A vehicle-road cooperative intelligent sensing device

Abstract

The present invention relates to the field of vehicle-road collaboration technology, and more specifically, it relates to a vehicle-road collaboration intelligent sensing device, including a warning mechanism, which includes an electronic warning main control screen, and also includes fixed components arranged at both ends of one side of the electronic warning main control screen, and a sensing mechanism arranged on the electronic warning main control screen, the sensing mechanism includes an adjustment component slidably installed on the top of the electronic warning main control screen, and a radar speedometer and a road monitor arranged on the adjustment component, the radar speedometer and the road monitor are both electrically connected to the electronic warning main control screen, and the electronic warning main control screen is internally provided with a single-chip microcomputer and a wireless communication module for data analysis and processing. The present invention solves the problem that the accident rate is high due to irregular behaviors such as drivers rushing to buy traffic lights and not slowing down when the traffic lights are switched, while strictly enforcing the deceleration regulations at intersections will affect the traffic efficiency.

Description

Technical Field

[0001] The present invention relates to the field of vehicle-road collaboration technology, and more specifically, to a vehicle-road collaboration intelligent sensing device. Background Art

[0002] In modern urban traffic, the efficiency and safety of intersection traffic have always been important issues in traffic management. With the continuous increase in the number of vehicles, the traffic flow at intersections is increasing. Traffic lights, as the basic facilities of traffic management, are directly related to the smoothness and safety of traffic due to the coordination between the switching timing and the driving behavior of vehicles. However, in actual traffic operation, there are some irregular behaviors, such as rushing to pass the traffic lights and not slowing down when crossing the intersection. These behaviors are particularly prominent at the moment of traffic light switching, which brings major hidden dangers to traffic safety.

[0003] When the traffic light is about to switch to green, some drivers will choose to rush through the intersection to save time, that is, they will ignore the color of the current traffic light and force their way through the intersection. This behavior is very likely to conflict with vehicles traveling sideways, causing traffic accidents. At the same time, even when the traffic light is green, some drivers do not slow down sufficiently before entering the intersection, resulting in excessive speed in the intersection. When encountering emergencies, it is difficult to brake in time, which also increases the risk of accidents.

[0004] On the other hand, in order to ensure traffic safety, traffic rules clearly stipulate that vehicles must slow down at intersections. However, this regulation has affected traffic efficiency to a certain extent, especially during peak hours, when slowing down at intersections will lead to a backlog of vehicles, prolong waiting time, and further aggravate traffic congestion. Therefore, how to improve traffic efficiency at intersections while ensuring traffic safety has become an urgent problem to be solved.

[0005] In order to solve the above problems, a vehicle-road collaborative intelligent sensing device is proposed. Summary of the invention

[0006] In response to the problems existing in the prior art, the present invention provides a vehicle-road collaborative intelligent sensing device to solve the problem mentioned in the background technology that the accident rate is high due to irregular behaviors such as drivers rushing to jump the traffic light and not slowing down when the traffic light switches, while strictly enforcing the deceleration regulations at intersections will affect traffic efficiency.

[0007] To achieve the above-mentioned purpose, the present invention provides the following technical solutions: a vehicle-road cooperative intelligent sensing device, comprising a warning mechanism, which comprises an electronic warning main control screen, and also comprises fixed components arranged at both ends of one side of the electronic warning main control screen, and a sensing mechanism arranged on the electronic warning main control screen, the sensing mechanism comprises an adjustment component slidably mounted on the top of the electronic warning main control screen, and a radar speedometer and a road monitor arranged on the adjustment component, the radar speedometer and the road monitor are both electrically connected to the electronic warning main control screen, and the electronic warning main control screen is internally provided with a single-chip microcomputer and a wireless communication module for data analysis and processing, and the road monitor captures the number of vehicles on the road at the intersection And upload the data to the single-chip microcomputer. At the same time, the radar speed meter captures the speed of vehicles on the intersection road and uploads the data to the single-chip microcomputer. The warning mechanism is set with four groups at the road intersection, corresponding to the four lanes of the intersection respectively, and the four groups of warning mechanisms are interconnected through wireless communication modules for data transmission. The single-chip microcomputer in the electronic warning main control screen combines the intersection road vehicle number data uploaded by the road monitor and the corresponding vehicle speed data uploaded by the radar speed meter to judge the vehicle's passage at the end of the green light. According to the analysis of the vehicle's passage, the signal is transmitted to the warning mechanism of the adjacent two roads, and the signal is displayed on the electronic warning main control screen through the single-chip microcomputer to warn the vehicles on the adjacent two roads.

[0008] The present invention is further configured such that the fixing assembly includes a first clamping ring arranged at both ends of one side of the electronic warning main control screen, and also includes a second clamping ring rotatably installed at one end of the first clamping ring, and an eight-shaped elastic sheet arranged on the first clamping ring and the second clamping ring and a locking bolt for locking the first clamping ring and the second clamping ring.

[0009] The present invention is further configured that a wedge block is provided on the end of the second clamping ring away from the rotational connection with the first clamping ring, and a strip groove is provided on the end of the second clamping ring away from the rotational connection with the first clamping ring; A threaded hole is provided on the first clamping ring, and the locking bolt passes through the strip groove and is threadedly connected with the threaded hole.

[0010] The present invention is further configured such that the locking bolt includes a screw rod threadedly connected to the threaded hole, a cylinder disposed at one end of the screw rod and having a diameter greater than that of the screw rod, and a bolt head disposed at an end of the cylinder away from the screw rod; The cylinder and the wedge block are driven against each other.

[0011] The present invention is further configured such that a slide groove is provided at the upper end of the electronic warning main control screen along its length direction, and the slide groove is slidably matched with the adjustment component.

[0012] The present invention is further configured such that the adjustment component comprises a sliding support member slidably mounted on the top of the electronic warning main control screen, and a clamping member and an adjustment member arranged on the sliding support member; The sliding support member includes a sliding seat slidably mounted on the top of the electronic warning main control screen, and also includes anti-dropping blocks arranged on the inner sides of both ends of the sliding seat, and a connecting seat arranged on both sides of the top of the sliding seat and a mounting seat rotatably connected to the connecting seat; A rack is arranged on the top of the electronic warning main control screen, and the rack is matched and clamped with the clamping piece.

[0013] The present invention is further configured such that spring grooves are provided at four corners of the top of the sliding seat, and a through groove is provided along the width direction of the rack on the sliding seat; The clamping member includes a first spring arranged in the spring slot, a guide column movably plugged with the spring slot, a contact plate arranged at the top end of the guide column, and a clamping strip arranged at the bottom end of the contact plate.

[0014] The present invention is further configured such that the adjusting member comprises a driving rod rotatably mounted on the axis of the connecting seat and the mounting seat, a collar sleeved on the outside of the driving rod, and an eight-shaped supporting block arranged outside the circumference of the collar; The driving rod passes through the axis of the connecting seat and the mounting seat and extends to the outside, and a knob is fixedly installed on one end thereof, and a first anti-rotation block is arranged on the end of the driving rod away from the knob; A first anti-rotation groove is formed at one end of the collar away from the knob, and the first anti-rotation groove matches the first anti-rotation block.

[0015] The present invention is further configured such that a second anti-rotation groove is provided on a side of the connecting seat away from the knob, and a second anti-rotation block is inserted into the second anti-rotation groove, and a rotating shaft column is provided on an end of the second anti-rotation block away from the driving rod, and a positioning block is provided on the rotating shaft column; A circular array of positioning grooves is provided on one side of the through hole that is rotatably connected to the mounting seat and the connecting seat, and the positioning grooves are clamped with the positioning blocks.

[0016] The present invention is further configured such that a second spring is sleeved on one end of the driving rod close to the knob, one end of the second spring abuts against one side of the mounting seat, and the other end of the second spring abuts against the knob; A rotation slot is formed at one end of the driving rod away from the knob, and a tension spring is arranged in the rotation slot; A rotating column is arranged at one end of the second anti-rotation block away from the knob, and the rotating column is inserted and rotated in the rotating groove.

[0017] Compared with the prior art, the present invention provides a vehicle-road cooperative intelligent perception device, which has the following beneficial effects: 1. The present invention integrates a radar speed meter and a road monitor to capture the number and speed of vehicles on the intersection in real time, and uploads them to the data analysis and processing single-chip microcomputer inside the electronic warning main control screen, thereby realizing intelligent perception and real-time monitoring of traffic conditions at intersections, and effectively warning drivers against irregular behaviors such as rushing to drive lights and not slowing down, significantly reducing the accident rate. At the same time, data transmission between multiple devices is realized through the wireless communication module, thereby improving the overall efficiency of intersection traffic management, ensuring traffic safety, and optimizing traffic efficiency to a certain extent.

[0018] 2. The present invention can conveniently adjust the positions of the radar speed gun and the road monitor by sliding the adjustment component installed on the top of the electronic warning main control screen to adapt to the traffic layout and monitoring needs of different intersections. At the same time, the mounting seat and the connecting seat on the adjustment component are rotatably connected, so that the radar speed gun and the road monitor can be adjusted in angle, further expanding the monitoring range, improving the monitoring accuracy, and providing more comprehensive and accurate data support for traffic management. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic diagram of the overall structure of the vehicle-road collaborative intelligent perception device.

[0020] Figure 2 This is a schematic diagram of the fixed component structure of the vehicle-road collaborative intelligent perception device.

[0021] Figure 3 This is a schematic diagram of the adjustment component structure of the vehicle-road cooperative intelligent perception device.

[0022] Figure 4 Schematic diagram of the exploded structure of the adjustment component of the vehicle-road cooperative intelligent perception device.

[0023] Figure 5 This is a schematic diagram of the cross-sectional structure of the adjustment components of the vehicle-road collaborative intelligent perception device.

[0024] In the figure: 1. Warning mechanism; 101. Electronic warning main control screen; 102. Slide groove; 103. Rack; 2. Fixing assembly; 201. First clamp ring; 202. Second clamp ring; 203. Elastic sheet; 204. Locking bolt; 205. Wedge block; 206. Strip groove; 207. Screw; 208. Cylinder; 209. Bolt head; 3. Sensing mechanism; 301. Radar speedometer; 302. Road monitor; 4. Adjustment assembly; 5. Sliding support; 501. Sliding seat; 502. Anti-drop block; 503. Connecting seat; 504. Installation Seat; 505, spring slot; 506, through slot; 6, snap-fit ​​piece; 601, first spring; 602, guide column; 603, abutment plate; 604, snap-fit ​​strip; 7, adjustment piece; 701, drive rod; 702, collar; 703, figure-eight support block; 704, knob; 705, first anti-rotation block; 706, first anti-rotation groove; 707, second anti-rotation groove; 708, second anti-rotation block; 709, shaft column; 710, positioning block; 711, positioning groove; 712, second spring; 713, rotation groove; 714, tension spring; 715, rotation column. DETAILED DESCRIPTION

[0025] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application may be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0026] It should be noted that, unless otherwise specified, all technical and scientific terms used in this application have the same meanings as commonly understood by ordinary technicians in the technical field to which this application belongs.

[0027] In the present invention, unless otherwise specified, the directions used, such as "up" and "down", usually refer to the directions shown in the drawings, or to the vertical, perpendicular or gravity directions; similarly, for ease of understanding and description, "left" and "right" usually refer to the left and right shown in the drawings; "inside" and "outside" refer to the inside and outside relative to the outline of each component itself, but the above-mentioned directions are not used to limit the present invention.

[0028] For examples, see Figure 1 - Figure 5 , a vehicle-road cooperative intelligent sensing device, comprising a warning mechanism 1, which comprises an electronic warning main control screen 101, and also comprises a fixing component 2 arranged at both ends of one side of the electronic warning main control screen 101, and a sensing mechanism 3 arranged on the electronic warning main control screen 101; The sensing mechanism 3 includes an adjustment component 4 slidably mounted on the top of the electronic warning main control screen 101, and a radar speed meter 301 and a road monitor 302 arranged on the adjustment component 4; The radar speed meter 301 and the road monitor 302 are both electrically connected to the electronic warning main control screen 101, and the electronic warning main control screen 101 is internally provided with a single-chip microcomputer and a wireless communication module for data analysis and processing. The road monitor 302 captures the number of vehicles on the road at the intersection and uploads the data to the single-chip microcomputer, while the radar speed meter 301 captures the speed of the vehicles on the road at the intersection and uploads the data to the single-chip microcomputer; There are four groups of warning mechanisms 1 at the road intersection, corresponding to the four lanes of the intersection, and the four groups of warning mechanisms 1 are connected to each other through wireless communication modules for data transmission; The single chip microcomputer in the electronic warning main control screen 101 combines the data on the number of vehicles on the intersection uploaded by the road monitor 302 and the corresponding vehicle speed data uploaded by the radar speed meter 301 to determine the passing situation of vehicles when the green light ends. Based on the analysis of the passing situation of vehicles, the signal is transmitted to the warning mechanism 1 on the adjacent roads on both sides, and the signal is displayed on the electronic warning main control screen 101 through the single chip microcomputer to warn the vehicles on the adjacent roads on both sides.

[0029] The device is fixed on the bracket of the traffic light by the fixing component 2, and then the positions of the radar speed meter 301 and the road monitor 302 are adjusted by the adjusting component 4, so that it can better monitor the road vehicles in real time. The single-chip microcomputer is arranged inside the electronic warning main control screen 101, and the electronic warning main control screen 101 is electrically connected to the control box of the traffic light on which it is fixedly installed through a wire, so as to receive the signal data of the road traffic light, such as the traffic status of the traffic light and the remaining time of the traffic light. The single-chip microcomputer makes a comprehensive judgment on the speed of the corresponding vehicle through the traffic light data, the number of road vehicles monitored in real time by the road monitor 302 and the radar speed meter 301.

[0030] Furthermore, four warning mechanisms 1 are provided, which are respectively connected to the traffic lights of four roads, and the four warning mechanisms 1 are interconnected through wireless communication modules. For the convenience of detailed description, the four roads at the intersection correspond to A, B, C, and D respectively. The four roads A, B, C, and D are arranged in sequence, that is, A and C are roads in the same direction, and B and D are roads in the same direction. The traffic light on road A corresponds to vehicles on road C, the traffic light on road C corresponds to vehicles on road A, the traffic light on road B corresponds to vehicles on road D, and the traffic light on road D corresponds to vehicles on road B.

[0031] For the sake of concreteness, a scenario-based description is given here. When the traffic light on road C indicating road A is a green light for turning, and the green light time is t seconds remaining, that is, after t seconds, the traffic lights on roads B and D will change from red to green. Then the road monitor 302 in the warning mechanism 1 indicating road A on road C will take real-time photos to monitor the number of vehicles turning on road A during the green light stage. At the same time, the radar speed meter 301 will measure the speed S of the three vehicles that have not passed the stop line in real time. The speeds of the three vehicles are s1, s2, and s3 respectively. By analyzing the images monitored by the road monitor 302, it can be obtained that the distances H between the three vehicles that have not passed the stop line and the stop line are respectively H1, H2, and H3. Based on these data, the approximate time T for the vehicle to reach the stop line can be obtained. The estimated time for the three vehicles to reach the stop line is T1, T2, and T3 respectively. The calculation formula is T=H / S. When T<t, it means that the vehicle can cross the stop line and pass the intersection normally before the green light ends. When T=t, it means that the vehicle is at the green light. At the end, the vehicle should reach the stop line, that is, the vehicle cannot pass normally and should stop and wait. However, due to the current situation of some car owners rushing to drive the traffic light, at T=t, the warning mechanism 1 on road C that indicates road A transmits the signal to the warning mechanism 1 on roads B and D through the wireless communication module, and displays a warning slogan on the electronic warning main control screen 101 on roads B and D, such as "A car is coming", to remind vehicles on roads B and D that vehicles on roads A and C may rush to drive the traffic light, and vehicles on roads B and D need to slow down, thereby reducing the accident rate of collision between vehicles on roads B and D and vehicles rushing to drive the traffic light.

[0032] It should be noted that although traffic regulations stipulate that vehicles need to slow down when crossing the road, on urban roads, slowing down at intersections does more or less affect the smoothness of traffic, and in daily driving, there are countless irregular behaviors such as rushing to cross the intersection and not slowing down. When the behaviors of rushing to cross the intersection and not slowing down occur together, accidents often occur. The main manifestation is that when the green light for turning on roads A and C is about to end, the turning vehicles rush to pass the light, while there are no vehicles waiting on roads B and D. Therefore, when the green light on roads B and D just turns green and there are vehicles driving to the intersection to pass, they do not slow down to give way, resulting in a collision between the two vehicles. According to the design of the present invention, when the green light for turning on roads A and C is about to end, the vehicles on the turning lane are judged through data analysis of the warning mechanism 1. If it is shown that the vehicle may run ahead of the red light, a warning slogan will be displayed on the electronic warning main control screen 101 on roads B and D, wherein the display of the warning slogan begins when the countdown to the red light on roads B and D is 3 seconds, thereby reminding the vehicles on roads B and D to prepare to slow down and pass. If it is judged that the vehicles on roads A and C obviously have no possibility of running ahead of the red light, the electronic warning main control screen 101 on roads B and D will display "maintain current speed to pass", thereby improving the vehicle passing efficiency at the intersection and avoiding traffic jams.

[0033] Among them, it should also be explained that when the straight-ahead indicator light of the traffic lights on roads A and C switches to a turning indicator light, the indication and warning mechanisms 1 on roads A and C transmit signals to each other through the wireless communication modules. The warning mechanism 1 on road A indicating road C provides a traffic warning to vehicles on road C, and the warning mechanism 1 on road C indicating road A provides a traffic warning to vehicles on road A, so as to avoid vehicle accidents caused by vehicles rushing to catch the traffic lights or not slowing down at intersections.

[0034] The fixing assembly 2 includes a first clamping ring 201 arranged at both ends of one side of the electronic warning main control screen 101, and also includes a second clamping ring 202 rotatably installed on one end of the first clamping ring 201, and an eight-shaped elastic sheet 203 arranged on the first clamping ring 201 and the second clamping ring 202 and a locking bolt 204 for locking and connecting the first clamping ring 201 and the second clamping ring 202.

[0035] The first clamping ring 201 and the second clamping ring 202 become a closed clamp after matching. When installing and fixing, the electronic warning main control screen 101 is kept in a vertical state, and then the figure-eight elastic piece 203 on the first clamping ring 201 is attached to the side wall of the traffic light bracket, and the second clamping ring 202 is rotated so that the figure-eight elastic piece 203 on the second clamping ring 202 also fits the side wall of the traffic light bracket, and then the second clamping ring 202 is pressed to match the end of the second clamping ring 202 and the first clamping ring 201, so that the locking bolt 204 is locked and connected. When the second clamping ring 202 is pressed to match the end of the second clamping ring 202 and the first clamping ring 201, the figure-eight elastic pieces 203 on the first clamping ring 201 and the second clamping ring 202 are elastically deformed, thereby being pressed and fixed on the traffic light bracket.

[0036] A wedge block 205 is provided on the end of the second snap ring 202 away from the rotational connection with the first snap ring 201, and a strip groove is provided on the end of the second snap ring 202 away from the rotational connection with the first snap ring 201; A threaded hole is formed on the first clamping ring 201 , and a locking bolt 204 passes through the strip groove 206 and is threadedly connected to the threaded hole.

[0037] The locking bolt 204 includes a screw rod 207 threadedly connected to the threaded hole, a cylinder 208 disposed at one end of the screw rod 207 and having a diameter larger than that of the screw rod 207, and a bolt head 209 disposed at an end of the cylinder 208 away from the screw rod 207; The cylinder 208 and the wedge block 205 are driven against each other.

[0038] Due to the different sizes of the traffic light bracket, the figure-eight elastic piece 203 after the first retaining ring 201 and the second retaining ring 202 are matched needs to generate the same force. Therefore, the locking bolt 204 can be further threadedly tightened so that the cylinder 208 at one end of the screw rod 207 pushes the wedge block 205 to reduce the annular circumference of the matching first retaining ring 201 and the second retaining ring 202, so that the figure-eight elastic piece 203 can generate a firm clamping force with the small-sized traffic light bracket to fix the device.

[0039] Furthermore, when the locking bolt 204 drives the first retaining ring 201 and the second retaining ring 202 to match, so that when the device is elastically clamped and fixed on the traffic light bracket by the figure-eight elastic sheet 203, the end of the locking bolt 204 also contacts the traffic light bracket, thereby making its locking force more reliable.

[0040] It should be noted that when the locking bolt 204 is threadedly connected to the threaded hole of the first retaining ring 201 and the device is fixed on the traffic light bracket, a 45-degree angle is set between the locking bolt 204 and the vertical electronic warning main control screen 101. This angle makes the locking bolt 204 water-proof to a certain extent, thereby reducing the rust rate of the locking bolt 204.

[0041] A slide groove 102 is provided at the upper end of the electronic warning main control screen 101 along its length direction, and the slide groove 102 and the adjustment component 4 are slidably matched.

[0042] The adjustment component 4 includes a sliding support member 5 slidably mounted on the top of the electronic warning main control screen 101, and a clamping member 6 and an adjustment member 7 arranged on the sliding support member 5; The sliding support member 5 includes a sliding seat 501 slidably mounted on the top of the electronic warning main control screen 101, and also includes anti-dropping blocks 502 arranged on the inner sides of both ends of the sliding seat 501, and connecting seats 503 arranged on both sides of the top of the sliding seat 501 and a mounting seat 504 rotatably connected to the connecting seat 503; A rack 103 is provided at the top of the electronic warning main control screen 101 , and the rack 103 and the clamping piece 6 are matched and clamped.

[0043] The sliding seat 501 is set in an inverted U shape, which is slidably matched with the top of the electronic warning main control screen 101. The anti-drop block 502 is set on the U-shaped inner side of the sliding seat 501 and slidably matches with the slide groove 102, so that the sliding seat 501 can only slide along the length direction at the top of the electronic warning main control screen 101, and cannot move up and down. There are two sliding support members 5 slidably installed on the top of the electronic warning main control screen 101, which are used to install the radar speed meter 301 and the road monitor 302 respectively. The mounting seat 504 is set in an inverted U shape for installing the radar The speedometer 301 and the road monitor 302, the connecting seat 503 and the mounting seat 504 are rotatably connected together with the adjusting member 7 as the rotating axis, and the angles of the radar speedometer 301 and the road monitor 302 can be adjusted. When the radar speedometer 301 and the road monitor 302 are slid to a suitable position on the top of the electronic warning main control screen 101 through the sliding support member 5, the adjusting member 7 is operated to make the clamping member 6 and the rack 103 set on the top of the electronic warning main control screen 101 clamped, thereby achieving position fixation.

[0044] The four corners of the top of the sliding seat 501 are provided with spring grooves 505, and the sliding seat 501 is provided with a through groove 506 along the width direction of the rack 103; The clamping member 6 includes a first spring 601 disposed in the spring slot 505 , a guide column 602 movably plugged into the spring slot 505 , a contact plate 603 disposed at the top of the guide column 602 , and a clamping strip 604 disposed at the bottom of the contact plate 603 .

[0045] The snap-in strip 604 and the through slot 506 are plugged in correspondence, and when the contact plate 603 is in contact with the top of the sliding seat 501, the snap-in strip 604 and the notch of the rack 103 are snapped in, wherein in the initial state, the contact plate 603 is pushed by the first spring 601 so that the snap-in strip 604 is retracted into the through slot 506, and does not affect the movement and adjustment of the sliding seat 501.

[0046] The adjusting member 7 includes a driving rod 701 rotatably mounted on the axis of the connecting seat 503 and the mounting seat 504, a collar 702 sleeved on the outside of the driving rod 701, and an eight-shaped supporting block 703 arranged outside the circumference of the collar 702; The driving rod 701 passes through the axis of the connecting seat 503 and the mounting seat 504 and extends to the outside. One end is fixedly mounted with a knob 704, and the end of the driving rod 701 away from the knob 704 is provided with a first anti-rotation block 705; A first anti-rotation groove 706 is formed at one end of the collar 702 away from the knob 704 , and the first anti-rotation groove 706 matches the first anti-rotation block 705 .

[0047] By turning the knob 704, the driving rod 701 is driven to rotate. The driving rod 701 and the ring 702 are matched through the first anti-rotation groove 706 and the first anti-rotation block 705. When the driving rod 701 rotates, the ring 702 rotates accordingly, thereby driving the rotation of the eight-shaped support block 703 to push the contact plate 603, so that the contact plate 603 moves downward, realizing the clamping of the gap between the clamping strip 604 and the rack 103.

[0048] It should be noted that the eight-shaped support block 703 is composed of two symmetrical support blocks. When the eight-shaped support block 703 pushes the contact plate 603 downward, the gap between the clamping strip 604 and the rack 103 is clamped, and the two support blocks are inclined in an "eight" shape. When the eight-shaped support block 703 pushes the contact plate 603 downward as the ring 702 rotates, one of the support blocks passes directly under the ring 702. When the support block passes the position directly under the ring 702, the contact plate 603 fits the top of the sliding seat 501, and the gap between the clamping strip 604 and the rack 103 is completely closed. Full match, when the support block passes under the ring 702 and the two support blocks are in an "eight" shape to resist the support contact plate 603, the distance from the axis of the ring 702 to the contact plate 603 is smaller than the distance from the axis to the contact plate 603 when the support block passes under the ring 702. Therefore, the contact plate 603 provides an upward movement under the action of the first spring 601, but this upward movement is smaller than the matching amount of the gap between the clamping strip 604 and the rack 103, that is, when the eight-shaped support block 703 resists the support contact plate 603, the gap between the clamping strip 604 and the rack 103 is normally clamped.

[0049] A second anti-rotation groove 707 is provided on one side of the connection base 503 away from the knob 704, and a second anti-rotation block 708 is inserted in the second anti-rotation groove 707. A rotating shaft column 709 is provided on one end of the second anti-rotation block 708 away from the driving rod 701, and a positioning block 710 is provided on the rotating shaft column 709. A circular array of positioning grooves 711 is provided on one side of the through hole that is rotatably connected to the mounting seat 504 and the connecting seat 503 , and the positioning grooves 711 are engaged with the positioning blocks 710 .

[0050] The connecting seat 503 and the mounting seat 504 have circular through holes on one side close to the knob 704, which match the driving rod 701. The mounting seat 504 has a circular through hole on the side away from the knob 704 that matches the shaft column 709, and a circular array of positioning grooves 711 is provided on the outer circle of the circular through hole.

[0051] Specifically, the second stop block 708 and the second stop groove 707 match each other, so that when the positioning block 710 on the shaft column 709 and the positioning groove 711 on the mounting seat 504 are engaged, the angle is locked. When adjusting, the second stop block 708 is moved away from the knob 704, so that the shaft column 709 drives the positioning block 710 to disengage from the positioning groove 711, thereby adjusting the angle of the radar speed meter 301 and the road monitor 302 fixed on the mounting seat 504.

[0052] A second spring 712 is sleeved on one end of the driving rod 701 close to the knob 704 , one end of the second spring 712 abuts against one side of the mounting seat 504 , and the other end of the second spring 712 abuts against the knob 704 ; A rotation slot 713 is formed at one end of the driving rod 701 away from the knob 704, and a tension spring 714 is disposed in the rotation slot 713; A rotating post 715 is disposed at one end of the second anti-rotation block 708 away from the knob 704 , and the rotating post 715 is inserted and rotated in the rotating slot 713 .

[0053] The first stop block 705 and the second stop groove 707 are plugged into and matched with each other, and can be moved and switched in the first stop groove 706 and the second stop groove 707. In the initial state, under the action of the second spring 712, the first stop block 705 is located in the second stop groove 707, and at this time the tension spring 714 pulls the rotating column 715, so that the second stop block 708 is also located in the second stop groove 707, thereby driving the positioning block 710 and the positioning groove 711 to engage. It should be noted here that at this time, the second stop block 708 is located in the second stop groove 707 and can move toward the direction of the positioning groove 711, and the moving distance is greater than the depth of the positioning block 710 disengaging from the positioning groove 711.

[0054] The specific operation is that when the position of the radar speed meter 301 and the road monitor 302 needs to be moved and adjusted, the clamping part 6 needs to be unlocked, so at this time, the knob 704 is pulled and turned, so that the driving rod 701 drives the first stop block 705 from the second stop groove 707 into the first stop groove 706, and the eight-shaped support block 703 on the ring 702 is rotated, thereby unlocking the clamping part 6. After the adjustment is completed, the knob 704 is pulled and turned again to adjust the eight-shaped support block 703 to contact the clamping part 6 to achieve position locking, wherein the two ends of the tension spring 714 are rotationally connected to the rotating column 715 and the rotating groove 713 respectively.

[0055] When the angles of the radar speed meter 301 and the road monitor 302 need to be rotated and adjusted, the knob 704 is pressed to move the driving rod 701 toward the positioning groove 711, thereby pushing the rotating shaft column 709 to drive the positioning block 710 to disengage from the positioning groove 711. At this time, the angle of the mounting seat 504 can be adjusted. After adjusting to a suitable position, the knob 704 is released, and the elastic force of the second spring 712 drives the knob 704 to reset, so that the driving rod 701 pulls the rotating column 715 to reset through the tension spring 714. This allows the shaft column 709 and the positioning block 710 to reset and engage with the positioning groove 711 to achieve angle locking, wherein the end of the positioning block 710 and the positioning groove 711 are pointed and the tail is columnar. When the knob 704 is not pressed to the bottom, the pointed end of the positioning block 710 and the positioning groove 711 are docked. At this time, rotating the mounting seat 504 will push the shaft column 709 to move away from the driving rod 701 through the inclined surface of the pointed end, thereby better realizing the perception adjustment and better resetting after adjustment.

[0056] In all the schemes mentioned above, the connection between two parts can be selected according to actual conditions by welding, bolt and nut matching connection, bolt or screw connection or other well-known connection methods, which are not described one by one here. In the above, welding is preferred for all fixed connections. Although the embodiments of the present invention have been shown and described, it can be understood by ordinary technicians in this field that various changes, modifications, substitutions and deformations can be made to these embodiments without departing from the principle and spirit of the present invention. The scope of the present invention is defined by the attached claims and their equivalents.

Claims

1. A vehicle-road cooperative intelligent sensing device, characterized by: include, A warning mechanism (1), comprising an electronic warning main control screen (101), further comprising fixing components (2) arranged at two ends of one side of the electronic warning main control screen (101), and a sensing mechanism (3) arranged on the electronic warning main control screen (101); The sensing mechanism (3) comprises an adjusting component (4) slidably mounted on the top of the electronic warning main control screen (101), and a radar speed meter (301) and a road monitor (302) arranged on the adjusting component (4); The radar speed meter (301) and the road monitor (302) are both electrically connected to the electronic warning main control screen (101), and a single-chip microcomputer and a wireless communication module for data analysis and processing are arranged inside the electronic warning main control screen (101), the road monitor (302) captures the number of vehicles on the road at the intersection and uploads the data to the single-chip microcomputer, and the radar speed meter (301) captures the speed of vehicles on the road at the intersection and uploads the data to the single-chip microcomputer; The warning mechanism (1) is provided in four groups at the road intersection, corresponding to the four lanes of the intersection respectively, and the four groups of the warning mechanism (1) are connected to each other via wireless communication modules for data transmission; The single-chip microcomputer in the electronic warning main control screen (101) combines the data on the number of vehicles on the intersection uploaded by the road monitor (302) and the speed data of the corresponding vehicles uploaded by the radar speed meter (301) to determine the passing situation of the vehicles when the green light ends, and transmits a signal to the warning mechanism (1) of the adjacent two roads based on the analysis of the passing situation of the vehicles, and displays the signal on the electronic warning main control screen (101) through the single-chip microcomputer to warn the vehicles on the adjacent two roads.

2. The vehicle-road cooperative intelligent perception device according to claim 1 is characterized by: The fixing assembly (2) comprises a first clamping ring (201) arranged at both ends of one side of the electronic warning main control screen (101), a second clamping ring (202) rotatably mounted on one end of the first clamping ring (201), an eight-shaped elastic sheet (203) arranged on the first clamping ring (201) and the second clamping ring (202), and a locking bolt (204) for locking and connecting the first clamping ring (201) and the second clamping ring (202).

3. The vehicle-road cooperative intelligent perception device according to claim 2 is characterized in that: A wedge block (205) is provided on the end of the second clamping ring (202) away from the rotational connection with the first clamping ring (201), and a strip groove is provided on the end of the second clamping ring (202) away from the rotational connection with the first clamping ring (201); A threaded hole is provided on the first clamping ring (201), and the locking bolt (204) passes through the strip groove (206) and is threadedly connected to the threaded hole.

4. The vehicle-road cooperative intelligent perception device according to claim 3 is characterized by: The locking bolt (204) comprises a screw rod (207) threadedly connected to the threaded hole, a cylinder (208) disposed at one end of the screw rod (207) and having a diameter greater than that of the screw rod (207), and a bolt head (209) disposed at an end of the cylinder (208) away from the screw rod (207); The cylinder (208) and the wedge block (205) are driven in a conflicting manner.

5. The vehicle-road cooperative intelligent perception device according to claim 4 is characterized in that: The upper end of the electronic warning main control screen (101) is provided with a slide groove (102) along its length direction, and the slide groove (102) and the adjustment component (4) are slidably matched.

6. The vehicle-road cooperative intelligent perception device according to claim 5 is characterized by: The adjustment component (4) comprises a sliding support member (5) slidably mounted on the top of the electronic warning main control screen (101), and a clamping member (6) and an adjustment member (7) arranged on the sliding support member (5); The sliding support member (5) comprises a sliding seat (501) slidably mounted on the top of the electronic warning main control screen (101), and also comprises anti-dropping blocks (502) arranged on the inner sides of both ends of the sliding seat (501), and connecting seats (503) arranged on both sides of the top of the sliding seat (501) and a mounting seat (504) rotatably connected to the connecting seat (503); A rack (103) is provided at the top of the electronic warning main control screen (101), and the rack (103) and the clamping piece (6) are matched and clamped.

7. The vehicle-road cooperative intelligent perception device according to claim 6 is characterized by: The four corners of the top of the sliding seat (501) are provided with spring grooves (505), and the sliding seat (501) is provided with a through groove (506) along the width direction of the rack (103); The clamping member (6) comprises a first spring (601) arranged in the spring groove (505), a guide column (602) movably plugged into the spring groove (505), a contact plate (603) arranged at the top end of the guide column (602), and a clamping strip (604) arranged at the bottom end of the contact plate (603).

8. The vehicle-road cooperative intelligent perception device according to claim 7 is characterized by: The adjusting member (7) comprises a driving rod (701) rotatably mounted on the axis of the connecting seat (503) and the mounting seat (504), a sleeve (702) sleeved on the outside of the driving rod (701), and an eight-shaped supporting block (703) arranged outside the circumference of the sleeve (702); The driving rod (701) passes through the axis of the connecting seat (503) and the mounting seat (504) and extends to the outside, and a knob (704) is fixedly mounted on one end thereof, and a first anti-rotation block (705) is provided on one end of the driving rod (701) away from the knob (704); A first anti-rotation groove (706) is formed at one end of the collar (702) away from the knob (704), and the first anti-rotation groove (706) matches the first anti-rotation block (705).

9. The vehicle-road cooperative intelligent perception device according to claim 8, characterized in that: A second anti-rotation groove (707) is provided on a side of the connecting seat (503) away from the knob (704), and a second anti-rotation block (708) is inserted into the second anti-rotation groove (707). A rotating shaft column (709) is provided on an end of the second anti-rotation block (708) away from the driving rod (701), and a positioning block (710) is provided on the rotating shaft column (709); A circular array of positioning grooves (711) is provided on one side of the through hole that is rotatably connected to the mounting seat (504) and the connecting seat (503), and the positioning grooves (711) and the positioning blocks (710) are snap-connected.

10. The vehicle-road cooperative intelligent perception device according to claim 9, characterized in that: A second spring (712) is sleeved on one end of the driving rod (701) close to the knob (704), one end of the second spring (712) abuts against one side of the mounting seat (504), and the other end of the second spring (712) abuts against the knob (704); A rotation groove (713) is formed at one end of the driving rod (701) away from the knob (704), and a tension spring (714) is arranged in the rotation groove (713); A rotating column (715) is provided at one end of the second anti-rotation block (708) away from the knob (704), and the rotating column (715) is inserted and rotated inside the rotating groove (713).

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