Road deceleration strip device with buffer structure

Abstract

The road deceleration strip device comprises a speed reducer part and a bottom bin which are distributed from top to bottom, the ends, close to each other, of the speed reducer part and the bottom bin are provided with openings, the speed reducer part is detachably installed on the bottom bin in a sealed and communicated mode, and meanwhile the top of the speed reducer part is made of a deformation material; a piston plate is arranged on the inner side of the bottom bin, an inlet and outlet pipe is arranged at the bottom of the end wall of the bottom bin in a communicating mode, and an inlet and outlet valve is arranged on the inlet and outlet pipe in a communicating mode. The shear thickening fluid is injected into the space formed by the rubber belt and the bottom bin, and the deformation characteristic of the rubber belt is utilized; when a vehicle passes through the deceleration strip at a high speed, the intensity can be instantly increased, discomfort is caused to a driver, and the purpose of deceleration driving is achieved; when the vehicle runs at a low speed, the impact force borne by the vehicle is small and slow, and the shear thickening fluid is in a soft state and is similar to common liquid, so that buffering is provided for the vehicle, and discomfort of a driver caused by large impact of the vehicle is avoided.

Description

Technical Field

[0001] This invention relates to the field of speed bumps, specifically to a road speed bump device with a buffer structure. Background Technology

[0002] In road traffic management, speed bumps are crucial facilities for ensuring pedestrian safety and reducing traffic accident rates. They are widely used in densely populated areas such as schools, residential communities, and hospitals, as well as accident-prone road sections. By forcing vehicles to slow down, they effectively reduce the safety hazards caused by vehicle speed. However, most speed bumps currently on the market have a relatively simple structure, typically made of hard rubber or metal in a strip-like raised shape.

[0003] However, the road speed bumps widely used in the market today generally have limitations in their structural design, mostly using strip-shaped raised structures made of hard rubber or metal. This simple construction has revealed many drawbacks in actual use. From a mechanical perspective, when a vehicle passes over such a speed bump at a low speed of 5-10 km / h, the lack of deformation buffering capacity of the rubber or metal materials results in a short contact time between the vehicle tires and the speed bump, and a concentrated force, causing the peak vertical impact force to reach 3-5 times that of normal driving. If the vehicle passes over it at a speed of 20 km / h or higher, the impact force increases exponentially. Actual test data shows that when the vehicle speed reaches 30 km / h, the instantaneous stress on the suspension system can exceed 120% of the design safety threshold.

[0004] Prolonged use of such speed bumps can cause significant damage to critical vehicle components. According to statistics from vehicle engineering research institutions, vehicles that frequently traverse traditional hard speed bumps have a 47% higher rate of suspension system shock absorber oil leaks, a 63% higher rate of abnormal tire tread wear, and a 2.8 times higher risk of spring fatigue fracture compared to vehicles driven normally. For commercial vehicles, this damage is even more pronounced; for heavy-duty trucks, every 1000 traverses of traditional speed bumps shortens the fatigue life of the rear axle half-shaft by approximately 15%.

[0005] In terms of driving comfort, these speed bumps also have serious drawbacks. According to ergonomic studies, when a vehicle generates a vertical acceleration exceeding 1.2g, the lumbar and cervical spine of the driver and passengers will be subjected to abnormal pressure. Frequent passage over traditional speed bumps will significantly increase the risk of developing chronic lumbar and cervical diseases.

[0006] As can be seen from the above, even when a vehicle passes over a speed bump at low speed, the traditional structure still cannot prevent damage to the vehicle from the impact force. If a speed bump with a change in state when a vehicle passes over it at low speed could be developed, thereby reducing the impact force between the vehicle and the speed bump and achieving an effective buffering function, it would greatly reduce vehicle damage, increase vehicle lifespan, and improve the comfort of passengers. This highlights the urgency and importance of developing new road speed bumps with buffering structures. Summary of the Invention

[0007] The purpose of this invention is to provide a road speed bump device with a buffer structure, which aims to improve the problem of large impact force between the speed bump and the vehicle when the vehicle passes over the speed bump at low speed due to the hard material of the speed bump.

[0008] The present invention is implemented as follows: a road speed bump device with a buffer structure includes a speed reduction device and a base chamber distributed from top to bottom. The ends of the speed reduction device and the base chamber that are close to each other are both set as openings. The speed reduction device is detachably and sealed and connected to the base chamber. The top of the speed reduction device is made of a deformable material. A piston plate is provided on the inner side of the base chamber. An inlet and outlet pipe is provided at the bottom of the end wall of the base chamber. An inlet and outlet valve is provided on the inlet and outlet pipe. The piston plate is located above the inlet and outlet pipe. A shear thickening fluid is added into the space formed by the piston plate, the base chamber and the speed reduction device.

[0009] Preferably, the deceleration device includes a connecting frame and a rubber belt, wherein the rubber belt is configured as an arc-shaped structure with closed ends and an open bottom, and the connecting frame is installed at the opening of the rubber belt.

[0010] Preferably, multiple connecting posts are provided at the junction of the rubber belt and the connecting frame, and a countersunk hole is provided at each connecting post. The bottom thread of the connecting bolt provided at the countersunk hole is inserted into the bottom compartment.

[0011] Preferably, a plurality of first reinforcing ribs are provided on the inner sidewall of the rubber belt, and a plurality of second reinforcing ribs are provided on the outer sidewall of the rubber belt. The first reinforcing ribs are provided along the circumferential direction of the rubber belt, and the second reinforcing ribs are provided along the length direction of the rubber belt.

[0012] Preferably, the bottom silo includes a frame and multiple side wall panels, which are distributed and laid on the inside of the frame to form a silo with an open top.

[0013] Preferably, multiple threaded grooves are provided on the upper side of the frame, and the bottom thread of the connecting bolt is inserted into the threaded groove.

[0014] Preferably, the piston plate includes a blocking plate and a bottom frame mounted on the blocking plate, and a sealing layer is provided on the vertical sidewalls of the blocking plate and the bottom frame, the sealing layer being in contact with the sidewall plate.

[0015] Preferably, the bottom compartment is buried in the road surface, and a well is buried at the end of the bottom compartment where the inlet and outlet valves are installed, with the deceleration device located above the road surface.

[0016] Compared with the prior art, the beneficial effects of the present invention are: This invention injects a shear-thickening fluid into the space formed by the rubber belt and the base, and utilizes the deformation characteristics of the rubber belt; when a vehicle passes over the speed bump at high speed, it can instantly increase the strength, causing discomfort to the driver and thus slowing down the vehicle; when the vehicle is traveling at low speed, because the impact force is small and slow, the shear-thickening fluid is in a soft state, similar to ordinary liquid, providing a buffer for the vehicle and preventing it from causing a large impact that would cause discomfort to the driver.

[0017] This invention features a piston plate inside a bottom chamber, with an inlet / outlet valve located at the end of the bottom chamber. The inlet / outlet valve is positioned below the piston plate, allowing liquid or gas to be injected into the space formed by the piston plate and the bottom chamber when a compressor or liquid pump is connected to the valve. This forces the piston plate to rise, filling the space between the piston plate and the rubber belt with shear-thickening fluid, thus providing support for the deceleration function. Furthermore, when the rubber belt needs to be removed for replacement, the gas or liquid in the space between the piston and the bottom chamber can be released, causing the piston plate to descend and the shear-thickening fluid to fall into the bottom chamber, preventing the shear-thickening fluid from flowing out due to the removal of the rubber belt. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the deceleration device of the present invention and the road surface; Figure 2 This is a schematic diagram of the structure of the speed reduction device of the present invention; Figure 3 This is a schematic diagram of the structure of the bottom compartment and piston plate of the present invention; Figure 4 This is a schematic diagram of the structure of the bottom compartment of the present invention; Figure 5 This is a first structural schematic diagram of the piston plate of the present invention; Figure 6 This is a schematic diagram of the second structure of the piston plate of the present invention; Figure 7 This is a schematic diagram of the structure of the speed reduction device of the present invention; Figure 8 This is a partial structural schematic diagram of the speed reduction device of the present invention.

[0019] In the diagram: 1. Road surface; 2. Speed ​​reduction device; 21. Connecting frame; 22. Rubber belt; 23. Connecting bolt; 24. First reinforcing rib; 25. Connecting column; 26. Countersunk hole; 3. Bottom compartment; 31. Frame; 32. Side wall panel; 33. Threaded groove; 34. Inlet / outlet valve; 4. Piston plate; 41. Bottom frame; 42. Blocking plate; 43. Sealing layer. Detailed Implementation

[0020] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0021] The following description, in conjunction with the accompanying drawings and specific embodiments, provides further details: Example 1

[0022] To reduce the impact of speed bumps on vehicles at low speeds and provide cushioning, this embodiment provides a novel speed bump. This speed bump comprises a deformable outer shell and a shear-thickening fluid filled within the shell. The shear-thickening fluid exhibits a rapid increase in hardness upon impact and returns to a fluid state after the impact subsides. Utilizing this property, when a vehicle passes over the speed bump at high speed, the shear-thickening fluid instantly increases in intensity, causing discomfort to the driver and thus slowing the vehicle down. When the vehicle is traveling at low speeds, the impact force is smaller and slower, and the shear-thickening fluid remains in a soft state, similar to a regular liquid, providing cushioning and preventing significant impact that could cause discomfort to the driver.

[0023] like Figure 1 , Figure 2 As shown, to achieve the above objectives, the speed bump includes a speed reduction device 2 and a base 3. Both the speed reduction device 2 and the base 3 have open ends that are close to each other. The speed reduction device 2 is detachably and sealedly installed on the base 3, thus allowing the shear-thickening fluid to be stored in the space formed by the base 3 and the speed reduction device 2. Furthermore, the top of the speed reduction device 2 is made of a deformable material, and the top of the speed reduction device 2 protrudes from the road surface 1, thereby achieving vehicle deceleration under the action of the speed reduction device 2.

[0024] like Figure 4 As shown, in order to form a stable storage space, the bottom compartment 3 includes a frame 31 and multiple side wall panels 32. The multiple side wall panels 32 are distributed and laid on the inner side of the frame 31 to form a compartment with an open top. The deceleration device 2 includes a connecting frame 21 and a rubber belt 22. The rubber belt 22 is set as an arc-shaped structure with closed ends and an open bottom. The connecting frame 21 is installed at the opening of the rubber belt 22.

[0025] like Figure 7 , Figure 8As shown, to install the speed reducer 2 on the base chamber 3, multiple connecting posts 25 are provided at the junction of the rubber belt 22 and the connecting frame 21, and a countersunk hole 26 is provided at each connecting post 25. Multiple threaded grooves 33 are provided on the upper side of the frame 31, with the threaded grooves 33 and countersunk holes 26 facing each other and distributed along the length of the base chamber 3. When the speed reducer 2 is installed on the base chamber 3, a sealing gasket is laid on the contact surface of the connecting frame 21 and the frame 31. Then, the connecting bolt 23 is installed at the countersunk hole 26, with the bottom thread of the connecting bolt 23 inserted into the threaded groove 33. Under the action of the connecting bolt 23, the connecting frame 21 and the frame 31 are controlled to press against each other to achieve a sealed contact while ensuring a stable connection between the base chamber 3 and the speed reducer 2, thus preventing the overflow of the shear-thickening fluid.

[0026] like Figure 7 As shown, to enhance the strength of the rubber belt 22 and improve its ability to withstand external forces, multiple first reinforcing ribs 24 are provided on the inner wall of the rubber belt 22, and multiple second reinforcing ribs are provided on the outer wall of the rubber belt 22. The first reinforcing ribs 24 are arranged along the circumference of the rubber belt 22, and the second reinforcing ribs are arranged along the length of the rubber belt 22. The cooperation of the first and second reinforcing ribs increases the compressive strength of the rubber belt 22 without affecting its deformation. This means that when the vehicle is traveling at low speed, the shear-thickening fluid on the inner side is in a low-hardness state when the vehicle tires compress the rubber belt 22, allowing the vehicle to pass slowly and smoothly. When the vehicle is traveling at high speed and impacts the rubber belt 22, the impact force is transmitted to the shear-thickening fluid, forcing it to increase in hardness, thus achieving the purpose of vehicle deceleration. Example 2

[0027] like Figure 3 , Figure 4 As shown, based on Example 1, in order to fill the space of the rubber belt 22 with shear-thickening fluid and to prevent the outflow of shear-thickening fluid when disassembling the rubber belt 22, a piston plate 4 is also provided inside the bottom chamber 3. The piston plate 4 is sealed and movably installed in the bottom chamber 3, and an inlet and outlet pipe is provided at the bottom of the end wall of the bottom chamber 3. At the same time, an inlet and outlet valve 34 is provided on the inlet and outlet pipe, and the outer piston plate 4 is located above the inlet and outlet pipe. Therefore, when the inlet and outlet valve 34 is connected to an air compressor or a liquid pump, liquid or gas can be injected into the space formed by the piston plate 4 and the bottom chamber 3 under the action of the air compressor or liquid pump, forcing the piston plate 4 to rise, thereby filling the space formed by the shear-thickening fluid between the piston plate 4 and the rubber belt 22, providing support for the deceleration function. When the rubber belt 22 needs to be removed for replacement, the gas or liquid in the space formed by the piston plate 4 and the bottom chamber 3 can be released, causing the piston plate 4 to descend and the shear thickening fluid to fall into the bottom chamber 3, thus preventing the shear thickening fluid from flowing out due to the removal of the rubber belt 22.

[0028] like Figure 5 , Figure 6 As shown, specifically, the piston plate 4 includes a blocking plate 42 and a bottom frame 41 mounted on the blocking plate 42. A sealing layer 43 is provided on the vertical sidewalls of the blocking plate 42 and the bottom frame 41, and the sealing layer 43 contacts the sidewall plate 32. Under the action of the sealing layer 43, the blocking plate 42 and the bottom frame 41 are sealed relative to the bottom chamber 3 and movably installed, facilitating the compression and shearing of the thickening fluid by the piston plate 4 to fill the space they occupy.

[0029] In order to facilitate the release of liquid or gas below piston plate 4, when the bottom chamber 3 is buried in the road surface 1, a well is buried at one end of the bottom chamber 3 where the inlet / outlet valve 34 is installed. The inlet / outlet valve 34 is located inside the well and a cover plate is installed on the well. When the rubber belt 22 needs to be removed, the inlet / outlet valve 34 can be turned to release the pressure and allow the shear thickening fluid to fall back into the bottom chamber 3.

[0030] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A road speed bump device with a buffer structure, characterized in that, The device includes a speed reduction device (2) and a bottom chamber (3) distributed from top to bottom. The ends of the speed reduction device (2) and the bottom chamber (3) that are close to each other are both set as open. The speed reduction device (2) is detachable and sealed and installed on the bottom chamber (3). The top of the speed reduction device (2) is made of deformable material. A piston plate (4) is provided on the inner side of the bottom chamber (3). An inlet and outlet pipe is provided at the bottom of the end wall of the bottom chamber (3). An inlet and outlet valve (34) is provided on the inlet and outlet pipe. The piston plate (4) is located above the inlet and outlet pipe. Shear thickening fluid is injected into the space formed by the piston plate (4), the bottom chamber (3) and the speed reduction device (2).

2. The road speed bump device with a buffer structure according to claim 1, characterized in that, The deceleration device (2) includes a connecting frame (21) and a rubber belt (22). The rubber belt (22) is configured as an arc-shaped structure with closed ends and an open bottom. The connecting frame (21) is installed at the opening of the rubber belt (22).

3. A road speed bump device with a buffer structure according to claim 2, characterized in that, Multiple connecting posts (25) are provided at the junction of the rubber belt (22) and the connecting frame (21). A countersunk hole (26) is provided at each of the connecting posts (25). The bottom thread of the connecting bolt (23) provided at the countersunk hole (26) is inserted into the bottom compartment (3).

4. A road speed bump device with a buffer structure according to claim 3, characterized in that, Multiple first reinforcing ribs (24) are provided on the inner sidewall of the rubber strip (22), and multiple second reinforcing ribs are provided on the outer sidewall of the rubber strip (22). The first reinforcing ribs (24) are provided along the circumferential direction of the rubber strip (22), and the second reinforcing ribs are provided along the length direction of the rubber strip (22).

5. A road speed bump device with a buffer structure according to claim 3, characterized in that, The bottom compartment (3) includes a frame (31) and multiple side wall panels (32), which are distributed and laid on the inside of the frame (31) to form a compartment with an open top.

6. A road speed bump device with a buffer structure according to claim 5, characterized in that, Multiple threaded grooves (33) are provided on the upper side of the frame (31), and the bottom thread of the connecting bolt (23) is inserted into the threaded groove (33).

7. A road speed bump device with a buffer structure according to claim 5, characterized in that, The piston plate (4) includes a blocking plate (42) and a bottom frame (41) mounted on the blocking plate (42). A sealing layer (43) is provided on the vertical sidewalls of the blocking plate (42) and the bottom frame (41), and the sealing layer (43) is in contact with the sidewall plate (32).

8. A road speed bump device with a buffer structure according to claim 1, characterized in that, The bottom chamber (3) is buried in the road surface (1), and a well is buried at one end of the bottom chamber (3) where an inlet / outlet valve (34) is provided. The deceleration device (2) is located above the road surface (1).

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