A deceleration system and deceleration method based on magneto-rheological fluid

Abstract

The application relates to a deceleration system and method based on a magneto-rheological fluid in the technical field of road traffic, which comprises at least one mounting groove, a plurality of bases embedded in the mounting groove, a driving deceleration mechanism and a driven deceleration mechanism arranged in the bases, a deceleration belt arranged above the bases, a detection mechanism and a control cabinet; the detection mechanism is used for detecting the current vehicle speed at a preset distance away from the deceleration belt and sending the vehicle speed information to the control cabinet; the driving deceleration mechanism is used for making the deceleration belt reciprocate in a buffer space when a vehicle drives through the deceleration belt; and the driven deceleration mechanism is used for making the vehicle decelerate through the deceleration belt by the damping generated by the magneto-rheological fluid when the vehicle drives at a speed higher than a speed limit. Through cooperation of the driving deceleration mechanism and the driven deceleration mechanism, the application realizes one-stage and two-stage deceleration functions for vehicles not driving at a speed higher than the speed limit and vehicles driving at a speed higher than the speed limit respectively, improves road traffic safety and comfort, and has a self-power supply function, and is more green and environment-friendly.

Description

Technical Field

[0001] This invention belongs to the field of road traffic technology, specifically relating to a deceleration system and method based on magnetorheological fluid. Background Technology

[0002] The continuous development of smart materials technology has created favorable conditions for the further improvement of deceleration systems. Magnetorheological fluids (MRFs), as a type of smart material, exhibit Newtonian fluid properties without any external magnetic field, but undergo a "solidification" reaction under a strong magnetic field. Based on this principle, they are widely used in driving, braking, and other fields.

[0003] Currently, the widely used road speed bump devices adopt an indiscriminate deceleration method, which has a good deceleration effect on large vehicles, but for small vehicles traveling at low speeds, the resulting bumps greatly affect driving comfort. Furthermore, this deceleration method cannot effectively recover and utilize kinetic energy during vehicle deceleration.

[0004] Chinese patent CN103061287B discloses a magnetorheological fluid speed bump. This speed bump improves ride comfort by filling a cylinder with magnetorheological fluid and arranging electromagnetic coils within a long groove cavity, thereby reducing rigid contact and stress between the speed bump and the vehicle within permissible speed ranges. However, this speed bump requires a large amount of magnetorheological fluid and only has a single deceleration mode, resulting in a mediocre deceleration effect. Furthermore, the electromagnetic coils are directly placed within the long groove, limiting their control over the large amount of magnetorheological fluid within the cylinder. Additionally, the concentrated thermal load generated by the magnetorheological fluid during operation is significant, leading to low instantaneous control sensitivity of the speed bump as a whole. Summary of the Invention

[0005] In view of the shortcomings of the prior art, the purpose of this invention is to provide a magnetorheological fluid-based deceleration system and deceleration method with a compact and reasonable structure, fast transient response of magnetorheological fluid, and two-stage deceleration function.

[0006] According to the present invention, a deceleration system based on magnetorheological fluid includes at least one mounting trench excavated perpendicular to the length of the lane, multiple bases embedded in the mounting trench, an active deceleration mechanism and a driven deceleration mechanism disposed within the bases, a speed bump disposed above the multiple bases, a detection mechanism, and a control cabinet disposed on the roadside. The detection mechanism is used to detect the current vehicle speed at a preset distance from the speed bump and send the vehicle speed information to the control cabinet. The lower surface of the speed bump is flush with the road surface where the lane is located, and a buffer space is left between the speed bump and the base. The active deceleration mechanism is used to cause the speed bump to reciprocate within the buffer space when the vehicle travels over the speed bump. The driven deceleration mechanism is used to prevent the active deceleration mechanism from moving downward through the damping generated by the magnetorheological fluid when the vehicle is speeding, thereby decelerating the vehicle when it passes over the speed bump. The control cabinet is used to determine whether the vehicle is speeding based on the received vehicle speed information and to drive the driven deceleration mechanism to work when the vehicle is speeding.

[0007] In some embodiments, the base includes a hollow mounting cylinder with a chassis at the bottom and a lateral limiting sleeve at the top; the speed bump is connected to the active speed reduction mechanism via a push rod I, and the side wall of the push rod I reciprocates relative to the inner wall of the lateral limiting sleeve.

[0008] In some embodiments, the active deceleration mechanism includes a main piston I and a main piston II arranged vertically opposite each other. A plurality of springs I are evenly arranged between the main piston I and the main piston II. The top of the main piston I is fixedly connected to the push rod I, and the main piston II is drivenly connected to the driven deceleration mechanism.

[0009] In some embodiments, the driven deceleration mechanism includes a hollow irregular cylindrical cylinder, the top of which is fixedly connected to the mounting cylinder, a limit stop is provided on the inner side wall of the irregular cylindrical cylinder, and multiple solution chambers are provided at the inner bottom of the irregular cylindrical cylinder, each solution chamber being filled with magnetorheological fluid, and the main piston II reciprocates between the solution chamber and the limit stop.

[0010] In some embodiments, the sidewall of the irregular cylindrical shaft is provided with channels corresponding to the solution chambers, the channels are connected to the solution chambers, and a slave piston I is provided in the channel; each solution chamber is provided with a push rod II and a slave piston II, the top of the push rod II is fixedly connected to the main piston II, and the bottom is fixedly connected to the slave piston II; an excitation coil is provided between the outer sidewall of the irregular cylindrical shaft and the mounting cylinder, and when the excitation coil is energized, the magnetorheological fluid in the solution chamber generates damping, which prevents the slave piston II from moving downward.

[0011] In some embodiments, the deceleration system further includes an energy storage mechanism, which includes a hollow conversion cylinder and an energy storage device. The side wall of the conversion cylinder is fixedly connected to the chassis, and a fan assembly is disposed inside the conversion cylinder. A conversion piston and a push rod III are disposed above the fan assembly. The top of the push rod III is drivenly connected to the active deceleration mechanism, and the bottom is fixedly connected to the conversion piston. The fan assembly converts wind energy into electrical energy and stores it in the energy storage device through the reciprocating up and down movement of the conversion piston.

[0012] In some embodiments, the speed bump includes a speed bump body, which includes at least one light-transmitting part made of a light-transmitting material, and at least one light-transmitting shell is disposed inside the light-transmitting part, with an LED light source disposed inside each light-transmitting shell.

[0013] In some implementations, the detection mechanism of the deceleration system is also used to detect the light intensity of the road environment and send the light intensity information to the control cabinet. When the light intensity value is less than the preset light intensity value, the control cabinet controls the LED light source to emit light.

[0014] Furthermore, the present invention also provides a deceleration method based on magnetorheological fluid, which employs any of the above-mentioned deceleration systems, the method comprising:

[0015] Receive vehicle speed information sent by the testing agency;

[0016] Determine whether the vehicle is speeding based on vehicle speed information;

[0017] If not, the kinetic energy generated by the vehicle passing over the speed bump will be converted into electrical energy through an energy storage mechanism and stored in the energy storage device;

[0018] If so, the energy storage device is controlled to supply power to the excitation coil. Under the action of the magnetic field generated by the excitation coil, the magnetorheological fluid of the driven deceleration mechanism generates damping, causing the vehicle to decelerate as it passes over the speed bump. When the detection mechanism detects that the speeding vehicle has left the speed bump, the energy storage device is controlled to stop supplying power to the excitation coil.

[0019] In some implementations, the method further includes, before receiving vehicle speed information:

[0020] Receive real-time light intensity information sent by the testing agency;

[0021] Determine whether the light intensity value in the light intensity information is less than the preset light intensity value;

[0022] If so, the LED light source will be turned on when the vehicle speed information sent by the testing agency is received; and the LED light source will be turned off when the testing agency detects that the vehicle has left the speed bump.

[0023] If not, then keep the LED light source off.

[0024] Compared with the prior art, the present invention has the following beneficial effects:

[0025] 1. The deceleration system provided by the present invention adopts an active deceleration mechanism and a driven deceleration mechanism in combination to achieve first-level and second-level deceleration functions for vehicles that are not speeding and vehicles that are speeding, respectively. It is highly targeted and can effectively improve the driving comfort of low-speed vehicles and reduce the driving speed of speeding vehicles, thereby improving road traffic safety.

[0026] 2. The deceleration system provided by the present invention uses magnetorheological fluid to realize the reciprocating motion of piston I and piston II in the driven deceleration mechanism, which not only reduces the deposition phenomenon of magnetorheological fluid, but also effectively extends the service life of magnetorheological fluid; at the same time, the excitation coil adopts a side-mounted design, which is compact in structure and has no non-working gap, making the transient response of magnetorheological fluid faster, thereby improving the two-stage deceleration effect of the deceleration belt.

[0027] 3. The deceleration system provided by the present invention converts the kinetic energy generated during the deceleration process into electrical energy for storage and self-powered application by setting an energy storage mechanism, which is more green and environmentally friendly, and also greatly reduces the difficulty of laying power supply lines on the road.

[0028] 4. The deceleration method provided by this invention adjusts the external magnetic field according to the real-time detected vehicle speed information, so that the magnetorheological fluid generates different shear yield stresses in the working channel, causing the deceleration system to achieve different deceleration effects for vehicles that are not speeding and those that are speeding. The control process is simple and convenient, and the stability is strong. At the same time, it can also control the LED light source to turn on or off according to the real-time detected ambient light intensity information, so that the speed bump can actively emit light in a dark environment, allowing the driver to see the location of the speed bump and slow down in time. Attached Figure Description

[0029] Other features, objects, and advantages of the present invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0030] Figure 1 This is a top view of the deceleration system provided by the present invention.

[0031] Figure 2 A cross-sectional structural diagram of the deceleration system provided by the present invention;

[0032] Figure 3 This is a three-dimensional structural diagram of the combination of the base and the speed bump in this invention;

[0033] Figure 4 for Figure 3 A schematic diagram of the cross-sectional structure of the base and speed bump combination shown;

[0034] Figure 5 This is a three-dimensional structural diagram of the irregularly shaped cylindrical shaft in this invention.

[0035] Among them: 100, lane; 200, mounting slot; 210, wiring slot; 300, base; 310, mounting cylinder; 320, chassis; 330, lateral limiting sleeve; 340, excitation coil; 400, active deceleration mechanism; 410, push rod I; 420, main piston I; 430, spring I; 440, main piston II; 450, anti-vibration assembly; 500, driven deceleration mechanism; 510, irregularly shaped cylindrical cylinder; 520, solution chamber; 530, channel; 540, from... Piston I, 550, Push rod II, 560, Follow piston II, 570, Limit stop, 580, Baffle plate, 600, Speed ​​bump, 610, Speed ​​bump body, 611, Light-transmitting part, 612, Non-light-transmitting part, 620, LED light source, 630, Light-transmitting housing, 700, Detection mechanism, 800, Energy storage mechanism, 810, Converter cylinder, 820, Fan assembly, 830, Converter piston, 840, Push rod III, 850, Energy storage device, 900, Control cabinet. Detailed Implementation

[0036] The present invention will now be described in detail with reference to specific embodiments. These embodiments will help those skilled in the art to further understand the present invention, but do not limit the invention in any way. It should be noted that those skilled in the art can make several changes and improvements without departing from the concept of the present invention. These all fall within the protection scope of the present invention.

[0037] Example 1

[0038] like Figures 1 to 4As shown, this embodiment provides a deceleration system based on magnetorheological fluid, including at least one mounting groove 200 excavated perpendicular to the length of lane 100, multiple bases 300 embedded in the mounting groove 200, an active deceleration mechanism 400 and a driven deceleration mechanism 500 disposed in the bases 300, a speed bump 600 disposed above the multiple bases 300, a detection mechanism 700, and a control cabinet 900 disposed on the roadside; the detection mechanism 700 is used to detect the current vehicle speed at a preset distance from the speed bump 600 and send the vehicle speed information to the control cabinet 900; the lower surface of the speed bump 600 is flush with the road surface where lane 100 is located, and a buffer space is left between the speed bump 600 and the base 300; the active deceleration mechanism 400 is used for vehicle... When a vehicle passes over the speed bump 600, the speed bump 600 moves back and forth in the buffer space. The driven deceleration mechanism 500 is used to prevent the active deceleration mechanism 400 from moving downward when the vehicle is speeding. The damping generated by the magnetorheological fluid prevents the vehicle from decelerating over the speed bump 600. Thus, through the cooperation of the active deceleration mechanism 400 and the driven deceleration mechanism 500, first-level and second-level deceleration functions are realized for vehicles that are not speeding and vehicles that are speeding, respectively, to improve the driving comfort of speeding vehicles and reduce the speed of speeding vehicles, thereby improving road traffic safety. The control cabinet 900 is used to determine whether the vehicle is speeding based on the received vehicle speed information and to drive the driven deceleration mechanism 500 to work when the vehicle is speeding. The control cabinet 900 can be installed on the roadside surface or roadside poles nearby.

[0039] In this embodiment, the detection mechanism 700 can use a camera to achieve the requirements of speed measurement and vehicle departure detection. Alternatively, radar speed measurement combined with camera detection of vehicle position can also be used. It should be noted that in other optional embodiments, real-time vehicle detection can also be achieved by pre-embedding geomagnetic coils in the road surface and speed bump 600, but this invention does not impose specific limitations on this method. Figure 1 The example provided uses the 700 testing agency as a simple illustration.

[0040] In road environments with low speed limits, a single installation slot 200 can be excavated to install a deceleration system. However, when speed limits are high and large vehicles and speeding vehicles frequently pass through, multiple installation slots 200 can be excavated at intervals to install multiple deceleration systems, thereby improving the traffic safety of the road section.

[0041] In some optional embodiments, the base 300 includes a hollow mounting cylinder 310, with a chassis 320 at the bottom and a lateral limiting sleeve 330 at the top. The speed bump 600 is connected to the active deceleration mechanism 400 via a push rod I410, the side wall of which reciprocates relative to the inner wall of the lateral limiting sleeve 330. When a vehicle passes over the speed bump 600 at low speed, the speed bump 600 is pressed down, causing the push rod I410 to move down along the inner wall of the lateral limiting sleeve 330. When the vehicle leaves the speed bump 600, the push rod I410 rebounds, causing the speed bump 600 to move back to its initial position. This effectively ensures the comfort of low-speed vehicles.

[0042] In some optional embodiments, the active deceleration mechanism 400 includes a main piston I420 and a main piston II440 arranged vertically opposite each other. A plurality of springs I430 are evenly arranged between the main piston I420 and the main piston II440. The elastic force of the springs I430 is used to make the main piston I420 move back and forth relative to the main piston II440, thereby relieving the vehicle pressure on the speed bump 600. The top of the main piston I420 is fixedly connected to the push rod I410. Under the combined action of the push rod I410 and the springs I430, the speed bump 600 rebounds to the initial position. The main piston II440 is drivenly connected to the driven deceleration mechanism 500. The speed bump 600 further decelerates the speeding vehicle through the magnetorheological fluid principle of the driven deceleration mechanism 500.

[0043] To prevent the spring I430 from vibrating up and down when the vehicle passes over the speed bump 600 at high speed, in some optional embodiments, an annular anti-vibration component 450 is embedded in the side wall of the push rod I410. Preferably, the anti-vibration component 450 adopts a combination structure of a rubber ring and multiple high-strength small springs. When the vehicle leaves the speed bump 600, the push rod I410 is blocked by the lateral limiting sleeve 330 and the anti-vibration component 450 each time it rebounds upward, preventing it from moving downward. This reduces the oscillation phenomenon of the active deceleration mechanism 400, making the speed bump 600 more stable when it rebounds as a whole.

[0044] In some alternative implementations, combined with Figure 5As shown, the driven reduction mechanism 500 includes a hollow irregular cylindrical cylinder 510. The top of the irregular cylindrical cylinder 510 is fixedly connected to the mounting cylinder 310. A limit block 570 is provided on the inner side wall of the irregular cylindrical cylinder 510. The limit block 570 can be an integral ring structure or a structure of multiple bosses spaced apart, so as to limit the main piston II 440 below the limit block 570. A plurality of solution chambers 520 are provided at the inner bottom of the irregular cylindrical cylinder 510. The solution chambers 520 are located below the limit block 570. Each solution chamber 520 is filled with magnetorheological fluid. The main piston II 440 reciprocates between the solution chamber 520 and the limit block 570.

[0045] In some optional embodiments, the sidewall of the irregular cylindrical shaft 510 is provided with channels 530 corresponding to the solution chambers 520. The channels 530 communicate with the solution chambers 520, and a slave piston I 540 is provided in each channel 530. Each solution chamber 520 is provided with a push rod II 550 and a slave piston II 560. The top of the push rod II 550 is fixedly connected to the main piston II 440, and the bottom is fixedly connected to the slave piston II 560. When the main piston II 440 moves downward without a speeding vehicle running over the speed bump 600, the speed bump... The piston II 560 squeezes the fluid-like magnetorheological fluid in the solution chamber 520, and the excess magnetorheological fluid flows into the channel 530. At this time, the piston I 540 moves upward to buffer the force. When the vehicle leaves the speed bump 600, the magnetorheological fluid in the solution chamber 520 returns to the initial level. At this time, the piston I 540 moves downward to the initial position. During this process, the reciprocating motion of the piston I 540 and the piston II 560 is achieved by the magnetorheological fluid, which not only reduces the deposition phenomenon of the magnetorheological fluid, but also helps to extend the service life of the magnetorheological fluid.

[0046] An excitation coil 340 is installed between the outer wall of the irregular cylindrical cylinder 510 and the mounting cylinder 310. The excitation coil 340 adopts a side-mounted design, which is compact in structure and has no non-working gaps, making the transient response of the magnetorheological fluid faster, thus improving the secondary deceleration effect of the speed bump 600. Specifically, when a vehicle is about to exceed the speed limit and pass over the speed bump 600, the excitation coil 340 is energized, and the magnetorheological fluid in the solution chamber 520 generates damping, which hinders the downward movement of the piston II 560, thus limiting the downward distance of the speed bump 600. At this time, the speed bump 600 is higher than the road surface compared to the non-speeding situation, and this higher part provides a deceleration buffer for the speeding vehicle.

[0047] Furthermore, since the size ratio of the solution chamber 520 to the excitation coil 340 can be designed to be smaller, the concentrated thermal load generated by the magnetorheological fluid in each solution chamber 520 is smaller, which effectively improves the sensitivity of the instantaneous control of the deceleration system.

[0048] In some alternative embodiments, one end of the channel 530 is connected to the solution chamber 520 and the other end is connected to the hollow part of the irregular cylindrical cylinder 510. In order to confine the piston I540 within the channel 530, a baffle 580 can be provided at the end connected to the hollow part of the irregular cylindrical cylinder 510 to ensure the sealing requirements of the magnetorheological fluid within the channel 530.

[0049] Example 2

[0050] This embodiment 2 is based on embodiment 1, and recovers and utilizes the kinetic energy generated by the deceleration system by setting up an energy storage mechanism 800. Specifically, as shown... Figures 1 to 4 As shown, the deceleration system also includes an energy storage mechanism 800, which includes a hollow conversion cylinder 810 and an energy storage device 850. The side wall of the conversion cylinder 810 is fixedly connected to the chassis 320. A fan assembly 820 is installed inside the conversion cylinder 810. A conversion piston 830 and a push rod III 840 are installed above the fan assembly 820. The top of the push rod III 840 is connected to the active deceleration mechanism 400, and the bottom is fixedly connected to the conversion piston 830. The fan assembly 820 converts wind energy into electrical energy and stores it in the energy storage device 850 through the reciprocating movement of the conversion piston 830. The energy storage device 850 is located on the outside of the conversion cylinder 810, and the energy storage devices 850 under each base 300 are electrically connected to each other.

[0051] In this embodiment, when the speed bump 600 moves downward under the pressure of a vehicle, the active speed reducer mechanism 400 drives the conversion piston 830 downward. During the downward movement, the kinetic energy of the conversion piston 830 is converted into wind energy, which then drives the fan assembly 820 to rotate. The rotor converts the wind energy into mechanical energy, which is then further converted into kinetic energy and stored by the energy storage device 850. When the speed bump 600 moves upward and resets, the conversion piston 830 moves upward synchronously and continues to drive the fan assembly 820 to rotate during the upward movement, achieving secondary energy storage. In this case, the energy storage device 850 is electrically connected to the excitation coil 340 to supply power to the excitation coil 340 when the vehicle is speeding, thereby decelerating the vehicle through the damping generated by the magnetorheological fluid. At the same time, each energy storage device 850 is electrically connected to the roadside control cabinet 900 via a bus to collect excess electrical energy to the power supply module of the control cabinet 900, and then use the power supply module to power other equipment or its own parts. In other words, the control cabinet 900 integrates signal control and energy storage functions, which greatly reduces the difficulty of laying power supply lines on site.

[0052] The construction steps of the deceleration system in this embodiment include: excavating one or more installation trenches 200 at suitable locations on lane 100, with the depth of the installation trenches 200 being appropriately large to facilitate subsequent wiring; then pre-burying wiring trenches 210, which, on the one hand, collect a portion of the electrical energy from each energy storage device 850 to the control cabinet 900 for further recycling, and on the other hand, transmitting control commands from the control cabinet 900 to each base 300 via signal lines to effectively control each excitation coil 340; then pouring concrete and other road construction materials, reserving installation positions for the bases 300 during the pouring process; after the road construction materials have cured, installing the entire deceleration system, ensuring that the lower surface of the speed bump 600 is flush with the road surface of lane 100, and leaving a certain buffer space between the speed bump 600 and the base 300; finally, arranging the wiring, installing the control cabinet 900, and testing the various functions of the deceleration system through the control cabinet 900 to ensure they meet the requirements.

[0053] In some optional embodiments, the speed bump 600 includes a speed bump body 610, which includes at least one light-transmitting part 611 made of a light-transmitting material. At least one light-transmitting shell 630 is disposed within the light-transmitting part 611, and each light-transmitting shell 630 contains an LED light source 620. The LED light source 620 can achieve its luminous effect through self-powered or externally powered methods. Self-powered methods include being powered by the power supply module of the control cabinet 900, or achieving self-sufficiency in electrical energy through photoelectric conversion, which is more environmentally friendly. Externally powered methods involve connecting to an external power source via a line. It should be noted that this invention does not impose specific limitations on the power supply method of the LED light source 620; the power supply can be configured according to actual needs during application.

[0054] In some optional embodiments, the speed bump body 610 further includes at least one non-transparent portion 612, which is made of opaque materials such as rubber or metal to improve the deceleration effect; the transparent portion 611 is made of a transparent material with high transparency, low warpage, dimensional stability, and excellent mechanical properties, such as polypropylene. The number, size, and arrangement of the transparent and non-transparent portions 611 and 612 can be set according to actual needs, and the present invention does not impose specific limitations in this regard. Figure 1 The illustration only uses the example of light-transmitting parts 611 and non-light-transmitting parts 612 arranged at intervals.

[0055] In some optional implementations, the detection mechanism 700 of the deceleration system is also used to detect the light intensity of the road environment. That is, the detection mechanism 700 also integrates a light intensity detection module. The light intensity detection module detects the ambient light intensity of the road in real time and sends the light intensity information to the control cabinet 900. When the light intensity value is less than the preset light intensity value, which is usually at night or in bad weather conditions such as cloudy days, the control cabinet 900 controls the LED light source 620 to emit light, so as to provide drivers with the location of the speed bump 600 and a deceleration reminder by illuminating the speed bump 600, thereby further improving the road traffic safety. When the light intensity value is greater than or equal to the preset light intensity value, which is usually during the day when the light is good, the driver can actively see the speed bump 600 without illuminating it, thus saving energy.

[0056] In the fabrication of the speed bump 600, the LED light source 620 is first assembled with the light-transmitting housing 630, and then assembled with the speed bump body 610. This assembly method can be integral casting or the various structures can be fixed together using adhesives, screws, etc. This invention does not impose specific limitations on this method. In some optional embodiments, the LED light source 620 achieves self-powered operation through photoelectric conversion. The upper part of the light-transmitting housing 630 is coated with a light-concentrating coating. Light enters through the light holes of the light-concentrating coating and is amplified by the coating, charging the energy storage module of the LED light source 620, thus converting natural light into illumination light. When the ambient light intensity is less than a preset light intensity value, the energy storage module can automatically power the LED light source 620 when a vehicle is about to pass over the speed bump 600, providing a luminous warning to the driver. It should be noted that the application of light-concentrating coatings in photoelectric conversion is already quite common, so this invention will not elaborate further.

[0057] Example 3

[0058] This embodiment 3 provides a deceleration method based on magnetorheological fluid, such as... Figures 1 to 4 As shown, the deceleration system described in any of the above embodiments is used to decelerate passing speeding vehicles. The method includes:

[0059] Receive vehicle speed information sent by the testing agency 700; the testing agency 700 can use a camera to achieve the requirements of speed measurement and whether the vehicle has left the vehicle, or it can use radar speed measurement and camera to detect the vehicle's position.

[0060] The system determines whether a vehicle is speeding based on its speed information. The speed limit for lane 100 is generally used as the benchmark. If the speed limit is exceeded, the vehicle is considered to be speeding; otherwise, it is considered not speeding. The speed limit for lane 100 varies for different lanes.

[0061] If not, the kinetic energy generated by the vehicle passing over the speed bump 600 will be converted into electrical energy by the energy storage mechanism 800 and stored in the energy storage device 850. At this time, the passing vehicle is not speeding, and the conversion of kinetic energy to electrical energy can be achieved through the energy storage mechanism 800 by the active deceleration mechanism 400. At the same time, the driver's driving comfort is better due to the downward movement of the speed bump 600.

[0062] If so, the energy storage device 850 supplies power to the excitation coil 340. Under the action of the magnetic field generated by the excitation coil 340, the magnetorheological fluid of the driven deceleration mechanism 500 generates damping, limiting the speed bump 600 from moving further down. At this time, the speed bump 600 is higher than the road surface compared to the non-speeding situation. This higher part provides a deceleration buffer for the speeding vehicle, allowing the vehicle to decelerate and pass over the speed bump 600. When the detection mechanism 700 detects that the speeding vehicle has left the speed bump 600, the energy storage device 850 stops supplying power to the excitation coil 340. That is, once the vehicle leaves the speed bump 600, the magnetic field is removed, allowing the magnetorheological fluid to return to a fluid state. The deceleration system enters an idle period, waiting to be restarted when the next speeding vehicle is detected, which helps to save energy.

[0063] This embodiment adjusts the external magnetic field based on the real-time detected vehicle speed information, causing the magnetorheological fluid to generate different shear yield stresses in the working channel 530, thus enabling the deceleration system to achieve different deceleration effects for vehicles that are not speeding and those that are speeding. The control process is simple and convenient, and the stability is strong.

[0064] In some optional implementations, the deceleration method further includes, before receiving vehicle speed information:

[0065] The light intensity information is received in real time from the testing agency 700. That is, the testing agency 700 also integrates a light intensity detection module. The light intensity detection module detects the ambient light intensity of the road in real time and sends the light intensity information to the control cabinet 900.

[0066] Determine whether the light intensity value in the light intensity information is less than the preset light intensity value. The preset light intensity value should be set so that the human eye can clearly see the speed bump 600 at the speed measuring point of the detection mechanism 700 under this ambient light intensity.

[0067] If so, this usually occurs at night or in inclement weather conditions such as overcast skies. When the vehicle speed information sent by the detection agency 700 is received, it indicates that a vehicle is about to pass over the speed bump 600. The LED light source 620 is activated to allow the driver to see the location of the speed bump 600 in time and actively slow down to pass, or slow down under the forced action of the speed bump 600, further improving road safety. When the detection agency 700 detects that the vehicle has left the speed bump 600, the LED light source 620 is turned off to save energy.

[0068] If not, then it is usually daytime with good lighting, and the driver can actively see the speed bump 600 without turning it on. The LED light source 620 can be kept off to save energy.

[0069] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0070] Specific embodiments of the present invention have been described above. It should be understood that the present invention is not limited to the specific embodiments described above, and those skilled in the art can make various changes or modifications within the scope of the claims, which do not affect the essence of the present invention. Unless otherwise specified, the embodiments and features described in this application can be arbitrarily combined with each other.

Claims

1. A magnetorheological fluid-based deceleration system, characterized by, It includes at least one mounting groove (200) excavated perpendicular to the length of the lane (100), multiple bases (300) buried in the mounting groove (200), an active deceleration mechanism (400) and a driven deceleration mechanism (500) disposed in the bases (300), a speed bump (600) disposed above the multiple bases (300), a detection mechanism (700), and a control cabinet (900) disposed on the roadside; The detection mechanism (700) is used to detect the current vehicle speed at a preset distance from the speed bump (600) and send the vehicle speed information to the control cabinet (900). The lower surface of the speed bump (600) is flush with the road surface where the lane (100) is located, and a buffer space is left between the speed bump (600) and the base (300); the speed bump (600) is connected to the active deceleration mechanism (400) through push rod I (410); The active deceleration mechanism (400) is used to make the speed bump (600) reciprocate in the buffer space when the vehicle travels over the speed bump (600); The driven deceleration mechanism (500) is used to prevent the active deceleration mechanism (400) from moving downward when the vehicle is speeding by using the damping generated by the magnetorheological fluid, so that the vehicle decelerates as it passes over the speed bump (600). The control cabinet (900) is used to determine whether the vehicle is speeding based on the received vehicle speed information, and to drive the driven deceleration mechanism (500) to work when the vehicle is speeding. The driven deceleration mechanism (500) includes a hollow irregular cylindrical tube (510), the top of which is fixedly connected to the mounting tube (310), a limit stop (570) is provided on the inner side wall of the irregular cylindrical tube (510), and a plurality of solution chambers (520) are provided at the bottom of the irregular cylindrical tube (510). Each solution chamber (520) is filled with magnetorheological fluid, and the main piston II (440) reciprocates between the solution chamber (520) and the limit stop (570). The side wall of the irregular cylindrical shaft (510) is provided with a channel (530) corresponding to the solution chamber (520) one by one. The channel (530) is connected to the solution chamber (520), and a piston I (540) is provided in the channel (530). Each of the solution chambers (520) is provided with a push rod II (550) and a slave piston II (560), the top of the push rod II (550) being fixedly connected to the main piston II (440) and the bottom being fixedly connected to the slave piston II (560); An excitation coil (340) is provided between the outer wall of the irregular cylindrical cylinder (510) and the mounting cylinder (310). When the excitation coil (340) is energized, the magnetorheological fluid in the solution cavity (520) generates damping, which prevents the piston II (560) from moving down. The active deceleration mechanism (400) includes a main piston I (420) and a main piston II (440) arranged opposite each other. A plurality of springs I (430) are evenly arranged between the main piston I (420) and the main piston II (440). The top of the main piston I (420) is fixedly connected to the push rod I (410). The main piston II (440) is drivenly connected to the driven deceleration mechanism (500).

2. The magnetorheological fluid-based deceleration system of claim 1, wherein, The base (300) includes a hollow mounting cylinder (310), with a chassis (320) at the bottom and a transverse limiting sleeve (330) at the top; the side wall of the push rod I (410) reciprocates relative to the inner wall of the transverse limiting sleeve (330).

3. The magnetorheological fluid-based deceleration system of claim 2, wherein, The deceleration system also includes an energy storage mechanism (800), which includes a hollow conversion cylinder (810) and an energy storage device (850). The side wall of the conversion cylinder (810) is fixedly connected to the chassis (320), and a fan assembly (820) is provided inside the conversion cylinder (810). A conversion piston (830) and a push rod III (840) are provided above the fan assembly (820). The top of the push rod III (840) is connected to the active deceleration mechanism (400) and the bottom is fixedly connected to the conversion piston (830). The fan assembly (820) converts wind energy into electrical energy and stores it in the energy storage device (850) by the reciprocating up and down movement of the conversion piston (830).

4. The magnetorheological fluid-based deceleration system of claim 1, wherein, The speed bump (600) includes a speed bump body (610), the speed bump body (610) includes at least one light-transmitting part (611) made of light-transmitting material, and at least one light-transmitting shell (630) is provided inside the light-transmitting part (611), and each light-transmitting shell (630) is provided with an LED light source (620).

5. The magnetorheological fluid-based deceleration system of claim 4, wherein, The detection mechanism (700) of the deceleration system is also used to detect the light intensity of the road environment and send the light intensity information to the control cabinet (900). When the light intensity value is less than the preset light intensity value, the control cabinet (900) controls the LED light source (620) to emit light.

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