A speed bump

Abstract

This invention relates to the field of speed bump technology, specifically disclosing a speed bump comprising a base, a speed bump body, a rotating shaft, a one-way limiting mechanism, and a switching mechanism. The speed bump body has an arched structure and is mounted on the base. Multiple windows are spaced along the length of the speed bump body. The rotating shaft is rotatably mounted on the speed bump body along its length and passes through the multiple windows. The one-way limiting mechanism is mounted on the rotating shaft and is installed corresponding to the windows. The switching mechanism is located between the base and the speed bump body, and is used to control the one-way limiting mechanism, allowing the speed bump to switch between one-way and two-way traffic states. This invention has a simple structure, can generate a certain degree of deformation, reduces vehicle bumps, and can be used on one-way traffic sections or on sections where two-way traffic is only open at specific times. It is also easy to operate.

Description

Technical Field

[0001] This invention relates to the field of speed bump technology, and in particular to a speed bump. Background Technology

[0002] To slow down vehicles, speed bumps are typically installed at intersections, industrial and mining enterprises, school entrances, residential area entrances, and other sections of road where vehicles need to slow down or where traffic accidents are prone to occur. Speed ​​bumps significantly reduce accidents at major intersections, ensuring safer driving while providing a buffer and improving traffic safety. Currently, many roads have been designated as one-way streets to alleviate traffic congestion; however, some drivers still disobey traffic rules and drive in the wrong direction in one-way lanes, which can easily lead to traffic accidents.

[0003] Currently, conventional speed bumps are usually designed for two-way traffic. However, in certain road sections where one-way traffic is required, or where two-way traffic is only allowed at specific times, conventional speed bumps are difficult to meet the needs. In addition, once a conventional speed bump is manufactured, its stiffness is very difficult to adjust. The stiffness of the speed bump plays an important role in the degree of bumpiness when a vehicle passes over it. Since the deformation stiffness of a conventional speed bump is basically not adjustable, the vehicle may experience a bumpy ride when passing over it. Summary of the Invention

[0004] The purpose of this invention is to solve the problems existing in the prior art.

[0005] To achieve the above objectives, the present invention provides a speed bump, comprising:

[0006] Base;

[0007] The speed bump body has an arched structure and is mounted on the base. Multiple windows are spaced apart along the length of the speed bump body.

[0008] A rotating shaft is rotatably mounted on the speed bump body along its length and passes through multiple windows.

[0009] A one-way limiting mechanism, wherein the one-way limiting mechanism is mounted on the rotating shaft and is installed corresponding to the window; and

[0010] A switching mechanism is provided between the base and the speed bump body. The switching mechanism is used to control the one-way limiting mechanism so that the speed bump can switch between a one-way passage state and a two-way passage state.

[0011] More preferably, the base has a recessed groove, and both sides of the speed bump body abut against the inner edge of the recessed groove.

[0012] More preferably, a bolt fastener is provided on one side of the speed bump body, and the speed bump body and the base are threadedly connected by the bolt fastener; a steel plate and a rubber strip are provided between the other side of the speed bump body and the inner edge of the trough.

[0013] More preferably, the rotating shaft is located on the side of the window near the bolt fastener, and the one-way limiting mechanism includes a first limiting plate and a second limiting plate. When the first limiting plate covers the window, the speed bump is in a two-way passage state, and when the second limiting plate covers the window, the speed bump is in a one-way passage state.

[0014] More preferably, an acute angle is formed between the first limiting plate and the second limiting plate, and a stiffening plate is provided at the acute angle between the first limiting plate and the second limiting plate, wherein the first limiting plate, the stiffening plate and the second limiting plate are integrally formed.

[0015] More preferably, a baffle is provided on the inner surface of the speed bump body near the bolt fastener, and when the second limiting plate rotates around the rotation axis inside the speed bump body, the second limiting plate abuts against the baffle.

[0016] More preferably, the window has a first stepped structure on the side away from the rotation axis, and the second limiting plate has a second stepped structure on the end away from the rotation axis. The first stepped structure and the second stepped structure cooperate with each other to restrict the counterclockwise rotation of the second limiting plate.

[0017] More preferably, the upper edge of the first stepped structure is provided with a notch, and the end of the first limiting plate away from the rotation axis is provided with a limiting block. The limiting block and the notch cooperate with each other to restrict the clockwise rotation of the first limiting plate.

[0018] More preferably, the switching mechanism includes:

[0019] A sliding steel bar, which is slidably disposed within the settling trough;

[0020] A cable, one end of which is connected to the sliding steel bar, and the other end of which is connected to the end of the speed bump body near the bolt fastener;

[0021] A first spring, one end of which is connected to the sliding steel bar, and the other end of which is connected to the second limiting plate; and

[0022] The second spring has one end connected to the sliding steel bar and the other end connected to the end of the speed bump body near the steel plate.

[0023] More preferably, the switching mechanism further includes a cable deflector, which is fixedly disposed between the sliding steel bar and the bolt fastener. The speed bump body has a cable passage hole on the side near the bolt fastener, and one end of the cable passes through the cable deflector and is fixed in the cable passage hole.

[0024] The speed bump provided by this invention has the following advantages compared with the prior art:

[0025] The speed bump of this invention has a simple structure. By setting an arched speed bump body on the base, the speed bump body can deform to a certain extent when a vehicle passes over it, which can reduce the degree of vehicle bumping. Furthermore, the deformation stiffness can be adjusted by adjusting the forces on both sides of the speed bump body, so that the vehicle can have a better experience when passing over it at a limited speed. In addition, by setting multiple windows on the speed bump body and setting one-way limiting mechanisms on the windows, the speed bump is in a one-way passage state when the one-way limiting mechanism is deployed. The one-way limiting mechanism can be retracted to the closed state by a switching mechanism, at which time the speed bump is in a two-way passage state. This can meet the needs of one-way traffic or local road sections that are only open for two-way traffic at specific times, and the operation is simple. Attached Figure Description

[0026] Figure 1 This is a top view of a speed bump as described in this invention.

[0027] Figure 2 This is the present invention. Figure 1 Sectional view of section AA (pop-up view).

[0028] Figure 3 This is the present invention. Figure 1 Sectional view of section AA (closed).

[0029] Figure 4 This is the present invention. Figure 1 Cross-sectional view at point BB.

[0030] Figure 5 This is a structural diagram of a speed bump as described in this invention under bidirectional driving conditions.

[0031] Figure 6 This is the present invention. Figure 2 A partially enlarged schematic diagram.

[0032] Figure 7 This is a demonstration diagram of the vehicle described in this invention traveling in the wrong direction.

[0033] In the diagram: 1. Base; 2. Speed ​​bump body; 21. Window; 22. First step structure; 23. Notch; 3. Rotating shaft; 4. One-way limiting mechanism; 41. First limiting plate; 411. Limiting block; 42. Stiffening plate; 43. Second limiting plate; 431. Second step structure; 5. Baffle; 6. First spring; 7. Sliding steel bar; 8. Second spring; 9. Cable through hole; 10. Cable deflector; 11. Cable; 12. Bolt fastener; 13. Steel plate; 14. Rubber strip; 15. Gap;

[0034] 100. Vehicle tires. Detailed Implementation

[0035] The specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and are not intended to limit the scope of the invention.

[0036] In the description of this invention, it should be understood that the terms "upper," "lower," "left," "right," "near," "far from," "inner," "outer," "clockwise," "counterclockwise," "between," "one side," "the other side," "end," etc., used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings are only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0037] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, unless otherwise explicitly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly, for example, referring to a fixed connection, a detachable connection, or an integral connection; a mechanical connection or an electrical connection; a direct connection or an indirect connection via an intermediate medium; or a connection within two components. Those skilled in the art will understand the specific meaning of these terms in this invention based on the specific circumstances.

[0038] like Figures 1-7As shown, this embodiment provides a speed bump, including a base 1, a speed bump body 2, a rotating shaft 3, a one-way limiting mechanism 4, and a switching mechanism. The speed bump body 2 has an arched structure and is mounted on the base 1. Multiple windows 21 are spaced apart along the length of the speed bump body 2. The rotating shaft 3 is rotatably mounted on the speed bump body 2 along its length and passes through the multiple windows 21. The one-way limiting mechanism 4 is mounted on the rotating shaft 3 and is installed corresponding to the windows 21. The switching mechanism is located between the base 1 and the speed bump body 2. The switching mechanism controls the one-way limiting mechanism 4, allowing the speed bump to switch between a one-way traffic state and a two-way traffic state. This embodiment has a simple structure and is easy to use. Multiple windows 21 are provided on the speed bump body 2, and a one-way limiting mechanism 4 is provided on the window 21. When the one-way limiting mechanism 4 is popped out, the speed bump is in a one-way passage state. The one-way limiting mechanism 4 can be retracted to the closed state by the switching mechanism. At this time, the speed bump is in a two-way passage state, which can meet the needs of one-way traffic or local road sections that are only open for two-way traffic at specific times. The operation is simple. In addition, by setting an arched structure on the base 1, the speed bump body 2 can generate a certain deformation when the vehicle passes over the speed bump, which can reduce the degree of vehicle bumping. The deformation stiffness can be adjusted by adjusting the force on both sides of the speed bump body 2, so that the vehicle can have a better experience when passing through at a limited speed.

[0039] In some embodiments, the base 1 is embedded in the ground so that the upper edge of the base 1 is flush with the ground. In this way, when a vehicle passes over the speed bump body 2, the speed bump can be prevented from shifting, thus ensuring its effectiveness.

[0040] To further limit the displacement of the speed bump body 2 in the direction of vehicle travel, a groove is provided on the base 1, and both sides of the speed bump body 2 abut against the inner edge of the groove. In this way, when the speed bump body 2 is deformed by pressure, both ends of it abut against the inner edge of the groove and no displacement will occur.

[0041] In some embodiments, in order to adjust the deformation stiffness of the speed bump body 2, a bolt fastener 12 is provided on one side of the speed bump body 2. The speed bump body 2 and the base 1 are threadedly connected by the bolt fastener 12. A steel plate 13 and a rubber strip 14 are provided between the other side of the speed bump body 2 and the inner edge of the groove. That is, under the premise that the speed bump body 2 has an arched structure, one side of the speed bump body 2 is fixed by the bolt fastener 12, while the other side is in a movable state. When the speed bump body 2 is subjected to vertical force, it will undergo horizontal compression deformation. Its movable side will compress the rubber strip 14 and the steel plate 13. The easier it is for the speed bump body 2 to undergo horizontal compression deformation, that is, the smaller the overall deformation stiffness. The thickness of the rubber strip 14 determines the deformation capacity of the speed bump body 2 in the horizontal direction. The stiffness of the speed bump body 2 can be adjusted by increasing or decreasing the number of rubber strips 14.

[0042] In other embodiments, the steel plate 13 and the rubber strip 14 can be arranged alternately. Since the steel plate 13 has high rigidity, it can uniformly transmit the deformation of the speed bump body 2 in the horizontal direction to the rubber strip 14, thereby avoiding excessive local stress on the rubber strip 14 and affecting its service life.

[0043] In some implementations, refer to Figure 2 and Figure 3 When the speed bump is in a one-way traffic state, the vehicle tire 100 will exert a horizontal thrust on the speed bump body 2 when it comes into contact with the speed bump body 2. Therefore, the vehicle travel direction is defined as from the bolt fastener 12 side to the rubber strip 14 side. The bolt fastener 12 is used to overcome the thrust, thereby preventing the speed bump body 2 from shifting and affecting its performance.

[0044] In some implementations, refer to Figures 2-4 The rotating shaft 3 is located on the side of the window 21 near the bolt fastener 12. The one-way limiting mechanism 4 includes a first limiting plate 41 and a second limiting plate 43. Specifically, an acute angle is formed between the first limiting plate 41 and the second limiting plate 43. The first limiting plate 41 and the second limiting plate 43 are integrally formed. Thus, the one-way limiting mechanism 4, as an integrally formed component, rotates around the rotating shaft 3. It can rotate clockwise or counterclockwise around the rotating shaft 3. When it rotates clockwise until the first limiting plate 41 covers the window 21, the speed bump is in a two-way passage state. When it rotates counterclockwise until the second limiting plate 43 covers the window 21, the speed bump is in a one-way passage state.

[0045] In other examples, since there is an acute angle between the first limiting plate 41 and the second limiting plate 43, in order to prevent the one-way limiting mechanism 4 from being crushed when the vehicle passes, a stiffening plate 42 is provided at the acute angle between the first limiting plate 41 and the second limiting plate 43 to enhance the overall rigidity of the one-way limiting mechanism 4; preferably, the stiffening plate 42 is integrally formed with the first limiting plate 41 and the second limiting plate 43.

[0046] In some embodiments, when the first limiting plate 41 covers the window 21 (i.e., in the closed state), in order to prevent the one-way limiting mechanism 4 from getting stuck in the window 21 and unable to pop out under the action of the vehicle's gravity, a baffle 5 is provided on the inner surface of the speed bump body 2 near the bolt fastener 12. When the second limiting plate 43 rotates around the rotation axis 3 toward the inside of the speed bump body 2, the second limiting plate 43 abuts against the baffle 5, that is, the baffle 5 provides a counterclockwise support force for the one-way limiting mechanism 4 to prevent the one-way limiting mechanism 4 from being damaged or failing.

[0047] In some implementations, such as Figure 6 As shown, when the second limiting plate 43 covers the window 21, the first limiting plate 41 is placed outside the window 21 (i.e., in the pop-out state). At this time, the speed bump is for one-way traffic. When a vehicle traveling in the opposite direction passes through, in order to avoid the vehicle tires 100 exerting too much force on the one-way limiting mechanism 4, causing the second limiting plate 43 to rotate to the outside of the window 21 and thus failing to achieve the one-way traffic function, a first step structure 22 is provided on the side of the window 21 away from the rotation axis 3, and a second step structure 431 is provided on the end of the second limiting plate 43 away from the rotation axis 3. The first step structure 22 and the second step structure 431 cooperate with each other to limit the counterclockwise rotation of the second limiting plate 43, effectively preventing the second limiting plate 43 from rotating to the outside of the window 21, thereby ensuring that the first limiting plate 41 always provides resistance to the tires of vehicles traveling in the opposite direction. Figure 7 As shown, since the speed bump body 2 has an arched structure, when the tire 100 of a vehicle traveling in the opposite direction contacts the first limiting plate 41, a clearance area is formed between the tire 100 and the second limiting plate 43, so that the tire 100 will not press on the second limiting plate 43. Thus, the tire 100 applies a counterclockwise rotational force to the first limiting plate 41. Since the second limiting plate 43 is clamped by the first step structure 22 and the second step structure 431, the first limiting plate 41 can overcome the counterclockwise rotational force applied by the tire 100, thereby preventing the tire 100 from passing through the first limiting plate 41, thus achieving the effect of restricting vehicle passage.

[0048] In some implementations, reference continues. Figure 6When a vehicle passes through the one-way limiting mechanism 4, a notch 23 is provided at the upper edge of the first step structure 22. A limiting block 411 is provided at the end of the first limiting plate 41 away from the rotation axis 3. The limiting block 411 and the notch 23 cooperate with each other to limit the clockwise rotation of the first limiting plate 41. The matching of the limiting block 411 and the notch 23 can also provide a certain support for the first limiting plate 41. Combined with the support of the baffle 5, the support strength of the one-way limiting mechanism 4 can be guaranteed, and the service life of the one-way limiting mechanism 4 can be extended.

[0049] In other embodiments, the limiting block 411 can be configured as a blade or a pointed shape, which can be used to damage the wheels of vehicles traveling in the opposite direction on a one-way road to prevent such vehicles from passing.

[0050] In other embodiments, to prevent the first limiting plate 41 or the second limiting plate 43 from jamming, a gap 15 of not less than 0.3 mm, preferably 0.5 mm, should be reserved when the first limiting plate 41 or the second limiting plate 43 covers the window 21.

[0051] To achieve the rotation of the one-way limiting mechanism 4, the switching mechanism in this embodiment includes a sliding steel bar 7, a cable 11, a first spring 6, and a second spring 8. The sliding steel bar 7 is slidably disposed within the sinkhole. Preferably, the sliding steel bar 7 is restricted to reciprocating movement only along the vehicle's direction of travel to avoid suspension that could affect the opening and closing of the one-way limiting mechanism 4. One end of the cable 11 is connected to the sliding steel bar 7, and the other end is connected to the end of the speed bump body 2 near the bolt fixing member 12. One end of the first spring 6 is connected to the sliding steel bar 7, and the other end is connected to the second limiting plate 43. One end of the second spring 8 is connected to the sliding steel bar 7, and the other end is connected to the end of the speed bump body 2 near the steel plate 13. Thus, the first spring 6 applies a counterclockwise rotational force to the second limiting plate 43 around the rotation axis 3, meaning the second limiting plate 43 always covers... The first limiting plate 41 covers the window 21, and the second limiting plate 43 restricts the counterclockwise rotation of the second limiting plate 43 through the cooperation of the first step structure 22 and the second step structure 431, so that the first limiting plate 41 is always placed in a specific position outside the window 21. When the vehicle travels in one direction, the vehicle tire 100 applies a force to the first limiting plate 41 to rotate clockwise around the rotation axis 3. When this force overcomes the elastic force of the first spring 6, the one-way limiting mechanism 4 rotates clockwise around the rotation axis 3 until the first limiting plate 41 covers the window 21. At this time, the first limiting plate 41 and the speed bump body 2 form an arched structure, and the vehicle can pass through. Conversely, when the vehicle travels in the opposite direction, the first limiting plate 41 is in the pop-out state. When the vehicle travels in the opposite direction, it provides a force to the first limiting plate 41 to rotate counterclockwise around the rotation axis 3, and the vehicle cannot pass through.

[0052] In some implementations, such as Figure 5As shown, when the speed bump needs to be used on a section of road where two-way traffic is permitted at a specific time, the first limiting plate 41 needs to always cover the window 21. Therefore, by pulling the sliding steel bar 7 with the cable 11, when the tension of the cable 11 overcomes the tension of the second spring 8, the sliding steel bar 7 moves to the left, thereby causing the second limiting plate 43 to rotate into the speed bump body 2 through the first spring 6 until the first limiting plate 41 tightly covers the window 21, thus enabling two-way traffic. When the cable 11 is released, the sliding steel bar 7 moves to the right and resets under the action of the second spring 8. At this time, the second limiting plate 43 pops out under the action of the first spring 6 and covers the window 21, and the first limiting plate 41 is popped out to enable one-way traffic.

[0053] It should be noted that, as Figure 2 As shown, when the speed bump is in a one-way traffic state, the first spring 6 is in a compressed state, that is, the first spring 6 always provides a counterclockwise rotational force to the second limiting plate 43, so that the second limiting plate 43 covers the position of the window 21. When the speed bump is in a two-way traffic state, that is, after the sliding steel bar 7 moves to the left, the first spring 6 is in a stretched state. At this time, the first spring 6 provides a clockwise rotational force to the second limiting plate 43, so that the first limiting plate 43 always covers the position of the window 21.

[0054] In some implementations, the width of a single first limiting plate 41 does not exceed 5cm, and the distance between two adjacent first limiting plates 41 does not exceed 10cm. In this way, when a vehicle passes through, most of the force of the tire can be transmitted to the speed bump body 2, and a small part of the force can be transmitted to the first limiting plate 41, so as to avoid damage to the one-way limiting mechanism 4 or cause the rotating shaft 3 to be bent.

[0055] In other embodiments, when a one-way limiting mechanism 4 or rotating shaft 3 is damaged, it can be replaced, reducing maintenance costs and extending the service life of the speed bump.

[0056] In other embodiments, the stiffness of the second spring 8 is much greater than that of the first spring 6, so that when the one-way limiting mechanism 4 is pressed down, the reaction force of the first spring 6 on the sliding steel bar 7 is insufficient to push the sliding steel bar 7 to the left, resulting in the cable 11 being in a slack state.

[0057] It should be noted that since the speed bump is equipped with multiple one-way limiting mechanisms 4, when a vehicle passes over it, it usually presses on a few of the one-way limiting mechanisms 4, not all of them. Therefore, even if the first spring 6 in the pressed one-way limiting mechanism 4 provides a reaction force to the sliding steel bar 7, under the action of multiple second springs 8, this reaction force is not enough to push the sliding steel bar 7 to move to the left.

[0058] In other embodiments, the width of the speed bump is no more than 90cm to facilitate installation and maintenance.

[0059] In some embodiments, to ensure that the sliding steel bar 7 always moves along a horizontal line, the switching mechanism also includes a cable deflector 10. The cable deflector 10 is fixed between the sliding steel bar 7 and the bolt fastener 12. The speed bump body 2 has a cable passage hole 9 on the side near the bolt fastener 12. One end of the cable 11 passes through the cable deflector 10 and is fixed in the cable passage hole 9. The direction of the force of the cable 11 is changed by the cable deflector 10 to ensure that the sliding steel bar 7 always moves along a horizontal line. The cable passage hole 9 is designed to facilitate manual adjustment of the length of the cable 11, thereby changing the position of the sliding steel bar 7 and realizing the switching between two-way and one-way traffic.

[0060] The working process of this invention is as follows: Refer to Figures 1-7 A groove adapted to the base 1 is dug in the road surface, and the base 1 is embedded in the groove so that the upper surface of the base 1 is horizontal with the ground. The stiffness of the speed bump body 2 is adjusted by the steel plate 13 and the rubber strip 14. The cable 11 is released, and the sliding steel strip 7 moves to the right under the action of the second spring 8. At this time, the first spring 6 pushes the second limiting plate 43 out to cover the window 21. The first limiting plate 41 is placed outside the speed bump body 2. At this time, the speed bump is in a one-way traffic state. When a vehicle passes over the speed bump, the vehicle tire 100 applies a force to the first limiting plate 41 to rotate clockwise around the rotation axis 3. When this force overcomes the elastic force of the first spring 6, the first limiting plate 41 rotates clockwise around the rotation axis 3 until the first... The limiting plate 41 covers the position of window 21. At this time, the second limiting plate 43 rotates to the inside of the speed bump body 2 and abuts against the baffle 5. After the vehicle passes, the first limiting plate 41 pops out again under the action of the first spring 6. When it is necessary to restore two-way traffic, the sliding steel bar 7 is pulled manually through the cable 11. When the pulling force overcomes the pulling force of the second spring 8, the sliding steel bar 7 moves to the left. At this time, the first spring 6 changes from a compressed state to a stretched state, thereby pulling the second limiting plate 43 to rotate clockwise around the rotation axis 3 until the first limiting plate 41 covers the position of window 21. The cable 11 is fixed at the position of the cable through hole 9. When it is necessary to cancel two-way traffic, the cable 11 is released to restore the first limiting plate 41 to the popped-out state.

[0061] In summary, this invention provides a speed bump with a simple structure. By setting an arched speed bump body 2 on the base 1, the speed bump body 2 can deform to a certain extent when a vehicle passes over it, reducing the degree of vehicle bumping. Furthermore, the deformation stiffness can be adjusted by adjusting the forces on both sides of the speed bump body 2, allowing vehicles to have a better experience when passing over it at a limited speed. In addition, by setting multiple windows 21 on the speed bump body 2 and setting a one-way limiting mechanism 4 on the windows 21, the speed bump is in a one-way passage state when the one-way limiting mechanism 4 is extended. The one-way limiting mechanism 4 can be retracted to a closed state by a switching mechanism, at which time the speed bump is in a two-way passage state. This can meet the needs of one-way traffic or local road sections where two-way traffic is only open at specific times, and the operation is simple.

[0062] The above description is merely a preferred embodiment of the present invention. It should be noted that those skilled in the art can make various improvements and substitutions without departing from the technical principles of the present invention, and these improvements and substitutions should also be considered within the scope of protection of the present invention. The basic principles, main features, and advantages of the present invention have been shown and described above. It is obvious to those skilled in the art that the present invention is not limited to the details of the above preferred embodiments. The embodiments should be considered exemplary and non-limiting. The scope of the present invention is defined by the appended claims rather than the foregoing description. Therefore, it is intended that all changes falling within the meaning and scope of the equivalents of the claims be included within the present invention.

[0063] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in the embodiments can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A speed bump characterized in that, The utility model relates to a kind of speed bump, including: Base (1), the sink groove is opened in the base (1); Speed bump body (2), the speed bump body (2) is arc structure, the speed bump body (2) is located on the base (1), and the two side edges of the speed bump body (2) are all with the inner edge of the sink groove abut, multiple windows (21) are spaced apart and are provided on the speed bump body (2) along the length direction of the speed bump body (2); Rotary shaft (3), the rotary shaft (3) is rotationally arranged on the speed bump body (2) along the length direction of the speed bump body (2), and the rotary shaft (3) penetrates multiple windows (21); One-way limiting mechanism (4), the one-way limiting mechanism (4) is installed on the rotary shaft (3), and the one-way limiting mechanism (4) is installed corresponding to the window (21);And Switching mechanism, the switching mechanism is arranged between the base (1) and speed bump body (2), and the switching mechanism is used to control the one-way limiting mechanism (4), so that the speed bump is switched between one-way traffic state and two-way traffic state; Wherein, one side of the speed bump body (2) is provided with bolt fixing part (12), the speed bump body (2) is threadedly connected with the base (1) by the bolt fixing part (12);Steel sheet (13) and rubber strip (14) are arranged between the other side of the speed bump body (2) and the inner edge of the sink groove.

2. A speed hump as claimed in claim 1, wherein The rotary shaft (3) is arranged on the side of the window (21) close to the bolt fixing part (12), the one-way limiting mechanism (4) includes first limiting plate (41) and second limiting plate (43), when the first limiting plate (41) covers the window (21), the speed bump is two-way traffic state, when the second limiting plate (43) covers the window (21), the speed bump is one-way traffic state.

3. A speed hump as claimed in claim 2, wherein The acute angle is formed between the first limiting plate (41) and the second limiting plate (43), and the stiffened plate (42) is arranged at the acute angle between the first limiting plate (41) and the second limiting plate (43), and the first limiting plate (41), the stiffened plate (42) and the second limiting plate (43) are integrally formed.

4. A speed hump as claimed in claim 3, wherein The inner surface of the speed bump body (2) close to the side of the bolt fixing part (12) is provided with baffle (5), when the second limiting plate (43) rotates to the inside of the speed bump body (2) around the rotary shaft (3), the second limiting plate (43) abuts with the baffle (5).

5. A speed hump as claimed in claim 4, wherein The side of the window (21) away from the rotary shaft (3) is provided with first step structure (22), one end of the second limiting plate (43) away from the rotary shaft (3) is provided with second step structure (431), and the first step structure (22) and the second step structure (431) are matched to limit the counterclockwise rotation of the second limiting plate (43).

6. A speed hump as claimed in claim 5 wherein, The upper edge of the first step structure (22) is provided with a gap (23), one end of the first limiting plate (41) away from the rotating shaft (3) is provided with a limiting block (411), and the limiting block (411) and the gap (23) are matched with each other to limit the clockwise rotation of the first limiting plate (41).

7. A speed hump as claimed in claim 6 wherein, The switching mechanism comprises: A sliding steel bar (7) is slidingly arranged in the sink; A pull cable (11) is connected to one end of the sliding steel bar (7) and the other end of the sliding steel bar (7) is connected to one end of the deceleration belt body (2) close to the bolt fixing part (12); A first spring (6) is connected to one end of the sliding steel bar (7) and the other end of the sliding steel bar (7) is connected to the second limiting plate (43); and A second spring (8) is connected to one end of the sliding steel bar (7) and the other end of the sliding steel bar (7) is connected to one end of the deceleration belt body (2) close to the steel plate (13).

8. A speed hump as claimed in claim 7, wherein The switching mechanism further comprises a pull cable diverter (10) fixed between the sliding steel bar (7) and the bolt fixing part (12), a pull cable passing hole (9) is formed in one side of the deceleration belt body (2) close to the bolt fixing part (12), and one end of the pull cable (11) is fixed in the pull cable passing hole (9) after passing through the pull cable diverter (10).

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