insufficient, it can be charged through the external power interface. When the battery power is insufficient, it can also directly supply power to each unit component through the external power source.

[0081] The weak electricity unit is powered by the strong electricity unit and is connected to components such as the light sensing module, SIM signal control device, signal lamp, RSU roadside unit, and liquid level monitor through anti-theft plug components. It receives the signal data of each unit component and the external data center, processes it, and then transmits it to each unit component and the external data center, so as to achieve data interaction of types such as "vehicle networking" or "Internet of Things". The weak electricity unit can have multiple data processing modes such as offline mode, online mode, or compatible integrated mode, and can also have multiple connection methods such as wireless, wired, or a combination of both. In the embodiment, the weak electricity unit connects to the data center through the SIM signal control device and the weak electricity signal interface to achieve data interaction between the smart pole and the background center. Usually, the weak electricity unit mainly transmits the processed information to users such as signal lamps, OBU on-vehicle units, and data centers in the way of self-offline data processing; in the way of online processing as a supplement, when disaster events such as heavy rain, heavy snow, earthquake, or typhoon occur, the weak electricity unit can send the received data center information to users such as pedestrians and drivers around the speed bump through the SIM signal control device to send text messages on mobile phones, etc., to notify them of emergency evasion and reduce disaster losses.

[0082] For example, in the driving scenario where a vehicle passes through a speed bump, this embodiment conducts driving simulation:

[0083] When the vehicle is still at a certain distance from the speed bump, the RSU roadside unit will transmit information such as the relevant dimensions of the speed bump and the water accumulation depth to the in-vehicle OBU unit to remind the vehicle to perform a deceleration operation. On the other hand, by receiving the signal from the OBU unit through the RSU unit and combining it with the signal from the intelligent pole light sensor module and the data of the liquid level monitor for determination, the flashing frequency and light color change of the signal light at the top of the intelligent pole are dynamically controlled. When there are relatively large adverse factors for driving safety, such as relatively high vehicle speed, relatively long vehicle distance, relatively low natural light intensity, and relatively deep water accumulation depth, the flashing frequency of the signal light and the light color change have a greater flash frequency, and the corresponding deceleration signal transmitted to the driver is more obvious. Conversely, when the driving conditions are better, the provided deceleration signal is relatively weak, reducing the discomfort and emotional fluctuations of the driver during driving.

[0084] When the vehicle travels to the speed bump, taking the traditional convex finished speed bump and speed hump as a reference, under different vehicle speeds and water accumulation depths, the heading angle curve, rear wheel sideslip angle curve, rear wheel lateral force curve, vertical acceleration change curve, suspension spring force curve, suspension dynamic deflection curve, wheel dynamic load curve, and speed bump pulse vibration acceleration curve of the vehicle during the driving process are analyzed and compared. The concave speed bump structure proposed in this solution has relatively more advantages in terms of the deceleration effect, smoothness, safety, and driver experience during the vehicle driving process compared to the traditional method.

[0085] It can be seen from this that compared with the concave method of the municipal road that is simply used to create a rainwater runoff channel, this solution combines the concave channel with the speed bump, resulting in a lower vehicle speed during the vehicle driving process, higher safety when the vehicle passes through, less functional damage to the motor vehicle, and lower probabilities, amounts, and heights of rainwater splashing outside the concave area when the vehicle passes during rainfall.

[0086] Compared with the traditional method of the municipal road that combines two-way slope finding and rainwater grates, this solution can provide an additional drainage channel for the municipal road. By combining the method of opening holes in the curbstone or using a hidden culvert for pedestrians to pass water, more rainwater from the catchment area can be collected and transferred to sponge facilities such as surrounding concave green spaces or rain gardens for control; at the same time, by combining the use of a permeable structure, the probability and depth of road water accumulation during rain events are lower, the water drainage time after rain is shorter, the probability of road water accumulation and icing in the northern region is lower, and the driving safety of vehicles is higher.

[0087] Compared with the traditional practice of passing rainwater runoff transmission such as cover ditch, the effective projected area of rainfall catchment in this solution is larger, the wetted perimeter and cross-sectional area of flow per unit hydraulic section are larger. Due to the design of the tangent circular cross-section, its Manning coefficient is relatively lower and the rainwater transmission runoff is larger. In addition, compared with the cover ditch, there are problems such as it is difficult to open when the cover is too heavy and strict, resulting in difficult cleaning, or the cover is too light and loose, resulting in it being easy to fall off, bringing certain safety risks when vehicles pass. The sunken channel in this solution is an open space, and the later cleaning work is relatively simple and the vehicle driving is relatively safe. Compared with the narrow and deep practice such as cover ditch, the water flow section in this solution is relatively shallow and the vertical connection drop of rainwater runoff is smaller. Then the depth required for excavation of sponge facilities such as sunken green space and rain garden is shallower, the corresponding construction cost is lower, and the risk of injury to pedestrians of surrounding facilities falling is smaller.

[0088] Compared with the traditional practice of passing path flow or drainage of buried pipelines, this solution also has the advantage of smaller vertical connection. In addition, compared with the damage to the road structure by buried pipes on the road, the load protection required by the pipeline itself, the excavation and backfilling, the obstruction of road traffic caused by the later maintenance and replacement construction, the adverse impact of the supporting rainwater well cover on the road flatness and vehicle driving, and the risk of road collapse caused by pipeline leakage. It can be said that this solution has the advantages of low construction cost, high safety performance, short construction period and simple later maintenance and replacement.

[0089] Compared with the situation that speed bumps are difficult to identify due to visual limitations in rainfall and snowfall scenarios, this solution combines speed bumps with "infiltration" and "drainage" in sponge cities, relatively reducing the visual limitations caused by road waterlogging, snow accumulation and icing. The recognition rate of speed bumps is relatively higher and the corresponding driving safety is better.

[0090] Compared with the traditional concrete material structure not lower than C20 of speed humps or the rubber material structure of conventional speed bumps, this solution adopts a permeable steel slag material structure not lower than C30. The structure of the speed bump itself is more durable, has a longer service life and higher load safety. Since the surface of the permeable steel slag material is fine-grained aggregate, its wear resistance coefficient and BPN value are relatively larger, and the wear resistance and anti-slip performance of the corresponding speed bump surface layer are better. In rainfall or snowfall events, the probability of side slip when non-motor vehicles and motor vehicles pass is relatively low, and the comprehensive safety performance is higher.

[0091] Compared with the "obstacle-type" design concept and the "narrow and high" construction method of traditional convex speed bumps, after prompting the driver to slow down, the actions generated by the vehicle during passing over the speed bump will still cause certain damage to the speed bump itself and the vehicle structure. This solution adopts the "smoothness" design concept and the "wide and shallow" construction method of concave speed bumps. At the same time, the method of using a circular tangent cross-section is adopted. When the vehicle passes over the speed bump, the entry angle (curve) and exit angle (curve) as well as the changes brought by deceleration inertia are relatively gentle; the change height and rate of the vehicle's center of gravity and the deformation of components such as tires and suspensions are relatively small. Correspondingly, the driving safety of the vehicle is higher, the damage to the vehicle and the speed bump is smaller, and their respective service lives are relatively longer.

[0092] Compared with the practice of traditional finished rubber speed bumps, their installation work is usually fixed on the completed road surface layer by means of expansion bolts, etc. When repairing and replacing, whether using larger-diameter bolts based on the original holes or adjusting the position for reinstallation, or the additional damage to the road caused by the connecting components of the speed bump due to displacement generated when the vehicle passes, it will all have a certain negative impact on road traffic safety and the surface layer structure; in addition, usually there is a certain gap between the finished speed bump and the curbstone at the edge of the carriageway. When the width of this gap is large, there is a high possibility that the vehicle will generate an action scenario of "one wheel on the speed bump" when passing over the speed bump, resulting in a higher possibility of dislocation due to unbalanced force on the suspension system and a more obvious negative impact on the driving experience caused by a larger unilateral deformation angle of the vehicle; in addition, in the scenario where non-motor vehicles are also traveling, due to the "obstacle-type" action concept of traditional speed bumps being "narrow and high", non-motor vehicle drivers usually avoid directly crossing the speed bump head-on and tend to pass through the gap between the speed bump and the road boundary from the side. When the width of this gap is small, there is a high probability that multiple non-motor vehicles will compete for this gap passage and thus a collision accident may occur, and the traffic safety is relatively poor. However, this solution adopts the method of integrating the speed bump with the municipal road. The speed bump is set across the entire width of the road surface, and its degree of fit with the road main body in terms of structural connection, etc. is relatively higher, causing less damage to the road surface layer and having lower construction and maintenance costs; at the same time, the speed bump is the same width as the road, and there is no gap passage horizontally across the entire road. The "smoothness" working mechanism of "wide and shallow" has a relatively higher balance of force on the vehicle suspension and friendliness to non-motor vehicle driving.

[0093] The traditional speed bump practices have poor interaction logic with drivers when driving at low speeds. In scenarios of slow or congested traffic, when drivers see a speed bump, their instinctive reaction is to release the accelerator and step on the brake. Then, in order to pass the "upward convex" speed bump, they need to switch to stepping on the accelerator. At this time, stepping on the accelerator too much may lead to a rear-end collision with the vehicle in front, and stepping on it too little may result in not being able to get over the speed bump or even rolling back. Controlling the vehicle through the accelerator during this process makes it less driver-friendly in low-speed driving scenarios. In the same scenario of this solution, when the driver enters the speed bump area, they only need to bring the brake and can enter relying on the gravitational potential energy of the vehicle, and only need to step on the accelerator when leaving the speed bump, which is more driver-friendly and more in line with the logical judgment of the speed reduction function of the speed bump.

[0094] Compared with traditional speed humps and other traditional speed bump practices, there is also a problem that in poor visibility weather conditions such as dusk, night, or fog, drivers are prone to accidents because they cannot detect the changes in the road surface in time and pass the speed hump at high speed. This solution optimizes the design of the surface layer pattern based on the "visual illusion" principle in the sunken space of the speed bump. Deceleration identification patterns are provided on the surface layer of the front slope section and the rear slope section, and safety identification patterns (adopting the pattern form similar to the speed bump) are provided on the surface layer of the flat section. The overall deceleration identification and safety identification patterns form a certain angle with the road longitudinal direction. The deceleration identification pattern uses a blue and white diamond pattern, and the safety identification pattern uses a yellow and black alternating pattern, which can form a dynamic three-dimensional pattern identification visually according to the different driving speeds of the driver, and its warning effect is relatively higher. The design of the speed bump surface layer pattern and color and other elements based on the visual illusion principle can provide drivers with a more obvious dynamic deceleration identification reminder. For example, in driving scenarios where bicycle, electric vehicle, and motor vehicle drivers mainly rely on visual judgment through the appearance of the speed bump:

[0095] When the driver is far from the speed bump or driving at a relatively high speed, under the action of the "3D illusion" and the "concave face illusion", the speed bump pattern will appear as a three-dimensional and convex dynamic deceleration identification in the driver's perspective;

[0096] As the driver gets closer to the speed bump and the driving speed becomes slower, the speed bump pattern will gradually sink, lower, and flatten in the driver's perspective.

[0097] Taking the upward convex finished speed bump and speed hump as a reference, this embodiment conducts simulation scenario simulations under different vehicle speeds and visual distances, and quantitatively and qualitatively analyzes and compares elements such as the relative speed change ratio, acceleration standard deviation, throttle efficiency, brake efficiency of the vehicle during the driving process, as well as the driver's speed control, braking times, perception distance, illusion perception, identifiability, tension level, comfort feeling, pupil change, etc. It can be seen that the speed bump pattern design of this solution has relatively more advantages than the traditional practice in terms of the deceleration effect, smoothness, safety, and driver's feeling during the vehicle driving process.

[0098] In addition, this solution combines the permeable pavement drainage blind pipe with the municipal multi-functional smart pole. The drainage vent pipe vertically connected to the drainage blind pipe is connected to the smart pole through an anti-theft plug connector. This anti-theft plug connector has a hollow ventilation structure, enabling the drainage blind pipe to form a negative pressure siphon water flow in scenarios with heavy rainfall, and its drainage capacity is relatively greater than that of gravity flow pipes. At the same time, the multi-functional smart pole contains a liquid level monitor, an RSU roadside unit, a strong electricity unit, a weak electricity unit, a solar panel, a light sensor module, a communication module, and signal lights. In scenarios with poor visibility such as dusk, night, or fog, and road waterlogging during heavy rainfall, the signal lights flash to prompt drivers to slow down. At the same time, the road waterlogging depth information can be transmitted to the data control center in the background. In addition, relevant information about the speed bumps and waterlogging depth can also be transmitted to the OBU vehicle-mounted unit through the RSU roadside unit, providing data support for the calculation of vehicle autonomous driving.

[0099] In summary, the sunken speed bump structure proposed in this solution is relatively simple to maintain and clean, has relatively high drainage capacity, relatively short water recession time, relatively small risks of waterlogging and driving safety, and relatively low vertical drop and construction cost. At the same time, in the driving scenario, the recognition rate of the speed bump in this solution by drivers and autonomous driving technology is relatively high, the speed bump is relatively friendly to drivers passing through, and the functional damage to the driving vehicle and the speed reduction facility is also relatively small.

Claims

1. A concave speed bump structure for a smart sponge city, characterized in that: The invention comprises a speed bump body arranged on the entire width of a road surface, wherein the speed bump body is a concave structure, the speed bump body adopts a parabolic tangent cross-section structure, and the speed bump body is divided into a front slope section (1), a plane section (2) and a rear slope section (3) connected in sequence according to the cross section, and the front slope section (1) and the rear slope section (3) are respectively connected to the road surface; The speed bump body is divided into a speed bump surface layer (4) and a speed bump water-permeable structural layer (5) from top to bottom according to a longitudinal section, and a drainage blind pipe (51) is provided in the speed bump water-permeable structural layer (5); The length of the speed bump body is the same as the width of the road. When the road has a double slope in the transverse direction, the speed bump has no slope in the transverse direction. When the transverse slope of the road is single slope, the transverse slope of the speed bump is the same as the transverse slope of the road; When the longitudinal slope of the road is ≤5‰, the vertical drop between the front slope section (1) and the rear slope section (3) of the speed bump is specifically: i×W Where i is the longitudinal slope of the road, and W is the cross-sectional width of the speed bump; One end of the drainage blind pipe (51) is connected to a water-following three-way component (52) and a vertical drainage vent pipe (53). The drainage vent pipe (53) is fixedly connected to a roadside smart pole (6) via an anti-theft latch component (7). The anti-theft latch component (7) is specifically a hollow ventilation structure to form a negative pressure siphon flow during drainage. The smart pole (6) includes but is not limited to a solar panel (61), a light sensing module (62), a communication module (63), a signal light (64), an RSU (65), a liquid level monitor (66), a strong current unit (67) and a weak current unit (68), and a strong and weak current line integrated interface is provided in the anti-theft plug component (7). The solar panel (61) is used to collect solar energy and charge the strong current unit (67) through the strong and weak current line integrated interface of the anti-theft plug component (7); The light sensing module (62) is used to receive natural light signals and transmit them to the weak current unit (68) for processing via the strong and weak current line integrated interface of the anti-theft latch component (7); The communication module (63) is used to realize data information interaction between the weak current unit (68) and the smart city backend center; The signal light (64) is powered by a strong current unit (67), and the working state of the signal light (64) is controlled by a weak current unit (68); The RSU (65) is powered by a strong current unit (67) and is used to implement data information interaction between the weak current unit (68) and the OBU; The liquid level monitor (66) is powered by a strong power unit (67) and is used to collect liquid level data in the drainage and ventilation pipe (53).

2. The concave speed bump structure for a smart sponge city according to claim 1 is characterized in that: The speed bump surface layer (4) is provided with a speed reduction mark and a safety mark pattern.

3. The concave speed bump structure for a smart sponge city according to claim 2 is characterized in that: The deceleration marking pattern is arranged on the front slope section (1) and the rear slope section (3), and the safety marking pattern is arranged on the plane section (2).

4. The concave speed bump structure for a smart sponge city according to claim 3 is characterized in that: The deceleration sign pattern is specifically a blue and white diamond pattern, and the safety sign pattern is specifically a yellow and black pattern.

5. The concave speed bump structure for a smart sponge city according to claim 1 is characterized in that: The speed bump body is made of permeable steel slag material of C30 or above standard, and is specifically prefabricated or cast-in-place.

6. The concave speed bump structure for a smart sponge city according to claim 1 is characterized in that: The other end of the drainage blind pipe (51) is connected to the urban sponge facility (8) via a water-following three-way component (52).

7. The concave speed bump structure for a smart sponge city according to claim 1 is characterized in that: The liquid level monitor (66) is specifically a static pressure liquid level gauge. The probe (661) of the liquid level monitor (66) is arranged in the drainage vent pipe (53). The probe (661) is connected to the weak current unit (68) via a lead wire (662).

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