Combined road deceleration strip and use method thereof

Abstract

The invention discloses a combined road deceleration strip and a using method thereof, and belongs to the technical field of deceleration strips. Comprising a plurality of belt bodies which are spliced with one another; the pressure bearing plates are hinged to the belt body; the one-way mechanism is arranged between the bearing plate and the belt body; the fastening seats are clamped on the end surfaces of the two belt bodies on the outermost edges; the reinforcing mechanism is arranged in the belt body, the reinforcing mechanism is connected with the one-way mechanism and the belt body to be used in a combined mode, the reinforcing mechanism abuts against curbs on the two sides of a road through a fastening base, the purpose of rapidly fixing the speed bump is achieved, the situation that the road surface is damaged by a plurality of foundation bolts is avoided, replacement is convenient, and the one-way mechanism enables the speed bump to only allow vehicles running in the forward direction to pass in a decelerating mode. When a vehicle in the forward direction runs, the one-way mechanism and the strengthening mechanism are linked to enhance the abutting force of the fastening base, and the stability of the deceleration strip is kept.

Description

Technical Field

[0001] This application relates to the field of speed bump technology, and more specifically, to a combined road speed bump and its application method. Background Technology

[0002] Speed ​​bumps are traffic facilities installed on highways to slow down passing vehicles. They are generally arched structures that are low on both sides and high in the middle.

[0003] The prior art publication CN108487106A provides a combined road speed bump, including a combined belt body, a fixing strip, and a rubber pad. The outer wall of the combined belt body has a belt body mounting groove, and a belt body mounting nut is provided on the outer wall of the mounting groove. The belt body mounting nut is fixedly connected to the combined belt body. A mounting seat is provided at the bottom of the combined belt body, and the mounting seat is fixedly connected to the combined belt body. The fixing strip is provided on the left side wall of the combined belt body. The fixing nut passes through the fixing strip and the locking strip to achieve a fixed purpose. After fixing, a metal shell is provided on the outer wall of the locking strip and the fixing strip to protect them. Finally, a rubber pad is provided on the metal shell to form a whole combined belt body. By setting the fixing strip and the locking strip, the connection between the combined belt bodies is made tighter, preventing the combined belt bodies from separating and effectively improving its service life.

[0004] Although the existing technical solutions described above can achieve the relevant beneficial effects through their structure, they still have the following drawbacks:

[0005] 1. The speed bump is still fixed to the road surface by using anchor bolts to penetrate under the road surface. However, the speed bump needs to be replaced when it reaches the end of its life. The anchor bolts on the road are difficult to remove again due to long-term pressure from vehicles. Replacement usually requires damaging the road surface, and the damaged area also needs to be repaired, which is quite complicated and expensive.

[0006] 2. If the speed bump is lower at both ends and higher in the middle, both vehicles traveling in the correct direction and those traveling in the wrong direction can pass through it, which is not conducive to stopping vehicles illegally traveling in the wrong direction.

[0007] Regarding the aforementioned technologies, the inventor believes that fixing speed bumps to the road surface still requires the use of anchor bolts to penetrate under the road surface. However, speed bumps need to be replaced when their lifespan expires. The anchor bolts on the road are difficult to remove due to long-term vehicle pressure. Replacement usually requires damaging the road surface, and the damaged areas need to be repaired, which is cumbersome and expensive. Since speed bumps are low at both ends and high in the middle, both oncoming and off-road vehicles can pass over them, which is not conducive to stopping vehicles that illegally drive against traffic.

[0008] In view of this, we propose a combined road speed bump and its application method. Summary of the Invention

[0009] 1. Technical problems to be solved

[0010] The purpose of this application is to provide a combined road speed bump and its usage method, which solves the technical problem in the background art where fixing speed bumps on the road surface still requires the use of anchor bolts to penetrate under the road surface. However, when the speed bump reaches the end of its lifespan, it needs to be replaced. The anchor bolts on the road are difficult to remove due to long-term vehicle pressure. Replacement usually requires damage to the road surface, and the damaged area needs to be repaired, which is cumbersome and expensive. The speed bump is lower at both ends and higher in the middle, so that both forward and backward vehicles can pass through the speed bump, which is not conducive to blocking vehicles illegally traveling in the wrong direction. This application achieves the technical effect.

[0011] 2. Technical Solution

[0012] This application provides a combined road speed bump, comprising:

[0013] The belt body is provided in multiple parts, and the multiple belt bodies are spliced ​​together;

[0014] Pressure plates are hinged to all the belt bodies;

[0015] A one-way mechanism is installed between the pressure plate and the belt;

[0016] Fastening seats are provided on the two outermost end faces of the belt body;

[0017] A reinforcing mechanism is provided inside the belt body, and the reinforcing mechanism is connected to a one-way mechanism.

[0018] The above solution uses a combination of belts, which are fastened to the curbs on both sides of the road by fastening seats, to achieve the purpose of quickly fixing the speed bump. This avoids multiple anchor bolts damaging the road surface and facilitates replacement. The one-way mechanism ensures that the speed bump can only be passed by vehicles traveling in the forward direction, preventing vehicles traveling in the opposite direction from crossing it, thus blocking such vehicles. When vehicles are traveling in the forward direction, the one-way mechanism and the reinforcement mechanism work together to increase the clamping force of the fastening seat and maintain the stability of the speed bump.

[0019] Optionally, the top of the belt body is an arc-shaped structure with one side lower than the other, the pressure plate is an arc-shaped structure adapted to the top of the belt body, and the pressure plate is hinged to the lower side of the belt body. A storage groove is opened on the higher side of the belt body. A baffle plate is fixedly installed at the bottom of the pressure plate, and the baffle plate slides to receive the storage groove. The length of the storage groove and the baffle plate is less than the length of the belt body and the pressure plate. The baffle plate and the storage groove are matching arc-shaped structures, and the arc axis of the storage groove and the baffle plate coincides with the hinge axis of the pressure plate and the belt body.

[0020] With the above solution, in its natural state, the pressure plate of the speed bump is far away from the bump body, making the side of the speed bump near the shield very high and the other side very low. So, when a vehicle travels against the flow of traffic from the higher side of the speed bump, the wheels are blocked by the shield, making it difficult for the wheels to cross the speed bump, thus achieving the purpose of blocking vehicles traveling against the flow of traffic.

[0021] Optionally, the one-way mechanism includes a connecting cavity, and the belt body has multiple connecting cavities. One end of a rotating cylinder is hinged to the bottom of the inner cavity of the connecting cavity. A limiting plate is slidably engaged with the inner cavity of the rotating cylinder, and the limiting plate is attached to the top of the inner cavity of the rotating cylinder. A spring is installed between the limiting plate and the bottom of the inner cavity of the rotating cylinder. One end of a support rod is fixedly connected to the top of the limiting plate. The other end of the support rod passes through the rotating cylinder and is hinged to the bottom of a pressure plate. One end of a connecting pipe is fixedly connected to the bottom of the rotating cylinder. The other end of the connecting pipe is connected to a reinforcing mechanism. Hydraulic oil is filled between the limiting plate and the bottom of the inner cavity of the rotating cylinder. The spring is always in a compressed state. A one-way valve is fixedly sleeved on the rotating cylinder at the connecting pipe, and a capillary hole is opened on the rotating cylinder on one side of the one-way valve. Both ends of the one-way valve and the capillary hole are respectively connected to the inner cavities of the rotating cylinder and the connecting pipe.

[0022] With the above scheme, after the speed bump is assembled, in its natural state, the spring force pushes the limiting plate, causing the support rod to push the pressure plate. At this time, the pressure plate rotates and opens. When a vehicle travels against the flow from the higher side of the speed bump, the wheels are blocked by the shield, making it difficult for the wheels to cross the speed bump. At this time, the force of the wheels pushing the shield is from high to low, that is, it applies a rotational force to the pressure plate to continue moving away from the belt. At this time, the limiting plate is completely in contact with the top of the inner cavity of the rotating cylinder, achieving the purpose of limiting. The pressure plate cannot continue to rotate, thus preventing the vehicle from traveling against the flow. When the vehicle is driving normally, the vehicle's wheels will first contact the lower side of the speed bump. At this time, the wheels directly press against the top of the pressure plate, thus pressing down on the pressure plate. At this time, the support rod presses down on the limiting plate, the spring deforms, achieving the purpose of buffering. The pressure plate rotates downward and finally fits against the belt, reducing the height, making it easier for vehicles to pass over the speed bump when driving normally.

[0023] Optionally, the reinforcing mechanism includes a hydraulic cylinder, which is fixedly embedded in the belt body. Two push plates are slidably sleeved inside the hydraulic cylinder. A stop rod is fixedly installed on the side of each push plate that is far away from the push plate. An elastic pad is fixedly installed on the end of each stop rod that is far away from the push plate. The elastic pad slides through the side wall of the belt body. A limiting cylinder is fixedly sleeved in the middle of the hydraulic cylinder. A rubber bladder is fixedly sleeved on the outer wall of the hydraulic cylinder at the limiting cylinder. The hydraulic cylinder has a through hole communicating with the rubber bladder. The rubber bladder has a hollow semi-circular ring structure, and the apex of the arc-shaped outer wall of the rubber bladder fits against the inner wall of the limiting cylinder. The connecting pipe connects the inner cavity of the hydraulic cylinder between the push plates.

[0024] With the above solution, when a vehicle passes over a speed bump, the hydraulic oil at the bottom of the rotating cylinder is quickly discharged through the one-way valve and capillary holes as the limit plate moves down. The hydraulic oil then enters the hydraulic cylinder through the connecting pipe, increasing the oil pressure inside. This pushes the push plate in the opposite direction, causing the push plate to push the abutment rod. The abutment rod then transmits pressure to the connecting seat, further increasing the pressure between the contact plate and the curb, thus improving the stability of the speed bump. Excess hydraulic oil enters the rubber bladder through the through hole, causing the bladder to expand and further buffer the impact, facilitating the vehicle's stable passage over the pressure plate. After the wheels pass over the pressure plate, the spring pushes the limit plate, causing the pressure plate to rotate and rise again. The elasticity of the rubber bladder also causes the hydraulic oil to flow back through the connecting pipe. During the backflow, the one-way valve is closed, and the hydraulic oil can only slowly flow back into the rotating cylinder through the capillary holes, causing the pressure plate to rise slowly and preventing it from directly hitting the vehicle chassis and causing damage.

[0025] Optionally, the fastening seat includes a connecting seat, with the two outermost outer walls of the belt body fitted with connecting seats. A contact plate is provided on the side of the connecting seat away from the belt body. Guide rods are fixedly installed at both ends of the contact plate near the connecting seat. A screw is fixedly installed in the middle of the contact plate. The guide rods and the screw are slidably sleeved onto the connecting seat. A nut ring is rotatably engaged on the connecting seat. The nut ring is threaded onto the screw. Multiple anti-slip blocks are fixedly provided on the outer wall of the contact plate away from the connecting seat. Toothed parts are fixedly sleeved on the outer wall of the nut ring. The ring has a fixed plate fixedly installed on the outer wall of the connecting seat. A pull rod is slidably sleeved on the fixed plate. A toothed plate is fixedly connected to one end of the pull rod. The toothed plate slides against the outer wall of the connecting seat and engages with the toothed ring. A compression spring is sleeved on the pull rod between the toothed plate and the fixed plate. A sleeve is fixedly installed at one end of the belt body. An insert plate is fixedly installed at the other end of the belt body. The insert plates on adjacent belt bodies slide to engage with the sleeves. Slots for engaging the sleeves and insert plates are respectively opened on the two connecting seats. The anti-slip block has a multi-row horizontal and vertical tapered structure.

[0026] With the above scheme, multiple belt bodies are spliced ​​together with inserts and plates and placed inside. Connecting seats are set at the ends of the belt bodies at both ends, so that the slots engage the inserts and plates. When the contact plate is close to the curb, the pull rod is pulled, causing the toothed plate to disengage from the toothed ring. At this time, the nut ring can be rotated by a wrench, and the nut ring pushes the screw, causing the contact plate to press against the curb. Then, the pull rod is released, and the elastic force of the compression spring causes the toothed plate to engage with the toothed ring, thereby achieving the purpose of locking. By pressing against the curb, the speed bump is firmly placed on the road surface. The anti-slip block increases the friction between the contact plate and the curb, improving stability.

[0027] This application also discloses a method for using the aforementioned combined road speed bump, including the following steps:

[0028] S1. Multiple belt bodies are spliced ​​together with inserts and plates and placed inside. Connecting seats are set at the ends of the belt bodies at both ends so that the slots engage with the inserts and plates. The contact plate is close to the curb. Pulling the pull rod causes the toothed plate to disengage from the toothed ring. At this time, the nut ring can be rotated by the wrench. The nut ring pushes the screw, causing the contact plate to press against the curb. Then, the pull rod is released. The elastic force of the compression spring causes the toothed plate to engage with the toothed ring, thereby achieving the purpose of locking. By pressing against the curb, the speed bump is firmly placed on the road surface.

[0029] S2. After the speed bump is assembled, in its natural state, the spring force pushes the limiting plate, causing the support rod to push the pressure plate. At this time, the pressure plate rotates and opens, making the side of the speed bump near the shield very high and the other side very low. When a vehicle travels against the flow of traffic from the higher side of the speed bump, the wheels are blocked by the shield, making it difficult for the wheels to cross the speed bump. At this time, the force of the wheels pushing the shield is from high to low, that is, applying a rotational force to the pressure plate to continue moving away from the belt. At this time, the limiting plate is completely in contact with the top of the inner cavity of the rotating cylinder, achieving the purpose of limiting the movement. The pressure plate cannot continue to rotate, thus preventing the vehicle from traveling against the flow of traffic.

[0030] S3. When the vehicle is driving normally, the vehicle's wheels will first contact the lower side of the speed bump. At this time, the wheels directly press the top of the pressure plate, thus pressing down the pressure plate. At this time, the support rod presses down the limiting plate, the spring deforms, and achieves the purpose of buffering. The pressure plate rotates downward and finally fits the belt body, reducing the height, making it easier for the vehicle to pass through the speed bump when driving normally.

[0031] S4. When a vehicle passes over a speed bump normally, the hydraulic oil at the bottom of the rotating cylinder will be quickly discharged through the one-way valve and capillary hole when the limit plate moves down. The hydraulic oil enters the hydraulic cylinder through the connecting pipe. At this time, the oil pressure in the hydraulic cylinder increases, which pushes the push plate in the opposite direction. The push plate pushes the abutment rod, and the abutment rod transmits the pressure to the connecting seat, further increasing the pressure between the contact plate and the curb, and improving the stability of the speed bump. Excess hydraulic oil will enter the rubber bladder through the through hole, causing the rubber bladder to expand, further achieving the purpose of buffering, and making it easier for the vehicle to pass through the pressure plate stably.

[0032] S5. After the wheel passes the pressure plate, the spring pushes the limit plate, causing the pressure plate to rotate and rise again. At this time, the elasticity of the rubber bladder also causes the hydraulic oil to flow back through the connecting pipe. During the backflow, the one-way valve does not flow, and the hydraulic oil can only slowly flow back into the rotating cylinder through the capillary holes, thereby causing the pressure plate to rise slowly, avoiding the pressure plate from directly bouncing up and touching the vehicle chassis, which would cause the chassis to be damaged by impact.

[0033] 3. Beneficial effects

[0034] One or more technical solutions provided in this application have at least the following technical effects or advantages:

[0035] 1. This application uses multiple belt bodies that are spliced ​​together with inserts and plates and placed inside. Connecting seats are set at the ends of the belt bodies at both ends, so that the slots engage the inserts and plates. When the contact plate is close to the curb, the pull rod is pulled, causing the toothed plate to disengage from the toothed ring. At this time, the nut ring can be turned by a wrench, and the nut ring pushes the screw, causing the contact plate to press against the curb. Then, the pull rod is released, and the elastic force of the compression spring causes the toothed plate to engage with the toothed ring, thereby achieving the purpose of locking. By pressing against the curb, the speed bump is firmly placed on the road surface, avoiding road surface damage caused by the installation of anchor bolts and facilitating later replacement.

[0036] 2. After the speed bump assembly is completed, in its natural state, the spring force pushes the limiting plate, causing the support rod to push the pressure plate. At this time, the pressure plate rotates and opens, making the side of the speed bump near the shield very high and the other side very low. When a vehicle travels against the flow of traffic from the higher side of the speed bump, the wheels are blocked by the shield, making it difficult for the wheels to cross the speed bump. At this time, the force of the wheels pushing the shield is from high to low, which applies a rotational force to the pressure plate to continue moving away from the belt. At this time, the limiting plate is completely in contact with the top of the inner cavity of the rotating cylinder, achieving the purpose of limiting the movement. The pressure plate cannot continue to rotate, thus preventing the vehicle from traveling against the flow of traffic.

[0037] 3. After the wheel passes the pressure plate, the spring pushes the limit plate, causing the pressure plate to rotate and rise again. At this time, the elasticity of the rubber bladder also causes the hydraulic oil to flow back through the connecting pipe. During the backflow, the one-way valve does not flow, and the hydraulic oil can only slowly flow back into the rotating cylinder through the capillary holes, thereby causing the pressure plate to rise slowly, avoiding the pressure plate from directly bouncing up and touching the vehicle chassis, which would cause the chassis to be damaged by impact. Attached Figure Description

[0038] Figure 1 This is a schematic diagram of the overall structure of a combined road speed bump according to a preferred embodiment of this application;

[0039] Figure 2 This is a schematic cross-sectional view of the belt structure disclosed in a preferred embodiment of this application;

[0040] Figure 3 This application discloses a preferred embodiment. Figure 2 Enlarged structural diagram at point A in the middle;

[0041] Figure 4 This is a schematic diagram of the connection state between the fastener and the belt body in a preferred embodiment of this application;

[0042] Figure 5 This application discloses a preferred embodiment. Figure 4 Enlarged structural diagram at point B;

[0043] Figure 6 This application discloses a preferred embodiment. Figure 4 Enlarged structural diagram at point C;

[0044] Explanation of the numbers in the diagram: 1. Belt body; 11. Sleeve; 12. Insert plate; 13. Slot; 2. Pressure plate; 21. Storage slot; 22. Cover plate; 3. Fastening seat; 31. Connecting seat; 32. Guide rod; 33. Contact plate; 34. Nut ring; 35. Screw; 36. Anti-slip block; 37. Toothed ring; 38. Fixing plate; 39. Pull rod; 310. Toothed plate; 311. Compression spring; 4. One-way mechanism; 41. Connecting cavity; 42. Rotating cylinder; 43. Support rod; 44. Limiting plate; 45. Spring; 46. One-way valve; 47. Capillary hole; 48. Connecting pipe; 5. Reinforcing mechanism; 51. Hydraulic cylinder; 52. Push plate; 53. Abutment rod; 54. Elastic pad; 55. Limiting cylinder; 56. Rubber bladder; 57. Through hole Detailed Implementation

[0045] The present application will be further described in detail below with reference to the accompanying drawings.

[0046] Reference Figure 1 and Figure 2 This application provides a combined road speed bump, comprising: a belt body 1, of which multiple belt bodies 1 are spliced ​​together; a pressure plate 2, which is hinged to each belt body 1; a one-way mechanism 4, which is installed between the pressure plate 2 and the belt body 1; a fastening seat 3, which is snapped onto the end faces of the two outermost belt bodies 1; and a reinforcing mechanism 5, which is provided inside the belt body 1 and is connected to the one-way mechanism 4. The belt bodies 1 are used in combination and are pressed against the curb stones on both sides of the road by the fastening seats 3, so as to achieve the purpose of quick fixation of the speed bump, avoid damage to the road surface by multiple anchor bolts, facilitate replacement, and the one-way mechanism 4 ensures that the speed bump can only allow vehicles traveling in the forward direction to slow down and pass through, and vehicles traveling in the opposite direction cannot cross it, so as to block vehicles traveling in the opposite direction. When vehicles are traveling in the forward direction, the one-way mechanism 4 and the reinforcing mechanism 5 work together to enhance the clamping force of the fastening seat 3 and maintain the stability of the speed bump.

[0047] Furthermore, the curbstone is a stone block of a certain height erected in the green belt between the existing roadside and the sidewalk. The speed bump is stabilized by fixing the curbstone with fastening seat 3.

[0048] Reference Figure 1 and Figure 2The top of the belt body 1 is an arc-shaped structure with one side lower than the other. The pressure plate 2 is an arc-shaped structure that matches the top of the belt body 1, and the pressure plate 2 is hinged to the lower side of the belt body 1. A storage groove 21 is opened on the higher side of the belt body 1. A baffle plate 22 is fixedly installed at the bottom of the pressure plate 2, and the baffle plate 22 slides to receive the storage groove 21. The length of the storage groove 21 and the baffle plate 22 is less than the length of the belt body 1 and the pressure plate 2. The baffle plate 22 and the storage groove 21 are matching arc-shaped structures, and the arc axis of the storage groove 21 and the baffle plate 22 coincides with the hinge axis of the pressure plate 2 and the belt body 1. In the natural state of the speed bump, the pressure plate 2 is in a state away from the belt body 1, making the side of the speed bump near the baffle plate 22 very high and the other side very low. So, when a vehicle travels against the flow of traffic from the higher side of the speed bump, the wheels are blocked by the baffle plate 22, making it difficult for the wheels to cross the speed bump, thus achieving the purpose of blocking vehicles traveling against the flow of traffic.

[0049] Reference Figure 2 and Figure 3 The one-way mechanism 4 includes a connecting cavity 41. Multiple connecting cavities 41 are formed within the belt body 1. One end of a rotating cylinder 42 is hinged to the bottom of the inner cavity of each connecting cavity 41. A limiting plate 44 is slidably engaged within the inner cavity of the rotating cylinder 42, and the limiting plate 44 is fitted against the top of the inner cavity of the rotating cylinder 42. A spring 45 is installed between the limiting plate 44 and the bottom of the inner cavity of the rotating cylinder 42. One end of a support rod 43 is fixedly connected to the top of the limiting plate 44. The other end of the support rod 43 passes through the rotating cylinder 42 and is hinged to bear pressure. At the bottom of plate 2, one end of the connecting pipe 48 is fixedly connected to the bottom of the rotating cylinder 42, and the other end of the connecting pipe 48 is connected to the reinforcing mechanism 5. Hydraulic oil is filled between the limiting plate 44 and the bottom of the inner cavity of the rotating cylinder 42. The spring 45 is always in a compressed state. A one-way valve 46 is fixedly sleeved on the rotating cylinder 42 at the connecting pipe 48, and a capillary hole 47 is opened on the rotating cylinder 42 on one side of the one-way valve 46. Both ends of the one-way valve 46 and the capillary hole 47 are respectively connected to the rotating cylinder 42 and the connecting pipe 48. In the inner cavity of pipe 48, after the speed bump is assembled, in its natural state, the elastic force of spring 45 pushes the limiting plate 44, causing the support rod 43 to push the pressure plate 2. At this time, the pressure plate 2 rotates and opens. When the vehicle travels against the flow from the high side of the speed bump, the wheels are blocked by the shield plate 22, making it difficult for the wheels to cross the speed bump. At this time, the force of the wheels pushing the shield plate 22 is from high to low, that is, it applies a rotational force to the pressure plate 2 to continue moving away from the belt body 1. At this time, the limiting plate 44 is completely attached to the top of the inner cavity of the rotating cylinder 42, achieving the purpose of limiting. The pressure plate 2 cannot continue to rotate, achieving the purpose of preventing the vehicle from traveling against the flow. When the vehicle is driving normally, the vehicle's wheels will first contact the low side of the speed bump. At this time, the wheels directly press the top of the pressure plate 2, thus pressing down the pressure plate 2. At this time, the support rod 43 presses down the limiting plate 44, the spring 45 deforms, achieving the purpose of buffering. The pressure plate 2 rotates downward and finally attaches to the belt body 1, reducing the height, making it easier for the vehicle to pass through the speed bump when driving normally.

[0050] Reference Figure 4 and Figure 5 The reinforcing mechanism 5 includes a hydraulic cylinder 51. The hydraulic cylinder 51 is fixedly embedded within the belt body 1. Two push plates 52 are slidably sleeved inside the hydraulic cylinder 51. A stop rod 53 is fixedly installed on the side of each push plate 52 that is far from the push plate 52. An elastic pad 54 is fixedly installed on the end of each stop rod 53 that is far from the push plate 52. The elastic pad 54 slides through the side wall of the belt body 1. A limiting cylinder 55 is fixedly sleeved in the middle of the hydraulic cylinder 51. A rubber bladder 56 is fixedly sleeved on the outer wall of the hydraulic cylinder 51 at the limiting cylinder 55. The hydraulic cylinder 51 has a through hole 57 connecting to the rubber bladder 56. The rubber bladder 56 has a hollow semi-circular ring structure, and the apex of the arc-shaped outer wall of the rubber bladder 56 fits against the inner wall of the limiting cylinder 55. A connecting pipe 48 connects to the inner cavity of the hydraulic cylinder 51 between the push plates 52. When the vehicle normally passes over the speed bump, the limiting plate 44 moves down, which quickly discharges the hydraulic oil at the bottom of the rotating cylinder 42 through a one-way valve 46 and a capillary orifice 47. The hydraulic oil then passes through the connecting pipe 57. When the connecting pipe 48 enters the hydraulic cylinder 51, the oil pressure inside the hydraulic cylinder 51 increases, which pushes the push plate 52 in the opposite direction. This push plate 52 then pushes the abutment rod 53, which transmits pressure to the connecting seat 31, further increasing the pressure between the contact plate 33 and the curb, thus improving the stability of the speed bump. Excess hydraulic oil enters the rubber bladder 56 through the through hole 57, causing the rubber bladder 56 to expand and further achieve the purpose of buffering, making it easier for the vehicle to pass through the pressure plate 2 stably. After the wheel passes over the pressure plate 2, the spring 45 pushes the limit plate 44, causing the pressure plate 2 to rotate and rise again. At this time, the elasticity of the rubber bladder 56 also causes the hydraulic oil to flow back through the connecting pipe 48. During the backflow, the one-way valve 46 does not flow, and the hydraulic oil can only slowly flow back into the rotating cylinder 42 through the capillary hole 47, thus causing the pressure plate 2 to rise slowly, avoiding the pressure plate 2 from directly bouncing up and touching the vehicle chassis, which would cause damage to the chassis.

[0051] Reference Figure 1 , Figure 4 and Figure 6The fastening seat 3 includes a connecting seat 31. The two outermost belt bodies 1 are fitted with connecting seats 31. A contact plate 33 is provided on the side of the connecting seat 31 away from the belt body 1. Guide rods 32 are fixedly installed at both ends of the contact plate 33 near the connecting seat 31. A screw 35 is fixedly installed in the middle of the contact plate 33. The guide rods 32 and the screw 35 are slidably sleeved on the connecting seat 31. A nut ring 34 is rotatably engaged on the connecting seat 31. The nut ring 34 is threadedly sleeved on the screw 35. The contact plate 33 is further away from the belt body 1. Multiple anti-slip blocks 36 are fixedly provided on the outer wall of one side of the connecting seat 31. A toothed ring 37 is fixedly sleeved on the outer wall of the nut ring 34. A fixing plate 38 is fixedly installed on the outer wall of the connecting seat 31. A pull rod 39 is slidably sleeved on the fixing plate 38. A toothed plate 310 is fixedly connected to one end of the pull rod 39. The toothed plate 310 slides against the outer wall of the connecting seat 31 and engages with the toothed ring 37. A compression spring 311 is sleeved on the pull rod 39 between the toothed plate 310 and the fixing plate 38. A plug sleeve 1 is fixedly installed on one end of the belt body 1. 1. A plate 12 is fixedly installed at the other end of the belt body 1. The plate 12 on adjacent belt bodies 1 slides and engages with the sleeve 11. Two connecting seats 31 are respectively provided with slots 13 for engaging the sleeve 11 and the plate 12. The anti-slip block 36 has a multi-row horizontal and vertical tapered structure. Multiple belt bodies 1 are placed inside after being spliced ​​together by the sleeves 11 and the plates 12. Connecting seats 31 are respectively provided at the ends of the belt bodies 1 at both ends, so that the slots 13 engage the sleeves 11 and the plates 12. The contact plate 33 Approaching the curb, pull the lever 39 to disengage the toothed plate 310 from the toothed ring 37. At this point, the nut ring 34 can be rotated with a wrench, pushing the screw 35 to press the contact plate 33 against the curb. Then, release the lever 39, and the spring force of the compression spring 311 causes the toothed plate 310 to engage the toothed ring 37, thereby achieving the locking purpose. By pressing the curb, the speed bump is firmly attached to the road surface. The anti-slip block 36 increases the friction between the contact plate 33 and the curb, improving stability.

[0052] This application provides a method for using a combined road speed bump, including the following steps:

[0053] S1. Multiple belt bodies 1 are spliced ​​together by insert sleeves 11 and insert plates 12 and placed inside. Connecting seats 31 are set at the ends of the belt bodies 1 at both ends, so that slots 13 engage insert sleeves 11 and insert plates 12. Contact plates 33 are close to the curb. Pull the pull rod 39 to disengage the toothed plate 310 from the toothed ring 37. At this time, the nut ring 34 can be rotated by the wrench. The nut ring 34 pushes the screw 35, so that the contact plate 33 is pressed against the curb. Then, the pull rod 39 is released. The elastic force of the compression spring 311 causes the toothed plate 310 to engage the toothed ring 37, thereby achieving the purpose of locking. By pressing the curb, the speed bump is firmly placed on the road surface.

[0054] S2. After the speed bump is assembled, in its natural state, the elastic force of the spring 45 pushes the limiting plate 44, causing the support rod 43 to push the pressure plate 2. At this time, the pressure plate 2 rotates and opens, making the side of the speed bump near the shield 22 very high and the other side very low. When the vehicle travels against the flow from the high side of the speed bump, the wheels are blocked by the shield 22, making it difficult for the wheels to cross the speed bump. At this time, the force of the wheels pushing the shield 22 is from high to low, that is, applying a rotational force to the pressure plate 2 to continue to move away from the belt body 1. At this time, the limiting plate 44 is completely in contact with the top of the inner cavity of the rotating cylinder 42, achieving the purpose of limiting. The pressure plate 2 cannot continue to rotate, thus preventing the vehicle from traveling against the flow.

[0055] S3. When the vehicle is driving normally, the vehicle's wheels will first contact the lower side of the speed bump. At this time, the wheels directly press the top of the pressure plate 2, thus pressing down the pressure plate 2. At this time, the support rod 43 presses down the limiting plate 44, and the spring 45 deforms to achieve the purpose of buffering. The pressure plate 2 rotates downward and finally fits the belt body 1, reducing the height and making it easier for the vehicle to pass through the speed bump when driving normally.

[0056] S4. When the vehicle passes over the speed bump normally, the limit plate 44 moves down and the hydraulic oil at the bottom of the rotating cylinder 42 is quickly discharged through the one-way valve 46 and the capillary hole 47. The hydraulic oil enters the hydraulic cylinder 51 through the connecting pipe 48. At this time, the oil pressure in the hydraulic cylinder 51 increases, which pushes the push plate 52 in the opposite direction. The push plate 52 pushes the abutment rod 53, and the abutment rod 53 transmits pressure to the connecting seat 31, further increasing the pressure between the contact plate 33 and the curb, and improving the stability of the speed bump. Excess hydraulic oil will enter the rubber bladder 56 through the through hole 57, causing the rubber bladder 56 to expand, further achieving the purpose of buffering, and making it easier for the vehicle to pass through the pressure plate 2 stably.

[0057] S5. After the wheel passes over the pressure plate 2, the spring 45 pushes the limit plate 44, causing the pressure plate 2 to rotate and rise again. At this time, the elasticity of the rubber bladder 56 also causes the hydraulic oil to flow back through the connecting pipe 48. During the backflow, the one-way valve 46 does not flow, and the hydraulic oil can only slowly flow back into the rotating cylinder 42 through the capillary hole 47, thereby causing the pressure plate 2 to rise slowly, avoiding the pressure plate 2 from directly bouncing up and touching the vehicle chassis, which would cause the chassis to be damaged by impact.

[0058] Working principle: Multiple belt bodies 1 are spliced ​​together using insert sleeves 11 and insert plates 12 and placed inside. Connecting seats 31 are respectively set at the ends of the belt bodies 1 at both ends, so that slots 13 engage insert sleeves 11 and insert plates 12. When the contact plate 33 is close to the curb, the pull rod 39 is pulled, causing the toothed plate 310 to disengage from the toothed ring 37. At this time, the nut ring 34 can be rotated by a wrench. The nut ring 34 pushes the screw 35, causing the contact plate 33 to press against the curb. Then, the pull rod 39 is released, and the elastic force of the compression spring 311 causes the toothed plate 310 to engage with the toothed ring 37, thereby achieving the purpose of locking. By pressing against the curb, the speed bump is firmly attached to the road surface. After the speed bump is assembled, in its natural state, it springs... The spring force of spring 45 pushes the limiting plate 44, causing the support rod 43 to push the pressure plate 2. At this time, the pressure plate 2 rotates and opens, making the side of the speed bump near the shield 22 very high and the other side very low. When the vehicle travels against the flow of traffic from the higher side of the speed bump, the wheels are blocked by the shield 22, making it difficult for the wheels to cross the speed bump. At this time, the force of the wheels pushing the shield 22 is from high to low, that is, applying a rotational force to the pressure plate 2 to continue moving away from the belt body 1. At this time, the limiting plate 44 is completely in contact with the top of the inner cavity of the rotating cylinder 42, achieving the purpose of limiting the movement. The pressure plate 2 cannot continue to rotate, thus preventing the vehicle from traveling against the flow of traffic. When the vehicle is driving normally, the vehicle's wheels will first contact the speed bump. On the lower side of the belt, the wheel directly presses against the top of the pressure plate 2, thus pressing down on the pressure plate 2. At this time, the support rod 43 presses down on the limiting plate 44, and the spring 45 deforms to achieve the purpose of buffering. The pressure plate 2 rotates downward and finally fits against the belt body 1, reducing the height and facilitating the vehicle to pass over the speed bump normally. When the vehicle passes over the speed bump normally, the limiting plate 44 moves down and will quickly discharge the hydraulic oil at the bottom of the rotating cylinder 42 through the one-way valve 46 and the capillary hole 47. The hydraulic oil enters the hydraulic cylinder 51 through the connecting pipe 48. At this time, the oil pressure in the hydraulic cylinder 51 increases, thereby pushing the push plate 52 in the opposite direction, causing the push plate 52 to push the abutment rod 53. The abutment rod 53 then transmits pressure to the connecting seat 31. The pressure between the contact plate 33 and the curb is increased to improve the stability of the speed bump. Excess hydraulic oil will enter the rubber bladder 56 through the through hole 57, causing the rubber bladder 56 to expand and further achieve the purpose of buffering, so that the vehicle can pass through the pressure plate 2 stably. After the wheel passes the pressure plate 2, the spring 45 pushes the limit plate 44, causing the pressure plate 2 to rotate and rise again. At this time, the elasticity of the rubber bladder 56 also causes the hydraulic oil to flow back through the connecting pipe 48. During the return flow, the one-way valve 46 does not flow, and the hydraulic oil can only slowly flow back into the rotating cylinder 42 through the capillary hole 47, so that the pressure plate 2 rises slowly, avoiding the pressure plate 2 from directly jumping up and touching the vehicle chassis and causing chassis impact damage.

Claims

1. A combined road speed bump, characterized in that: Include: The belt body is provided in multiple parts, and the multiple belt bodies are spliced ​​together; Pressure plates are hinged to all the belt bodies; A one-way mechanism is installed between the pressure plate and the belt; Fastening seats are provided on the two outermost end faces of the belt body; A reinforcing mechanism is provided inside the belt body, and the reinforcing mechanism is connected to a one-way mechanism; The top of the belt is an arc-shaped structure with one side lower than the other. The pressure plate is an arc-shaped structure that matches the top of the belt. The pressure plate is hinged to the lower side of the belt. A storage groove is opened on the higher side of the belt. A baffle plate is fixedly installed at the bottom of the pressure plate, and the baffle plate slides to receive the storage groove.

2. A combined road speed bump according to claim 1, characterized in that: The lengths of the storage slot and the baffle are less than the lengths of the belt and the pressure plate, and the baffle and the storage slot are matching arc-shaped structures.

3. A combined road speed bump according to claim 2, characterized in that: The arcuate axis of the storage groove and the shielding plate coincides with the hinge axis of the pressure plate and the belt.

4. A combined road speed bump according to claim 1, characterized in that: The one-way mechanism includes a connecting cavity, and the belt body has multiple connecting cavities. One end of a rotating cylinder is hinged to the bottom of the inner cavity of the connecting cavity. A limiting plate is slidably engaged with the inner cavity of the rotating cylinder, and the limiting plate is attached to the top of the inner cavity of the rotating cylinder. A spring is installed between the limiting plate and the bottom of the inner cavity of the rotating cylinder. One end of a support rod is fixedly connected to the top of the limiting plate, and the other end of the support rod passes through the rotating cylinder and is hinged to the bottom of the pressure plate.

5. A combined road speed bump according to claim 4, characterized in that: The bottom of the rotating cylinder is fixedly connected to one end of the connecting pipe, and the other end of the connecting pipe is connected to the reinforcing mechanism. Hydraulic oil is filled between the limiting plate and the bottom of the inner cavity of the rotating cylinder. The spring is always in a compressed state. A one-way valve is fixedly sleeved on the rotating cylinder at the connecting pipe, and a capillary hole is opened on the rotating cylinder on one side of the one-way valve. Both ends of the one-way valve and the capillary hole are respectively connected to the inner cavity of the rotating cylinder and the connecting pipe.

6. A combined road speed bump according to claim 5, characterized in that: The reinforcing mechanism includes a hydraulic cylinder. The hydraulic cylinder is fixedly embedded in the belt body. Two push plates are slidably sleeved inside the hydraulic cylinder. A stop rod is fixedly installed on the side of the two push plates that are far apart from each other. An elastic pad is fixedly installed on the end of the stop rod that is far away from the push plate. The elastic pad slides through the side wall of the belt body. A limit cylinder is fixedly sleeved in the middle of the hydraulic cylinder. A rubber bladder is fixedly sleeved on the outer wall of the hydraulic cylinder at the limit cylinder. The hydraulic cylinder has a through hole that communicates with the rubber bladder.

7. A combined road speed bump according to claim 6, characterized in that: The rubber bladder has a hollow semi-circular ring structure, and the apex of the arc-shaped outer wall of the rubber bladder fits against the inner wall of the limiting cylinder. The connecting pipe connects to the inner cavity of the hydraulic cylinder between the push plates.

8. A combined road speed bump according to claim 6, characterized in that: The fastening seat includes a connecting seat. The outermost two outermost belt bodies are fitted with connecting seats. A contact plate is provided on the side of the connecting seat away from the belt body. Guide rods are fixedly installed at both ends of the contact plate near the connecting seat. A screw is fixedly installed in the middle of the contact plate. The guide rod and the screw are slidably sleeved on the connecting seat. A nut ring is rotatably engaged on the connecting seat. The nut ring is threaded onto the screw. Multiple anti-slip blocks are fixedly provided on the outer wall of the contact plate away from the connecting seat. A toothed ring is fixedly sleeved on the outer wall of the nut ring. A fixing plate is fixedly installed on the outer wall of the connecting seat. A pull rod is slidably sleeved on the fixing plate. A toothed plate is fixedly connected to one end of the pull rod. The toothed plate slidably fits against the outer wall of the connecting seat and engages with the toothed ring. A compression spring is sleeved on the pull rod between the toothed plate and the fixing plate.

9. A combined road speed bump according to claim 8, characterized in that: One end of the belt is fixedly fitted with a sleeve, and the other end of the belt is fixedly fitted with a plate. The plates on adjacent belts slide to engage with the sleeves. The two connecting seats have slots for engaging the sleeves and plates respectively. The anti-slip block has a multi-row horizontal and vertical tapered structure.

10. A method of using a combined road speed bump according to any one of claims 1-9, characterized in that, Includes the following steps: S1. Multiple belt bodies are spliced ​​together with inserts and plates and placed inside. Connecting seats are set at the ends of the belt bodies at both ends so that the slots engage with the inserts and plates. When the contact plate is close to the curb, the pull rod is pulled so that the toothed plate disengages from the toothed ring. At this time, the nut ring can be turned by the wrench. The nut ring pushes the screw so that the contact plate is pressed against the curb. Then the pull rod is released. The elastic force of the compression spring causes the toothed plate to engage with the toothed ring, thereby achieving the purpose of locking. By pressing the curb, the speed bump is firmly fixed to the road surface. S2. After the speed bump is assembled, in its natural state, the spring force pushes the limiting plate, causing the support rod to push the pressure plate. At this time, the pressure plate rotates and opens, making the side of the speed bump near the shield very high and the other side very low. When a vehicle travels against the flow of traffic from the higher side of the speed bump, the wheels are blocked by the shield, making it difficult for the wheels to cross the speed bump. At this time, the force of the wheels pushing the shield is from high to low, that is, applying a rotational force to the pressure plate to continue moving away from the belt. At this time, the limiting plate is completely in contact with the top of the inner cavity of the rotating cylinder, achieving the purpose of limiting the movement. The pressure plate cannot continue to rotate, thus preventing the vehicle from traveling against the flow of traffic. S3. When the vehicle is driving normally, the vehicle's wheels will first contact the lower side of the speed bump. At this time, the wheels directly press the top of the pressure plate, thus pressing down the pressure plate. At this time, the support rod presses down the limiting plate, the spring deforms, and achieves the purpose of buffering. The pressure plate rotates downward and finally fits the belt body, reducing the height, making it easier for the vehicle to pass through the speed bump when driving normally. S4. When a vehicle passes over a speed bump normally, the hydraulic oil at the bottom of the rotating cylinder will be quickly discharged through the one-way valve and capillary hole when the limit plate moves down. The hydraulic oil enters the hydraulic cylinder through the connecting pipe. At this time, the oil pressure in the hydraulic cylinder increases, which pushes the push plate in the opposite direction. The push plate pushes the abutment rod, and the abutment rod transmits the pressure to the connecting seat, further increasing the pressure between the contact plate and the curb, and improving the stability of the speed bump. Excess hydraulic oil will enter the rubber bladder through the through hole, causing the rubber bladder to expand, further achieving the purpose of buffering, and making it easier for the vehicle to pass through the pressure plate stably. S5. After the wheel passes the pressure plate, the spring pushes the limit plate, causing the pressure plate to rotate and rise again. At this time, the elasticity of the rubber bladder also causes the hydraulic oil to flow back through the connecting pipe. During the backflow, the check valve does not flow. The hydraulic oil can only slowly flow back into the rotating cylinder through the capillary pores, causing the pressure plate to rise slowly. To prevent the pressure plate from bouncing up and hitting the vehicle chassis, which could cause chassis impact damage.

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