Construction zone speed limit interception roadblock and speed limit execution system

Abstract

This invention relates to the field of road obstacle technology, and discloses a construction zone speed-limiting interception obstacle and speed-limiting execution system. The speed-limiting interception obstacle includes a deceleration unit, an underground cylinder connected to the bottom of the deceleration unit, an adjustment component, and a speed measuring instrument. The deceleration unit includes a support plate with a groove on its top surface. Pressure plates are rotatably mounted on the inner walls of both sides of the groove. The adjustment component adjusts the angle between the two pressure plates and the top surface of the support plate. The speed measuring instrument controls the adjustment component to adjust the angle between the pressure plates and the top surface of the support plate according to the vehicle speed, allowing the pressure plates to switch between a release state, a deceleration state, and an interception state. This invention achieves intelligent switching of the pressure plates between the release state, deceleration state, and interception state by real-time monitoring and grading vehicle speed, meeting the graded control requirements at different vehicle speeds. Furthermore, the dual-mode design of pure mechanical structure and electronic control ensures inherent safety in the event of power failure or system malfunction.

Description

Technical Field

[0001] This invention relates to the field of road obstacle technology, specifically to a construction zone speed limit interception road obstacle and speed limit enforcement system. Background Technology

[0002] Roadblocks are obstacles placed on roads to restrict or block the passage of vehicles. Traditional speed bumps are commonly used on roads to limit vehicle speed, while vehicles are intercepted by facilities that can be placed manually, such as warning signs, reflective cones, and corrugated guardrails. Alternatively, underground retractable roadblocks can be used to achieve the purpose of limiting vehicle speed and controlling vehicle movement.

[0003] However, in construction areas undergoing expansion or renovation, the mixing of social vehicles and construction vehicles necessitates stricter requirements for vehicle speed control. Traditional speed bump devices cannot be adjusted in height, and the aforementioned interception methods only offer two extreme states: "allowing passage" and "intercepting," neither of which can meet the needs of dynamic speed limiting or interception, thus failing to adapt to the dynamic changes in construction areas undergoing expansion or renovation. Summary of the Invention

[0004] The purpose of this invention is to provide a construction zone speed limit interception roadblock and speed limit enforcement system that meets the hierarchical control requirements at different vehicle speeds (safe passage, forced deceleration, physical interception), ensures inherent safety in the event of power failure or system malfunction, and improves the accuracy and reliability of vehicle control in construction zones.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a speed-limiting roadblock interception system for construction areas, comprising a deceleration unit, an underground cylinder connected to the bottom of the deceleration unit, an adjustment component, and a speed measuring instrument. The deceleration unit includes a bearing plate, the top surface of which has a groove, and pressure plates are rotatably mounted on both inner walls of the groove. The adjustment component is used to adjust the angle between the two pressure plates and the top surface of the bearing plate. The speed measuring instrument controls the adjustment component to adjust the angle between the pressure plates and the top surface of the bearing plate according to the vehicle speed, so that the pressure plates switch between a release state, a deceleration state, and an interception state.

[0006] Optionally, the top opening of the underground cylinder is designed to communicate with the bottom of the groove. The adjustment component includes a dynamic adjustment component, which includes a lifting bar that is vertically slidably installed on the inner wall of the underground cylinder. The top of the lifting bar is rotatably connected to two pressure plates. A hydraulic chamber for holding hydraulic medium is formed between the lifting bar and the bottom of the underground cylinder. An exchange chamber is opened inside the lifting bar, and the exchange chamber is connected to the hydraulic chamber through a fluid exchange hole at the bottom of the lifting bar. A return spring is connected between the bottom of the lifting bar and the inner bottom of the hydraulic chamber.

[0007] Optionally, the dynamic adjustment assembly further includes a top spring connected to the top of the exchange chamber. The bottom end of the top spring, which extends into the hydraulic chamber, is connected to a retaining ring. The diameter of the retaining ring is larger than the diameter of the fluid exchange hole. A reflux hole is provided at the center of the retaining ring, and the flow rate of the reflux hole is smaller than the flow rate of the fluid exchange hole.

[0008] Optionally, the adjustment assembly further includes an interception assembly, which includes a vertical shaft that is vertically installed inside the underground cylinder and can rotate in both directions. The lifting bar has a through hole for the vertical shaft to pass through, and a sleeve is vertically slidably installed on the inner wall of the through hole. The sleeve is fitted onto the outer wall of the vertical shaft and is threadedly connected to the outer wall of the vertical shaft. The inner wall of the through hole also has an annular groove, and a collar located in the annular groove is fitted and fixed on the outer wall of the sleeve.

[0009] Optionally, a guide is provided between the sleeve and the lifting bar. The guide includes a guide wedge block that is slidably installed on the top of the lifting bar. The outer wall of the sleeve is provided with a vertically designed guide groove. When the guide wedge block slides and adjusts towards the sleeve, it can be inserted into the guide groove and slide vertically with it.

[0010] Optionally, the sleeve consists of an inner tube and an outer tube that slide and insert into each other, and the guide groove is formed on the outer wall of the outer tube, and the section of the inner tube near the collar is designed as a foldable section.

[0011] Optionally, the portion of the underground cylinder that connects to the bottom of the groove is provided with an annular water-blocking protrusion, and the bottom surfaces of both pressure plates are provided with stepped grooves that can be adapted to the annular water-blocking protrusion. The bottom surfaces on both sides of the groove are both set as inclined surfaces, and the outer walls on both sides of the bearing plate are provided with guide grooves that connect to the inclined surfaces.

[0012] Optionally, a removable cover is installed on the top surface of both pressure plates, and the cover can cover the gap between the two pressure plates.

[0013] Optionally, the speed measuring device includes a video capture module and an image display module, and the video capture module and the image display module are arranged upstream of the road where the deceleration unit is located.

[0014] A construction zone speed limit enforcement system includes a construction zone speed limit interception roadblock and a risk assessment module. The risk assessment module is used to assess the vehicle speed data from the speed measuring instrument and issue instructions based on the speed range in which the vehicle is located.

[0015] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0016] I. This invention uses a speed measuring instrument and a risk assessment module to monitor and classify vehicle speed in real time. Combined with a purely mechanical adaptive adjustment component consisting of hydraulic medium flow rate control and a top spring retaining ring mechanism, as well as a servo motor driven interception component, it realizes intelligent switching of the pressure plate between the release state, deceleration state, and interception state. This not only meets the graded management and control requirements at different vehicle speeds (safe passage, forced deceleration, physical interception), but also ensures inherent safety in the event of power failure or system failure through the dual-mode design of pure mechanical structure and electronic control, thereby improving the accuracy and reliability of vehicle management in the construction area.

[0017] Second, this invention improves the overall load-bearing capacity of the device by using a multi-level support structure of underground cylinder, lifting bar and support plate, combined with the pressure distribution design when the pressure plate is flush, and the protective structure of cover, annular water-blocking protrusion and flow channel. At the same time, it effectively avoids local stress concentration and rainwater and dust intrusion, greatly extends the service life of the device in harsh construction environments, and the flow channel design also reduces the accumulation of soil and rocks inside, reducing maintenance costs.

[0018] Third, this invention utilizes a mechanical damage absorption mechanism through the shearing separation of the easily broken section of the sleeve and the collar, as well as a manual emergency operation interface that engages with the guide wedge and the internal hexagonal hole. This allows for controlled mechanical damage to protect the core transmission components when a vehicle forcibly breaks through a barrier, reducing maintenance costs. In emergency situations such as power outages or circuit failures, the system can still quickly switch to an interception state through manual operation. The extendable sleeve design enhances the warning and interception effects, ensuring the reliability and safety of emergency management in the construction area. Attached Figure Description

[0019] Figure 1 This is a schematic diagram showing the state of the deceleration units of the present invention laid out side by side;

[0020] Figure 2 This is a three-dimensional structural diagram of the deceleration unit and the underground cylinder of the present invention;

[0021] Figure 3 This is a bottom-view perspective view of the deceleration unit and the underground cylinder of the present invention;

[0022] Figure 4 This is a top view of the bearing plate of the present invention after the pressure plate has been removed;

[0023] Figure 5 This is a half-sectional view of the deceleration unit and the underground cylinder of the present invention;

[0024] Figure 6 For the present invention Figure 5 Partial sectional perspective view of the underground casing;

[0025] Figure 7 This is a schematic diagram showing the state of the deceleration unit of the present invention switching to the release state;

[0026] Figure 8 This is a schematic diagram showing the state of the deceleration unit of the present invention switching to the interception state;

[0027] Figure 9 This is a perspective view of the inner and outer tubes of the present invention;

[0028] Figure 10 This is a schematic diagram of the interception state of the deceleration unit and the vehicle's interception state according to the present invention;

[0029] Figure 11 This is a side sectional view of the deceleration unit of the present invention and a partially enlarged schematic diagram of the guide component;

[0030] Figure 12 For the present invention Figure 11 A sectional stereoscopic view from a specific perspective;

[0031] Figure 13 This is a flowchart of the speed-limiting execution system of the present invention;

[0032] Figure 14 This is a schematic diagram showing the installation position of the speed measuring instrument of the present invention;

[0033] Figure 15 This is a schematic diagram showing two underground cylinders installed at the bottom of the deceleration unit of the present invention;

[0034] Figure 16 This is a schematic diagram of two sets of underground cylinders and internal adjustment components designed for this invention.

[0035] In the picture:

[0036] 1. Deceleration unit; 11. Bearing plate; 12. Groove; 13. Pressure plate; 14. Cover; 15. Flow guide; 16. Annular water-blocking protrusion;

[0037] 2. Underground tube;

[0038] 3. Dynamic adjustment component; 31. Lifting bar; 32. Support plate; 33. Exchange chamber; 34. Fluid exchange hole; 35. Return spring; 36. Retaining ring; 37. Top spring; 38. Return hole; 39. Hydraulic chamber;

[0039] 4. Interception component; 41. Vertical shaft; 42. Sleeve; 421. Inner tube; 422. Outer tube; 43. Collar; 44. Annular groove;

[0040] 5. Guide component; 51. Guide vertical groove; 52. Guide wedge;

[0041] 6. Through groove;

[0042] 7. Speedometer; 71. Video capture module; 72. Image display module;

[0043] 8. Risk assessment module. Detailed Implementation

[0044] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0045] Please see Figures 1 to 3 This invention provides a technical solution: a speed-limiting roadblock for construction areas, comprising a deceleration unit 1, an underground cylinder 2 connected to the bottom of the deceleration unit 1, an adjustment component, and a speed measuring instrument. The deceleration unit 1 includes a bearing plate 11, the top surface of which has a groove 12, and pressure plates 13 are rotatably mounted on both sides of the inner wall of the groove 12. The adjustment component is used to adjust the angle between the two pressure plates 13 and the top surface of the bearing plate 11. The speed measuring instrument 7 controls the adjustment component to adjust the angle between the pressure plates 13 and the top surface of the bearing plate 11 according to the speed of the vehicle, so that the pressure plates 13 can switch between a release state, a deceleration state, and an interception state.

[0046] like Figure 1 As shown, when using this speed-limiting roadblock, multiple sets of deceleration units 1 need to be used side by side. The specific number used is selected according to the width of the road in the construction area, and the distance between adjacent deceleration units 1 is less than the width of the wheel to prevent the wheel from passing through the gap between the deceleration units 1.

[0047] During installation, after positioning the installation location of the deceleration unit 1, pre-embedded holes are drilled using drilling equipment such as a drilling machine. Then, the underground cylinder 2 is buried underground for fixation, and the bearing plate 11 is made to fit against the ground. Expansion screws or long nails can also be used to reinforce the edges and corners of the bearing plate 11 to the ground. Finally, multiple deceleration units 1 are used to form a complete speed bump.

[0048] It should be noted that the angle between the pressure plate 13 and the supporting plate 11 can be used to classify the state of the pressure plate 13 into three types: release state, deceleration state, and interception state. The included angle between the pressure plate 13 and the supporting plate 11 is as follows: Figure 5 As shown in Figure a.

[0049] Based on the deceleration state, if the angle between the pressure plate 13 and the bearing plate 11 is less than the angle of the deceleration state, it is the release state; otherwise, it is the interception state. Taking the deceleration state as 30 degrees as an example, then a < 30 degrees is the release state, and a > 30 degrees is the interception state.

[0050] Similarly, the vehicle speed can be divided into three speeds corresponding to the three states mentioned above: safe speed (low), speed to be corrected (medium), and dangerous speed (high), so as to adjust the state of the pressure plate 13 according to the vehicle speed.

[0051] During the traffic opening phase, the deceleration unit 1 is used in conjunction with the speed measuring instrument 7. The speed measuring instrument 7 includes a video capture module 71 and an image display module 72, and the video capture module 71 and the image display module 72 are arranged upstream of the deceleration unit 1 on the road. This ensures that vehicles have sufficient deceleration distance. Specifically, as shown below... Figure 14 As shown, the vehicle speed is measured by the video capture module 71 and displayed and alerted on the image display module 72. Then, based on the vehicle speed, the adjustment component is driven to control the angle between the pressure plate 13 and the support plate 11, so that it switches between three states, as follows:

[0052] First, under normal conditions, pressure plate 13 is always in a deceleration state (such as...). Figure 5 (As shown), and then adjust according to the vehicle speed. When the vehicle speed is detected to be within a safe speed range, the adjustment component reduces the angle between the pressure plate 13 and the support plate 11 to switch to the release state. In the release state, the angle between the pressure plate 13 and the support plate 11 is preferably 0 degrees, that is, the pressure plate 13 and the support plate 11 rotate to the same plane (as shown). Figure 7 As shown), the vehicle can pass through at a low speed and smoothly. Moreover, due to the thickness of the bearing plate 11, the wheels can also provide a slight feedback to remind the driver that they have passed the speed bump.

[0053] When the vehicle speed is detected to be at the speed to be corrected, the vehicle needs to be slowed down. Therefore, the pressure plate 13 remains in normal condition to slow down the vehicle.

[0054] When a vehicle's speed is detected to be at a dangerous speed, it needs to be intercepted to avoid an accident. At this time, the adjusting component increases the angle between the pressure plate 13 and the supporting plate 11 to switch to the interception state. The increased height of the pressure plate 13 achieves the interception effect. Moreover, if the vehicle's speed drops to the speed to be corrected or the safe speed, the pressure plate 13 can also switch to the deceleration state or the release state mentioned above to allow the vehicle to pass smoothly.

[0055] In this way, by adjusting the state of the pressure plate 13 according to different vehicle speeds, the dynamic speed limit and interception effects can be achieved, thereby adapting to the dynamic changes in the construction area. Moreover, deceleration and interception are only means to achieve the goal of enabling vehicles to pass safely.

[0056] It is worth noting that while the pressure plate 13 can slow down the vehicle during deceleration, it is also subject to impact and pressure. Therefore, if only deceleration is required, the service life of the pressure plate 13 will be greatly shortened. However, within the safe speed range, vehicles can pass smoothly, especially dump trucks or trucks carrying building materials. Smooth passage means that vehicles will not shake off soil, sand, gravel, or construction waste in the speed bump area, nor will the materials being carried collide due to the bumps. This provides a certain degree of protection for both the vehicle and the materials. At the same time, after a long period of passage, the driver can also actively slow down to achieve the effect of actively reducing risks.

[0057] Moreover, in the released state, when the pressure plate 13 is flush with the bearing plate 11, the bottom surface of the pressure plate 13 is in contact with the inner wall of the groove 12. In this way, the pressure on the pressure plate 13 will be shared with the bearing plate 11, which can reduce the pressure and impact on the pressure plate 13, thereby extending the service life of the pressure plate 13.

[0058] Furthermore, measures such as installing reflective strips on the surface of the pressure plate 13 can make the pressure plate 13 more conspicuous, so that vehicle drivers can notice it in advance and slow down or maintain a safe speed, thus ensuring the safety of the road in the construction area.

[0059] In actual traffic conditions, to ensure smooth road flow, the blocking state of the pressure plate 13 is used infrequently unless absolutely necessary. Therefore, the pressure plate 13 mostly switches between deceleration and release states. Considering the frequent power outages in the construction area, to ensure the pressure plate 13 can function normally under both power-on and power-off conditions, the switching method between these two states has been optimized to a purely mechanical adjustment mechanism. Specifically, as follows... Figure 5-6 As shown, the top opening of the underground cylinder 2 is connected to the bottom of the groove 12. The adjustment component includes a dynamic adjustment component 3, which includes a lifting bar 31 that is vertically slidably installed on the inner wall of the underground cylinder 2. The top of the lifting bar 31 is rotatably connected to the two pressure plates 13 with support plates 32. A hydraulic cavity 39 for holding hydraulic medium is formed between the lifting bar 31 and the bottom of the underground cylinder 2. An exchange cavity 33 is opened inside the lifting bar 31, and the exchange cavity 33 is connected to the hydraulic cavity 39 through the fluid exchange hole 34 at the bottom of the lifting bar 31. A return spring 35 is connected between the bottom of the lifting bar 31 and the inner bottom of the hydraulic cavity 39.

[0060] Under normal conditions, the lifting bar 31 is in a higher position under the support of the return spring 35, and the support plate 32 supports the pressure plate 13, maintaining the angle between the pressure plate 13 and the bearing plate 11 in a deceleration state. Figure 5-6As shown, the hydraulic medium (such as hydraulic oil) fills the hydraulic chamber 39 and covers part of the fluid exchange hole 34 channel, so that the hydraulic medium and the return spring 35 together support the pressure plate 13.

[0061] When a vehicle passes by, the wheel presses against the pressure plate 13. Under the impact and pressure of the wheel, the pressure plate 13 rotates downward. At the same time, the support plate 32 presses down on the lifting bar 31, squeezing the hydraulic medium in the hydraulic chamber 39 into the exchange chamber 33. In this way, on the one hand, the transfer of the hydraulic medium can play a certain buffering role for the pressure plate 13 to protect the pressure plate 13 and the support plate 32. On the other hand, the downward pressing speed of the pressure plate 13 is also proportional to the transfer speed of the hydraulic medium, and the downward pressing speed of the pressure plate 13 is also proportional to the impact force it receives, that is, it is also proportional to the vehicle speed.

[0062] Therefore, when the transfer speed of the hydraulic medium can match the pressing speed of the pressure plate 13, or when the pressing speed of the pressure plate 13 does not exceed the maximum transfer speed of the hydraulic medium, the pressure plate 13 can be pressed down smoothly. In this way, when the vehicle speed is slow, the wheels have enough time to press down the pressure plate 13 smoothly until it is flat, so that the pressure plate 13 automatically switches from the deceleration state to the release state, allowing the vehicle to pass smoothly.

[0063] Conversely, when the downward pressing speed of the pressure plate 13 exceeds the maximum transfer speed of the hydraulic medium, the wheels do not have enough time to smoothly press down the pressure plate 13. At this time, the pressure plate 13 is still in a deceleration state and has a deceleration effect on the vehicle.

[0064] Furthermore, the elastic force of the return spring 35 can drive the lifting bar 31 to move upward and reset after the vehicle passes, and also cause the pressure plate 13 to switch back to the deceleration state. At the same time, the hydraulic medium in the exchange chamber 33 will also flow back under the negative pressure generated in the hydraulic chamber 39, in preparation for the next transfer.

[0065] However, since the front and rear wheels of the vehicle pass through the pressure plate 13 one after the other, if the return spring 35 resets the lifting bar 31 slowly, the pressure plate 13, which is not fully reset, may not be able to decelerate the rear wheels of the vehicle or the deceleration effect may be weakened. Although the effect of this effect can be eliminated by increasing the elastic force of the return spring 35 to achieve a faster reset, the elastic force of the return spring 35 only serves to reset the lifting bar 31. When the vehicle at the speed to be corrected contacts the pressure plate 13, the pressure plate 13 will be pressed down to a relatively large extent under the action of a large impact force and pressure, thereby reducing the deceleration effect.

[0066] Therefore, to avoid this phenomenon, the pressure plate 13 can reduce the speed of both the front and rear wheels of the vehicle at the speed to be corrected. This is achieved by further improving the transfer speed of the hydraulic medium. That is, the dynamic adjustment component 3 also includes a top spring 37 connected to the top of the exchange chamber 33. The bottom end of the top spring 37, which extends into the hydraulic chamber 39, is connected to a retaining ring 36. The diameter of the retaining ring 36 is larger than the diameter of the fluid exchange hole 34. A return hole 38 is opened in the center of the retaining ring 36. The flow rate of the return hole 38 is smaller than the flow rate of the fluid exchange hole 34.

[0067] See Figure 5-6 When the lifting bar 31 is pressed down, the hydraulic medium in the hydraulic chamber 39 will be squeezed into the exchange chamber 33 through the fluid exchange hole 34 under pressure. At the same time, the hydraulic medium will also exert an upward pressure on the retaining ring 36. When the pressure cannot overcome the elastic force of the top spring 37, that is, the flow rate of the return hole 38 will not be affected. The pressure in the hydraulic chamber 39 is proportional to the pressure and impact force on the pressure plate 13. In other words, when the vehicle passes the pressure plate 13 at a safe speed, the hydraulic medium in the hydraulic chamber 39 can be transferred in time so that the pressure plate 13 can be pressed down smoothly.

[0068] When the vehicle passes the pressure plate 13 at the speed to be corrected, the pressure of the lifting bar 31 pressing down on the hydraulic chamber 39 will increase. That is, when the upward pressure exerted by the hydraulic medium on the retaining ring 36 overcomes the elastic force of the top spring 37, the retaining ring 36 blocks the fluid exchange hole 34 under pressure, thereby changing the transfer channel from the fluid exchange hole 34 to the return hole 38 with a smaller flow rate, thereby reducing the flow speed of the hydraulic medium, thus reducing the downward speed of the lifting bar 31, and consequently reducing the downward pressure of the pressure plate 13, ensuring the deceleration effect of the pressure plate 13 on the wheel.

[0069] Then, when the wheel passes, the lifting bar 31 moves upward and resets under the action of the reset spring 35. At this time, the hydraulic medium squeezed into the exchange chamber 33 will flow back downward under the negative pressure generated in the hydraulic chamber 39. At the same time, with the elastic force of the top spring 37, the retaining ring 36 is pushed out of the fluid exchange hole 34 to restore the flow of the fluid exchange hole 34, so that the lifting bar 31 and the pressure plate 13 can be quickly reset.

[0070] In summary, by designing the top spring 37 and the retaining ring 36, the pressure plate 13 can be further reduced when it is impacted during deceleration, thus ensuring the deceleration effect on the vehicle. At the same time, it can also ensure the rapid reset of the pressure plate 13 during deceleration or release.

[0071] It is worth mentioning that if the majority of vehicles are medium to large-sized, the bottom of the load-bearing plate 11 can also be designed with two or more underground cylinders 2 and internal dynamic adjustment components 3, such as... Figure 15-16As shown, this allows the pressure on the load-bearing plate 11 to be distributed among multiple support plates 32, making the stress more even and extending the service life of the support plates 32.

[0072] In this way, by using purely mechanical adjustment, the pressure plate 13 can be switched between the deceleration state and the release state to ensure that the deceleration unit 1 can be used normally whether there is power or not, so as to ensure the safe passage of the road. However, during the passage, emergencies may inevitably be encountered, which may require the road to be blocked and closed. Therefore, the adjustment component needs to adjust the pressure plate 13 to the blocking state, as follows:

[0073] See Figure 5 , Figure 11 and Figure 12 The adjustment assembly also includes an interception assembly 4, which includes a vertical shaft 41 that is vertically installed inside the underground cylinder 2 and can rotate in both directions. The lifting bar 31 has a through hole for the vertical shaft 41 to pass through, and a sleeve 42 is vertically slidably installed on the inner wall of the through hole. The sleeve 42 is sleeved on the outer wall of the vertical shaft 41 and threadedly connected to the outer wall of the vertical shaft 41. The inner wall of the through hole also has an annular groove 44, and a collar 43 located in the annular groove 44 is sleeved and fixed on the outer wall of the sleeve 42.

[0074] First, the sliding design between the sleeve 42 and the lifting bar 31 will not affect the movement stroke of the lifting bar 31 when switching between the aforementioned deceleration and release states. Furthermore, the vertical shaft 41 only has threads on a small section of its outer wall near the top, while the entire inner wall of the sleeve 42 is threaded. Figure 8 As shown, this ensures that the sleeve 42 and the vertical shaft 41 maintain a threaded fit, while also ensuring a seal between the vertical shaft 41 and the exchange chamber 33 when the lifting bar 31 moves upward.

[0075] Secondly, when the pressure plate 13 needs to be switched to the interception state, the servo motor installed at the bottom of the underground cylinder 2 drives the vertical shaft 41 to rotate. The threaded engagement between the vertical shaft 41 and the sleeve 42 causes the sleeve 42 to move upwards until the collar 43 reaches the inner top of the annular groove 44. The continued upward movement of the vertical shaft 41 then causes the lifting bar 31 to move upwards, thereby causing the support plate 32 to rotate the pressure plate 13 upwards, increasing angle α, thus switching to the interception state. Specifically, as follows... Figure 8 As shown, it should be noted that in this state, the positions of the pressure plate 13 and the lifting bar 31 are maintained only by the contact between the collar 43 and the ring groove 44 (i.e., there is damping between them), in preparation for possible emergencies.

[0076] In this way, the switching of the pressure plate 13 and the extension of the sleeve 42 together achieve the purpose of interception. Furthermore, reflective strips can be added to the outer wall of the sleeve 42 to make it more conspicuous and to distinguish it from the warning effect of the reflective strip on the pressure plate 13, thereby reminding the driver that the interception state has been switched.

[0077] After the interception phase ends, the vertical shaft 41 is driven to rotate in the opposite direction by the servo motor, which causes the sleeve 42 to move down and reset. At the same time, the lifting bar 31 will also reset after losing the support of the collar 43, thus switching back from the interception state to the deceleration state.

[0078] However, if a vehicle is traveling at a high speed and cannot be stopped in time, the main function of the deceleration unit 1 in the interception state is the sleeve 42. Therefore, when the vehicle collides with the sleeve 42, the sleeve 42 needs to have a destructive absorption mechanism to reduce damage to the vehicle and the pressure plate 13. Therefore, the section of the inner tube 421 near the collar 43 is set as a breakable section. In addition, the inner tube 421 itself is also a hollow tube, so the sleeve 42 can break quickly after being impacted to reduce the cascading effect on the vertical shaft 41.

[0079] Subsequently, when the wheel contacts the pressure plate 13, the pressure plate 13 will exert a downward force on the lifting bar 31 through the support plate 32. Since the bottom end of the outer tube 422 is threadedly engaged with the outer wall of the vertical shaft 41, the shearing force applied to the collar 43 by the top of the annular groove 44 can separate the collar 43 from the outer tube 422, thereby releasing the collar 43 from supporting the lifting bar 31. As a result, when the wheel continues to pass over the pressure plate 13, it can press the pressure plate 13 back to the horizontal state, that is, switch to the release state, so as to minimize the damage to the deceleration unit 1 and thus extend its service life.

[0080] It is worth noting that the highest point of the vertical shaft 41 does not extend beyond the top surface of the bearing plate 11, and the highest point of the lifting bar 31 also does not extend beyond the top surface of the bearing plate 11. Both pressure plates 13 have through slots 6 on their opposite surfaces that allow the sleeve 42 to extend out. Figure 8 As shown, even if the top of the vertical shaft 41 still has the remaining section of the sleeve 42, the vertical shaft 41 will not be greatly affected by the rolling of the wheel.

[0081] Furthermore, this design is a sacrificial protection mechanism, requiring the replacement of corresponding components (such as sleeve 42, collar 43, etc.) after an incident to restore the interception function.

[0082] In summary, this adjustment component can automatically switch between interception states by connecting to the speedometer 7 via electrical signals. The warning effect of the deceleration unit 1 in the interception state can be further improved through manual intervention (extending the sleeve 42). However, in emergency situations, power outages or circuit failures may occur. Therefore, the switching of the interception state cannot rely entirely on electrical signal control; manual emergency control is required in case of emergencies. Figure 11 and Figure 12 As shown, a guide 5 is provided between the sleeve 42 and the lifting bar 31. The guide 5 includes a guide wedge 52 that is slidably installed on the top of the lifting bar 31. The outer wall of the sleeve 42 is provided with a vertically designed guide groove 51. When the guide wedge 52 slides and adjusts towards the sleeve 42, it can be inserted into the guide groove 51 and slide vertically with it.

[0083] Normally, the guide wedge 52 is inserted into the guide groove 51 to limit the movement of the sleeve 42 so that it can only move in the vertical direction. When the vertical shaft 41 cannot be driven to rotate by the motor, the guide wedge 52 can be moved away from the sleeve 42 to disengage it from the guide groove 51. In this way, the sleeve 42 can rotate. Then, the top of the sleeve 42 can be fixed and rotated by a wrench or other external pliers. At this time, the sleeve 42 can be screwed out upward by using the threaded engagement between the vertical shaft 41 and the sleeve 42. This also achieves the purpose of switching the deceleration unit 1 to the interception state.

[0084] Preferably, an internal hexagonal hole is opened at the top of the sleeve 42, which can be unscrewed with an internal hexagonal wrench, and the internal hexagonal wrench is also easier to insert into the internal hexagonal hole from the through groove 6.

[0085] Furthermore, to enhance the warning effect of the sleeve 42, the sleeve 42 is composed of an inner tube 421 and an outer tube 422 that are slidably inserted into each other, and a guide groove 51 is formed on the outer wall of the outer tube 422 (e.g., Figure 9 As shown), the inner wall of the inner tube 421 is threaded to match the vertical shaft 41. The design of the inner tube 421 and the outer tube 422 allows the sleeve 42 to be extended by manually lifting the outer tube 422 after switching to the interception state. Preferably, the top of the extended sleeve 42 is higher than half the height of the wheel tire (e.g., ...). Figure 10 (As shown in the example of a large vehicle such as a dump truck), the sleeve 42 can not only expand its warning range, but also cause the driver to physiologically avoid obstacles when they see that the obstacle is higher than the chassis of the vehicle, thereby reducing the phenomenon of running over the checkpoint.

[0086] Due to the design of the pressure plate 13, rainwater or dust from the outside can more easily enter and remain in the groove 12. In order to reduce the accumulation of soil in the groove 12 and the entry of rainwater into the underground cylinder 2, an annular water-blocking protrusion 16 is provided at the bottom connection between the underground cylinder 2 and the groove 12. The bottom surfaces of both pressure plates 13 are provided with stepped grooves that can be adapted to the annular water-blocking protrusion 16. The bottom surfaces on both sides of the groove 12 are set as inclined surfaces, and the outer walls on both sides of the bearing plate 11 are provided with guide grooves 15 that connect with the inclined surfaces.

[0087] See Figure 4-5 The annular water-blocking protrusion 16 can prevent rainwater from entering the buried cylinder 2. Simultaneously, a detachable cover 14 is installed on the top surface of both pressure plates 13, covering the gap between the two pressure plates 13. The design of the cover 14 further reduces the entry of rainwater and dust. Figure 2 As shown, the cover 14 can be made of flexible rubber sheet (such as the special rubber material of existing speed bumps). The cover 14 is provided with a sliding groove, and the surfaces of the two pressure plates 13 are provided with pins that slide in the sliding groove. This can not only limit the cover 14 to a certain extent, but also allow the cover 14 to have a certain amount of room to move, so as to prevent the pressure plates 13 from being directly torn due to excessive bending when switching states, thereby extending their service life.

[0088] Meanwhile, the design of the inclined surface inside the groove 12 and the guide channel 15 can also guide the incoming rainwater or dust out, avoiding excessive residue inside.

[0089] It is worth mentioning that when switching to the interception state, the sleeve 42 will lift up the cover 14. In order to make the sleeve 42 more conspicuous, the cover 14 can be manually removed first, and then installed in other states (i.e., deceleration state and release state).

[0090] A construction zone speed limit enforcement system includes a construction zone speed limit interception roadblock and a risk assessment module 8. The risk assessment module 8 is used to assess the vehicle speed data of the speed measuring instrument 7 and issue instructions according to the speed range in which the vehicle is located.

[0091] See Figure 13 This speed limit enforcement system monitors vehicle speed data through speed measuring instrument 7 and then evaluates it through risk assessment module 8. It issues warnings to vehicles with speeds that need correction (medium) and dangerous speeds (high), and can remind them through warning alarms. At the same time, it issues speed limit / interception instructions to deceleration unit 1 to maintain road safety. In case of emergency, it can also issue signals to the manual emergency post to enable manual intervention.

[0092] The risk assessment module 8 can be implemented using an embedded microcontroller solution. Specifically, the module includes an ARM architecture or an STM32 series microcontroller and its peripheral circuits. The speedometer 7 transmits the vehicle speed data to the microcontroller. The microcontroller has a built-in threshold comparison program that compares the vehicle speed with a preset safe speed range and outputs corresponding control commands based on the comparison results.

[0093] This speed limit enforcement system can also be equipped with a license plate recognition reader at the speed measuring instrument 7 to accurately identify vehicle information and provide data support for subsequent speed control. At the same time, in case of emergencies or system failures, it can also enable the manual emergency post to respond quickly and ensure the safety of the construction area.

[0094] The standard parts used in this embodiment can be purchased directly from the market, and the non-standard structural parts described in the specification and drawings can also be processed without any doubt based on existing technical common sense. At the same time, the connection methods of each component adopt mature conventional methods in the existing technology, and the machinery, parts and equipment all adopt conventional models in the existing technology, so they will not be described in detail here.

[0095] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A speed-limiting roadblock for construction areas, comprising a deceleration unit (1) and an underground cylinder (2) connected to the bottom of the deceleration unit (1), characterized in that, The deceleration unit (1) includes a bearing plate (11), the top surface of which is provided with a groove (12), and pressure plates (13) are rotatably installed on both sides of the inner wall of the groove (12). The construction area speed limit interception roadblock also includes: An adjustment assembly is used to adjust the angle between the two pressure plates (13) and the top surface of the bearing plate (11); The speed measuring instrument (7) controls the adjustment component to adjust the angle between the pressure plate (13) and the top surface of the bearing plate (11) according to the speed of the vehicle, so that the pressure plate (13) switches between the release state, deceleration state and interception state; The top opening of the underground cylinder (2) is connected to the bottom of the groove (12). The adjustment component includes a dynamic adjustment component (3). The dynamic adjustment component (3) includes a lifting bar (31) that is vertically slidably installed on the inner wall of the underground cylinder (2). The top of the lifting bar (31) is rotatably connected to the two pressure plates (13) with a support plate (32). A hydraulic cavity (39) for holding hydraulic medium is formed between the lifting bar (31) and the bottom of the underground cylinder (2). An exchange cavity (33) is opened inside the lifting bar (31), and the exchange cavity (33) is connected to the hydraulic cavity (39) through the fluid exchange hole (34) at the bottom of the lifting bar (31). A return spring (35) is connected between the bottom of the lifting bar (31) and the inner bottom of the hydraulic cavity (39). The dynamic adjustment component (3) also includes a top spring (37) connected to the top of the exchange chamber (33). The bottom end of the top spring (37) extending into the hydraulic chamber (39) is connected to a retaining ring (36). The diameter of the retaining ring (36) is larger than the diameter of the fluid exchange hole (34). A return hole (38) is opened in the center of the retaining ring (36). The flow rate of the return hole (38) is smaller than the flow rate of the fluid exchange hole (34).

2. The construction zone speed limit interception roadblock according to claim 1, characterized in that: The adjustment assembly also includes an interception assembly (4), which includes a vertical shaft (41) that is vertically installed inside the underground cylinder (2) and can rotate in both directions. The lifting bar (31) has a through hole for the vertical shaft (41) to pass through, and a sleeve (42) is vertically slidably installed on the inner wall of the through hole. The sleeve (42) is sleeved on the outer wall of the vertical shaft (41) and threadedly connected to the outer wall of the vertical shaft (41). The inner wall of the through hole also has an annular groove (44), and a collar (43) located in the annular groove (44) is sleeved and fixed on the outer wall of the sleeve (42).

3. The construction zone speed-limiting roadblock as described in claim 2, characterized in that: A guide (5) is provided between the sleeve (42) and the lifting bar (31). The guide (5) includes a guide wedge (52) that is slidably installed on the top of the lifting bar (31). The outer wall of the sleeve (42) is provided with a vertically designed guide groove (51). When the guide wedge (52) slides and adjusts towards the sleeve (42), it can be inserted into the guide groove (51) and slide vertically with it.

4. The construction zone speed-limiting roadblock as described in claim 3, characterized in that: The sleeve (42) is composed of an inner tube (421) and an outer tube (422) that are slidably inserted into each other, and the guide groove (51) is opened on the outer wall of the outer tube (422). The section of the inner tube (421) near the collar (43) is designed as a breakable section.

5. The construction zone speed-limiting roadblock according to any one of claims 1-4, characterized in that: The underground cylinder (2) is provided with an annular water-blocking protrusion (16) at the bottom of the groove (12), and the bottom surfaces of the two pressure plates (13) are provided with stepped grooves that can be adapted to the annular water-blocking protrusion (16). The bottom surfaces on both sides of the groove (12) are set as inclined surfaces, and the outer walls on both sides of the bearing plate (11) are provided with guide grooves (15) that are connected to the inclined surfaces.

6. The construction zone speed-limiting roadblock according to any one of claims 1-4, characterized in that: The top surfaces of the two pressure plates (13) are jointly fitted with a removable cover (14), and the cover (14) can cover the gap between the two pressure plates (13).

7. The construction zone speed-limiting roadblock according to any one of claims 1-4, characterized in that: The speed measuring instrument (7) includes a video capture module (71) and an image display module (72), and the video capture module (71) and the image display module (72) are arranged upstream of the road where the deceleration unit (1) is located.

8. A construction zone speed limit enforcement system, comprising the construction zone speed limit interception roadblock as described in any one of claims 1-4, characterized in that, It also includes a risk assessment module (8), which is used to assess the vehicle speed data of the speedometer (7) and issue instructions according to the speed range in which the vehicle is located.

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