A lifting type management and control device for road management and control

Abstract

This invention discloses a lifting control device for road management, relating to the field of traffic control equipment technology. It includes a base, a lifting reduction gearbox, a progressive speed control mechanism, and a mandatory control mechanism. By incorporating a progressive speed control mechanism and a mandatory control mechanism on the lifting reduction gearbox, this invention allows speeding vehicles to pass over bumpy surfaces, while non-speeding vehicles pass through with a gradual deceleration and are thus cleaned to some extent. This reduces vehicle damage and increases drivers' willingness to pass over speed bumps. In mandatory control mode, the vehicle experiences significant deceleration at the convex surface of the primary reduction gearbox. If the front bumper still contacts the final reduction gearbox, it will preferentially contact the buffer plate, which, along with the connected spring, provides a safe buffer for the final deceleration. Even if the buffer section fails to prevent the vehicle from finally decelerating, only the damaged final reduction gearbox needs to be replaced, ensuring the safety of the vehicle and its occupants.

Description

Technical Field

[0001] This invention relates to the field of traffic control equipment technology, and more specifically to a lifting control device for road management. Background Technology

[0002] When encountering emergencies such as natural disasters, it is necessary to implement emergency traffic control on the affected road sections. The existing control system usually achieves this by having the command center remotely command the riser bollards to be raised. In order to prevent vehicles from hitting the riser bollards due to not paying attention to the control signs, a bumpy speed bump with a clear purpose of slowing down is often set up at the beginning of the route. After the mandatory control on the affected road section is lifted, the riser bollards can be lowered and normal traffic can be allowed to pass.

[0003] However, during long-term use, it was found that the existing traffic control equipment still has certain drawbacks: First, after the mandatory control is lifted, the thick speed bumps are still there. Even if the vehicle is not speeding, the driver will still be subjected to strong jolts, which not only reduces the willingness to pass over the speed bumps but also may damage the vehicle itself; Second, under mandatory control, even if speeding vehicles slow down after passing over the speed bumps, they may still run through the checkpoint. This will not only cause damage to the bollards and vehicles but also pose a safety risk to the passengers. Summary of the Invention

[0004] The purpose of this invention is to provide a lifting control device for road management, so as to solve the above-mentioned defects caused by the prior art.

[0005] A lifting control device for road management includes a base, a lifting reduction gearbox, a progressive speed control mechanism, and a forced control mechanism. The lower end of the lifting reduction gearbox is slidably inserted into the base via a guide rod. A spring is sleeved on the guide rod between the base and the lifting reduction gearbox. An exhaust channel is opened on the side end of the lifting reduction gearbox. The progressive speed control mechanism is installed on the lifting reduction gearbox and is used to progressively decelerate passing vehicles and remove dust. The forced control mechanism is installed on the lifting reduction gearbox and is used to implement safe traffic control on the road section.

[0006] Preferably, the progressive speed control mechanism includes a hydraulic cylinder, a sliding frame, a primary reduction gear cylinder, and a final reduction gear cylinder. The hydraulic cylinder is mounted on the lifting reduction gearbox, and its output end is connected to the sliding frame. A rotating wheel is mounted on one end of the sliding frame, and a lead screw is coaxially mounted on the rotating wheel. The other end of the lead screw is slidably connected to the lifting reduction gearbox. Symmetrically arranged mounting holes are provided on the upper surface of the lifting reduction gearbox. The primary reduction gear cylinder is threaded onto the lead screw and placed in the mounting holes. The upper and lower end faces of the primary reduction gear cylinder are a flat surface and a convex surface, respectively. The final reduction gear cylinder is rotatably mounted on the lifting reduction gearbox via a mounting base, and its other side is slidably mounted on a base platform. The upper end face of the final reduction gear cylinder is a convex surface.

[0007] Preferably, the final stage reduction cylinder is provided with a plurality of evenly distributed reinforcing limiting plates, the side end of the final stage reduction cylinder is provided with an opening and is hinged with a buffer plate, the side end of the buffer plate is connected to the inner wall of the final stage reduction cylinder through a spring, and a plurality of evenly distributed air jet holes are obliquely placed on the convex surface of the final stage reduction cylinder.

[0008] Preferably, the exhaust channel and the buffer plate are aligned in the horizontal direction.

[0009] Preferably, the upper surface of the lifting reduction gearbox is provided with reduction stripes.

[0010] Preferably, the distance between the convex surface on the primary reduction cylinder and the axis of the primary reduction cylinder is longer than the distance between the flat surface and the axis of the primary reduction cylinder.

[0011] Preferably, the forced control mechanism includes a gear, a rack, and a limiting arc plate. The gear passes through the mounting base and is installed on the middle side of the final stage reduction cylinder. There are several racks, which are evenly distributed on the sliding frame. The racks mesh with the gears respectively. The limiting arc plate is fixedly installed on the end of the rack.

[0012] Preferably, the limiting arc plate engages with the gear in the horizontal direction.

[0013] The advantages of this invention are as follows: by setting a progressive speed control mechanism and a forced control mechanism on the lifting reduction gearbox, the output end of the hydraulic cylinder controls the forward and backward sliding of the sliding frame, so that the primary reduction cylinder rotates in the mounting hole on the lifting reduction gearbox, while the final reduction cylinder rotates around the mounting seat. In the absence of forced control, the airflow can be controlled to break through the buffer plate by the pressure time of the vehicle on the upper surface of the lifting reduction gearbox, so that speeding vehicles can pass through bumpily, while non-speeding vehicles pass through in a progressively decelerating manner and are cleaned to a certain extent. This reduces the damage to the vehicle itself and also increases the driver's willingness to pass through the speed bump.

[0014] Under mandatory control, the vehicle will experience a significant deceleration at the convex surface of the primary reduction gear. If the front bumper of the vehicle still touches the final reduction gear, it will first contact the buffer plate and work with the connected spring to provide a safe buffer for the final deceleration. Even if the buffer section still fails to prevent the vehicle from decelerating, only the damaged final reduction gear needs to be replaced, thus ensuring the safety of the vehicle and its occupants. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the structure of the present invention (in a state without mandatory control).

[0016] Figure 2 This is an assembly diagram of the progressive speed control mechanism and the forced control mechanism in this invention.

[0017] Figure 3 This is a schematic diagram of the internal state of the present invention when no mandatory control is enforced.

[0018] Figure 4 This is a structural diagram of another state of the present invention (mandatory control state).

[0019] Figure 5 This is a schematic diagram of the internal state of the present invention under mandatory control.

[0020] Among them, 1-base, 2-lifting reduction gearbox, 3-progressive speed control mechanism, 4-forced control mechanism, 5-guide rod, 6-spring, 7-exhaust channel, 8-speed limit camera, 301-hydraulic cylinder, 302-sliding frame, 303-primary reduction cylinder, 304-final reduction cylinder, 305-rotor, 306-lead screw, 307-mounting hole, 308-mounting seat, 309-reinforced limit plate, 310-buffer plate, 311-spring, 312-air jet, 41-gear, 42-rack, 43-limiting arc plate. Detailed Implementation

[0021] To make the technical means, creative features, objectives and effects of this invention easier to understand, the invention will be further described below in conjunction with specific embodiments.

[0022] like Figures 1 to 5 As shown, a lifting control device for road management includes a base 1, a lifting reduction gearbox 2, a progressive speed control mechanism 3, and a forced control mechanism 4. The lower end of the lifting reduction gearbox 2 is slidably inserted into the base 1 via a guide rod 5. A spring 6 is sleeved on the guide rod 5 between the base 1 and the lifting reduction gearbox 2. An exhaust channel 7 is opened on the side end of the lifting reduction gearbox 2. The progressive speed control mechanism 3 is installed on the lifting reduction gearbox 2 and is used to progressively decelerate passing vehicles and remove dust. The forced control mechanism 4 is installed on the lifting reduction gearbox 2 and is used to implement safe traffic control on the road section.

[0023] In this embodiment, the progressive speed control mechanism 3 includes a hydraulic cylinder 301, a sliding frame 302, a primary reduction cylinder 303, and a final reduction cylinder 304. The hydraulic cylinder 301 is mounted on the lifting reduction gearbox 2, and the output end of the hydraulic cylinder 301 is connected to the sliding frame 302. A rotating wheel 305 is mounted on one end of the sliding frame 302, and a lead screw 306 is coaxially mounted on the rotating wheel 305. The other end of the lead screw 306 is slidably connected to the lifting reduction gearbox 2. The upper end surface of the lifting reduction gearbox 2 has symmetrically arranged mounting holes 307. The primary reduction cylinder 303 is threaded onto the lead screw 306 and is placed in the mounting holes 307. The upper and lower end faces of the primary reduction cylinder 303 are a flat surface and a convex surface, respectively. The final reduction cylinder 304 is rotatably mounted on the lifting reduction gearbox 2 through a mounting base 308. The other side of the final reduction cylinder 304 is slidably mounted on the base 1, and the upper end face of the final reduction cylinder 304 is a convex surface.

[0024] It is worth mentioning that the final stage reduction cylinder 304 is provided with several evenly distributed reinforcing limiting plates 309. The side end of the final stage reduction cylinder 304 is provided with an opening and is hinged with a buffer plate 310. The side end of the buffer plate 310 is connected to the inner wall of the final stage reduction cylinder 304 through a spring plate 311. Several evenly distributed air jet holes 312 are obliquely placed on the convex surface of the final stage reduction cylinder 304.

[0025] It should be noted that a speed limit camera 8, model HT3000-D, is installed in front of the control equipment on the controlled road section to detect the speed of passing vehicles in real time. The primary reduction cylinder 303 and the final reduction cylinder 304 are both made of cast steel with strong wear resistance, large load-bearing capacity and small deformation. The spring 6 is made of high-strength spring steel.

[0026] In this embodiment, the exhaust channel 7 and the buffer plate 310 are matched in the horizontal direction.

[0027] In this embodiment, the upper surface of the lifting reduction gearbox 2 is provided with reduction stripes, and the flat surface of the primary reduction cylinder 303 is also provided with reduction stripes.

[0028] In this embodiment, the distance between the convex surface on the primary reduction cylinder 303 and the axis of the primary reduction cylinder 303 is longer than the distance between the flat surface and the axis of the primary reduction cylinder 303.

[0029] In this embodiment, the forced control mechanism 4 includes a gear 41, a rack 42, and a limiting arc plate 43. The gear 41 passes through the mounting base 308 and is installed on the middle side of the final stage reduction cylinder 304. There are several racks 42, which are evenly distributed on the sliding frame 302. Several racks 42 mesh with the gear 41 respectively. The limiting arc plate 43 is fixedly installed on the end of the rack 42.

[0030] It should be noted that the length of the lifting reduction gearbox 2 is no greater than the standard length of a typical five-seat motor vehicle. Multiple primary reduction cylinders 303 in the progressive speed control mechanism 3 can be arranged in parallel. The front and body of the vehicle can continuously clean the vehicle tires and chassis after passing through the final reduction cylinder 304.

[0031] In addition, the limiting arc plate 43 engages with the gear 41 in the horizontal direction.

[0032] Working process and principle: During use, the output end of the hydraulic cylinder 301 is in the extended state, driving the sliding frame 302 to move synchronously in the extension direction of the output end of the hydraulic cylinder 301. One end of the sliding frame 302 drives the lead screw 306 to rotate on the lifting reduction gearbox 2 via the rotating wheel 305, thereby driving the primary reduction cylinder 303 connected to it to rotate in the mounting hole 307 on the lifting reduction gearbox 2. When the output end of the hydraulic cylinder 301 is fully extended, the flat surface on the primary reduction cylinder 303 faces upward. At the same time, the other end of the sliding frame 302 drives the rack 42 to extend forward synchronously. The meshing gear 41 drives the final reduction cylinder 304 to rotate counterclockwise around the mounting base 308. Figure 2 The final stage reducer 304 is rotated in the direction shown in the figure until it is completely horizontal. At this time, the upper convex surface of the final stage reducer 304 faces upward and the top end is higher than the upper flat surface of the primary reducer 303. At the same time, the buffer plate 310 on the final stage reducer 304 is aligned with the exhaust channel 7 port of the lifting reducer 2.

[0033] In the absence of mandatory control, when a vehicle passes the control device, if it is speeding, the vehicle will first pass the flat end face of the upper end of the primary reduction cylinder 303. Since the distance between the convex surface of the primary reduction cylinder 303 and the axis of the primary reduction cylinder 303 is longer than the distance between the flat surface and the axis of the primary reduction cylinder 303, the flat end face of the upper end of the primary reduction cylinder 303 will first reduce the speed of the vehicle with low bump intensity, and then quickly pass the deceleration stripes on the upper end face of the lifting reduction box 2. Due to the high speed, the vehicle has a short pressure time on the upper end face of the lifting reduction box 2, and the air in the cavity between the base 1 and the lifting reduction box 2 is not discharged in time before it has already driven to the bumpy convex surface of the final reduction cylinder 304. The relatively strong bump force the driver to reduce the vehicle speed. In addition, because the amount of air flowing through the exhaust channel 7 is small, the jet intensity is not enough to open the buffer plate 310, and there is no strong air output from the jet hole 312 to clean the vehicle tires and chassis.

[0034] While the vehicle is not speeding, after the above process, the vehicle body is under pressure on the upper surface of the lifting reduction box 2 for a long time, and the exhaust volume in the cavity between the base 1 and the lifting reduction box 2 is sufficient. After the airflow breaks through the buffer plate 310, it rushes out obliquely upward through the jet hole 312, which can continuously clean the vehicle tires and chassis. Finally, it passes through the bumpy speed bump of the convex surface of the final reduction cylinder 304 at low speed. The gradual deceleration method combined with a certain cleaning ability reduces the damage to the vehicle itself. Moreover, the sound of the airflow can remind the driver that the vehicle can be cleaned here. With the premise of setting up a cleaning reminder sign, the driver can easily know that the vehicle can be cleaned here, which increases the driver's willingness to pass through the speed bump.

[0035] Under forced control, the above operation is performed in reverse during the reset return process of the hydraulic cylinder 301 output end, so that the convex surface of the primary reduction cylinder 303 is at the upper end, and the final reduction cylinder 304 is kept in an upright state under the limit of the limiting arc plate 43. The vehicle will be subjected to a strong deceleration at the convex surface of the primary reduction cylinder 303. If the front bumper of the vehicle still touches the final reduction cylinder 304, it will first contact the buffer plate 310 and cooperate with the spring 311 connected to it to provide a safe buffer for the final deceleration. Even if the buffer section still fails to prevent the final deceleration of the vehicle, it is only necessary to replace the damaged final reduction cylinder 304.

[0036] Based on the above, the present invention sets a progressive speed control mechanism 3 and a forced control mechanism 4 on the lifting reduction gearbox 2. The output end of the hydraulic cylinder 301 controls the forward and backward sliding of the sliding frame 302, so that the primary reduction cylinder 303 rotates in the mounting hole 307 on the lifting reduction gearbox 2, while the final reduction cylinder 304 rotates around the mounting base 308. In the absence of forced control, the airflow can be controlled to break through the buffer plate 310 by the pressure time of the vehicle on the upper surface of the lifting reduction gearbox 2, so that speeding vehicles can pass through bumpily, while non-speeding vehicles pass through in a progressively decelerating manner and are cleaned to a certain extent. This reduces the damage to the vehicle itself and also increases the driver's willingness to pass through the speed bump.

[0037] Under forced control, the vehicle will experience a strong deceleration at the convex surface of the primary deceleration cylinder 303. If the front bumper of the vehicle still touches the final deceleration cylinder 304, it will first contact the buffer plate 310 and work with the connected spring 311 to provide a safe buffer for the final deceleration. Even if the buffer section still fails to prevent the vehicle from decelerating, only the damaged final deceleration cylinder 304 needs to be replaced, thus ensuring the safety of the vehicle and its occupants.

[0038] As is known from common technical knowledge, this invention can be implemented through other embodiments that do not depart from its spirit or essential characteristics. Therefore, the disclosed embodiments described above are merely illustrative in all respects and are not the only ones. All modifications within the scope of this invention or its equivalents are included in this invention.

Claims

1. A lifting type management device for road management, characterized by, The utility model relates to a kind of road section safety traffic control device, including base (1), lifting reduction gearbox (2), gradual speed control mechanism (3) and forced control mechanism (4), the lower end of the lifting reduction gearbox (2) is slidably inserted in base (1) by guide rod (5), spring (6) is sleeved between base (1) and lifting reduction gearbox (2) on the guide rod (5), the side end of lifting reduction gearbox (2) is equipped with exhaust passage (7), the gradual speed control mechanism (3) is installed on lifting reduction gearbox (2), and is used to gradually reduce and dust for passing vehicle, the forced control mechanism (4) is installed on lifting reduction gearbox (2), and is used to implement safety traffic control to road section, The gradual speed control mechanism (3) includes hydraulic cylinder (301), sliding frame (302), primary reduction cylinder (303) and final reduction cylinder (304), the hydraulic cylinder (301) is installed on lifting reduction gearbox (2), the output end of hydraulic cylinder (301) is connected with sliding frame (302), one end of sliding frame (302) is installed with rotating wheel (305), the rotating wheel (305) is coaxially rotatably installed with lead screw (306), the other end of the lead screw (306) is slidably connected with lifting reduction gearbox (2), the upper end surface of lifting reduction gearbox (2) is equipped with symmetrically arranged mounting hole (307), the primary reduction cylinder (303) is threadedly installed on lead screw (306), and the primary reduction cylinder (303) is placed in mounting hole (307), the upper and lower end surfaces of the primary reduction cylinder (303) are flat surface and convex ridge surface respectively, the final reduction cylinder (304) is rotatably arranged on lifting reduction gearbox (2) by mounting seat (308), the other side of the final reduction cylinder (304) is slidably arranged on base (1), the upper end surface of the final reduction cylinder (304) is convex ridge surface, The final reduction cylinder (304) is provided with a plurality of reinforcing limit plates (309) arranged uniformly therein, and the side end of the final reduction cylinder (304) is open and hingedly connected with a buffer plate (310). The side end of the buffer plate (310) is connected with the inner wall of the final reduction cylinder (304) through a spring leaf (311). A plurality of air injection holes (312) are obliquely arranged on the convex ridge surface of the final reduction cylinder (304).

2. The lifting management device for road management according to claim 1, characterized in that: The exhaust passage (7) cooperates with the buffer plate (310) in the horizontal direction.

3. The lift-type management device for road management according to claim 1, characterized by: The upper end surface of the lifting reduction gearbox (2) is provided with a reduction stripe.

4. The lift-type management device for road management according to claim 1, characterized by: The distance between the convex ridge surface of the primary reduction cylinder (303) and the axis of the primary reduction cylinder (303) is longer than the distance between the flat surface and the axis of the primary reduction cylinder (303).

5. The lift-type management device for road management according to claim 1, characterized by: The forced control mechanism (4) includes a gear (41), a rack (42), and a limiting arc plate (43). The gear (41) penetrates the mounting seat (308) and is installed on the middle side end of the final reduction cylinder (304). The rack (42) has a plurality of racks arranged uniformly on the sliding frame (302). The plurality of racks (42) are engaged with the gear (41). The limiting arc plate (43) is fixedly installed on the end of the rack (42).

6. The lift-type management device for road management according to claim 5, characterized by: The limiting arc plate (43) cooperates with the gear (41) in the horizontal direction.

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