Traffic combined type road deceleration strip

Abstract

The utility model discloses a traffic combined type road deceleration strip, and relates to the technical field of road deceleration strips. The traffic combined type road deceleration strip comprises a lower supporting track, unit deceleration strip joints and a locking mechanism. The lower supporting rail is arranged to be in a T shape, and T-shaped grooves are formed in the lower surfaces of the unit deceleration strip joints. According to the scheme, the lower supporting track is firstly fixed on the road surface, and the two ends and the middle of the lower supporting track can be fixed through the bolts, so that the number of installation points is small, damage to the ground is small, the speed of a vehicle passing through the deceleration strip is relatively low, and connection of the three bolts is enough to keep installation stability of the lower supporting track. The unit deceleration strip joints are clamped to the lower supporting track in a sliding mode, connection is fast, and the installation efficiency is high. And the connected bolts are hidden in the unit deceleration strip joints, and the surfaces of the unit deceleration strip joints are not provided with bolts, so that a certain protection effect on vehicle tires is achieved.

Description

Technical Field

[0001] The utility model relates to the technical field of road speed bumps, in particular to a traffic combined road speed bump. Background Art

[0002] Speed ​​bumps, also called speed reduction ridges, are traffic facilities installed on roads to slow down passing vehicles. They are usually strip-shaped or dot-shaped; they are mainly made of rubber, but also metal; they are usually yellow and black to attract visual attention, and slightly bulge the road surface to achieve the purpose of slowing down vehicles.

[0003] The current speed bumps are usually in sections, and a single section of the speed bump is fixed to the ground by bolts. As there are many bolts, the ground is severely damaged and the road surface is easily cracked. As the speed bumps are used, the bolts become loose, protruding from the upper side of the speed bumps, which can easily damage the tires of passing vehicles. Each section of the speed bump needs to be fixed with bolts, which results in low installation efficiency. Utility Model Content

[0004] 1. Technical issues to be solved

[0005] In view of the shortcomings of the prior art, the utility model provides a traffic combined road speed bump, which solves the problem that there are too many bolts, which cause serious damage to the ground and easily cause cracks in the road surface. In addition, as the use progresses, the bolts become loose, so that the bolts protrude to the upper side of the speed bump, which easily damages the tires of passing vehicles. In addition, each section of the speed bump needs to be fixed with bolts, which has a low installation efficiency.

[0006] (II) Technical solution

[0007] To achieve the above purpose, the utility model is implemented through the following technical solutions: a traffic combined road speed bump, comprising:

[0008] A lower support track, wherein the lower support track is arranged in a "T" shape;

[0009] A unit speed reduction belt section, wherein a T-shaped groove is provided on the lower surface of the unit speed reduction belt section, and the unit speed reduction belt section is slidably connected to the lower support rail through the T-shaped groove;

[0010] The locking mechanism is arranged at both ends of the lower supporting rail.

[0011] Preferably, buffer pads are provided between adjacent unit speed bump sections.

[0012] Preferably, the locking mechanism includes a protrusion arranged at the edge of one end of the lower supporting rail, and a recessed groove is provided at the T-slot end of the unit speed reduction belt section corresponding to the protrusion, and the protrusion is adapted to the recessed groove. The locking mechanism also includes a support adjustment mechanism arranged at the other end of the lower supporting rail, and the support adjustment mechanism is supported on the corresponding unit speed reduction belt section.

[0013] Preferably, the support adjustment mechanism includes a mounting plate arranged on the upper surface of the lower support rail, an adjusting screw is threaded on the mounting plate, an upper convex groove is opened on the upper side of the T-slot of the unit speed reduction belt section, the upper convex groove matches the size of the mounting plate, a support plate is arranged inside the upper convex groove, and the end of the adjusting screw is supported on the support plate.

[0014] Preferably, one end of the adjusting screw is rotatably connected to the support plate, and the support sleeve is supported on the support plate.

[0015] Preferably, an end speed bump is provided at one end of the lower support rail close to the locking mechanism.

[0016] Preferably, a connecting bolt is inserted into the end speed bump, a connecting hole corresponding to the position of the connecting bolt is opened on the lower supporting rail, a nut matching the connecting bolt is arranged on the lower side of the connecting hole, and the connecting hole is a waist-shaped connecting hole.

[0017] (III) Beneficial effects

[0018] The utility model provides a traffic combined road speed bump, which has at least the following beneficial effects compared with the prior art:

[0019] In this solution, the lower support rail is first fixed to the road surface, and can be fixed by bolts at both ends and the middle of the lower support rail. In this way, there are fewer installation points and less damage to the ground. The speed of vehicles passing through the speed bump is relatively low, and the connection of three bolts is sufficient to maintain the stability of the installation of the lower support rail.

[0020] The unit speed bump section is connected to the lower support rail by sliding, which makes the connection quick and the installation efficiency high.

[0021] The connecting bolts are hidden inside the unit speed bump section, and there are no bolts on the surface of the unit speed bump section, which has a certain protective effect on the vehicle tires. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic diagram of the structure of the utility model;

[0023] Figure 2 This is a schematic diagram of the structure of the lower support track of the utility model;

[0024] Figure 3This is a schematic diagram of the structure of a unit speed reduction belt section of the utility model;

[0025] Figure 4 This is a schematic structural diagram of the rightmost unit speed reduction belt section of the utility model;

[0026] Figure 5 It is a schematic cross-sectional structure diagram of the leftmost unit speed reduction belt section of the utility model.

[0027] In the figure: 1. lower support rail; 2. bump; 3. unit speed bump section; 4. T-slot; 5. buffer gasket; 6. recessed groove; 7. support plate; 8. mounting plate; 9. adjusting screw; 10. end speed bump; 11. connecting hole. DETAILED DESCRIPTION

[0028] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0029] Embodiment 1:

[0030] See also Figure 1-5 , the utility model provides a technical solution: a traffic combined road speed bump, comprising: a lower support track 1, a unit speed bump section 3, and a locking mechanism;

[0031] The lower support rail 1 is set in a "T" shape, and a T-shaped groove 4 is opened on the lower surface of the unit speed reduction belt section 3. The unit speed reduction belt section 3 is slidably connected to the lower support rail 1 through the T-shaped groove 4, and the locking mechanism is set at both ends of the lower support rail 1.

[0032] Analysis of the above content: When in use, holes are opened at the left and right ends and the middle part of the lower supporting rail 1, bolts are embedded in the ground, and the bolts are connected and fixed to the lower supporting rail 1 through nuts. After that, the unit speed reduction belt section 3 is inserted from the end of the lower supporting rail 1 to the lower supporting rail 1, and finally the unit speed reduction belt section 3 is connected to the lower supporting rail 1 through the locking unit.

[0033] Embodiment 2:

[0034] See also Figure 1-5 The utility model provides a technical solution: a buffer pad 5 is arranged between adjacent unit speed reduction belt sections 3.

[0035] Analysis of the above content: The buffer gasket 5 is made of rubber material, and the buffer gasket 5 is provided to elastically support the adjacent unit speed bump sections 3.

[0036] Embodiment three:

[0037] See also Figure 1-5 The utility model provides a technical solution: the locking mechanism includes a protrusion 2 arranged at the edge of one end of the lower supporting rail 1, and a recessed groove 6 is provided at the end of the T-slot 4 of the unit speed reduction belt section 3 corresponding to the protrusion 2, and the protrusion 2 is adapted to the recessed groove 6. The locking mechanism also includes a support adjustment mechanism arranged at the other end of the lower supporting rail 1, and the support adjustment mechanism is supported on the corresponding unit speed reduction belt section 3.

[0038] Analysis of the above content: When in use, the unit speed reduction belt section 3 is moved from the left end of the lower support rail 1 to the right, and a recessed groove 6 is provided at the lower part of the rightmost unit speed reduction belt section 3, and the protrusion 2 can be hidden in the recessed groove 6, so that the right end of the unit speed reduction belt section 3 and the lower support rail 1 is relatively flat. The support adjustment mechanism is installed at the left end of the lower support rail 1, and the support adjustment mechanism supports the leftmost unit speed reduction belt section 3, so that the leftmost unit speed reduction belt section 3 presses the rightmost unit speed reduction belt section 3 to the right, so that the connection between each unit speed reduction belt section 3 is stable.

[0039] Embodiment 4:

[0040] See also Figure 1-5 The utility model provides a technical solution: the support adjustment mechanism includes a mounting plate 8 arranged on the upper surface of the lower support rail 1, and an adjusting screw 9 is screwed on the mounting plate 8. An upper convex groove is opened on the upper side of the T-slot 4 of the unit speed reduction belt section 3, and the upper convex groove matches the size of the mounting plate 8. A support plate 7 is arranged inside the upper convex groove, and the end of the adjusting screw 9 is supported on the support plate 7.

[0041] Analysis of the above content: the mounting plate 8 is connected to the lower support rail 1 by screws. When the unit speed bump section 3 moves on the lower support rail 1, the mounting plate 8 and the adjusting screw 9 are not installed first. After all the unit speed bump sections 3 are installed, the mounting plate 8 is installed on the lower support rail 1. The adjusting screw 9 and the mounting plate 8 are threadedly matched. The adjusting screw 9 is rotated and the adjusting screw 9 can move on the mounting plate 8. When the adjusting screw 9 moves to the right, the support plate 7 and the leftmost unit speed bump section 3 move to the right. The unit speed bump sections 3 are squeezed and the connection is stable.

[0042] Embodiment five:

[0043] See also Figure 1-5 The utility model provides a technical solution: one end of the adjusting screw 9 is rotatably connected to the support plate 7 and is supported by a support sleeve, and the support sleeve is supported on the support plate 7.

[0044] Analysis of the above content: the support sleeve can be rotatably sleeved on the end of the adjusting screw 9. When the adjusting screw 9 rotates, the support sleeve is attached to the support plate 7, and the adjusting screw 9 and the support sleeve rotate relative to each other, which is not easy to wear the support plate 7.

[0045] Embodiment six:

[0046] See also Figure 1-5 The utility model provides a technical solution: an end speed bump 10 is provided at one end of the lower support rail 1 close to the locking mechanism. A connecting bolt is inserted into the end speed bump 10, and a connecting hole 11 corresponding to the position of the connecting bolt is opened on the lower support rail 1. A nut matching the connecting bolt is provided at the lower side of the connecting hole 11, and the connecting hole 11 is a waist-shaped connecting hole.

[0047] Analysis of the above content: The end speed bump 10 is connected to the connecting hole 11 of the lower support rail 1 through connecting bolts and nuts.

[0048] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device.

[0049] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A traffic combined road speed bump, characterized in that: include: A lower support track (1), wherein the lower support track (1) is arranged in a "T" shape; A unit speed reduction belt section (3), wherein a T-shaped groove (4) is provided on the lower surface of the unit speed reduction belt section (3), and the unit speed reduction belt section (3) is slidably connected to the lower support rail (1) via the T-shaped groove (4); A locking mechanism is provided at both ends of the lower support rail (1).

2. A traffic combined road speed bump according to claim 1, characterized in that: Buffer pads (5) are arranged between adjacent unit speed reduction belt sections (3).

3. The traffic combined road speed bump according to claim 1, characterized in that: The locking mechanism comprises a protrusion (2) arranged at the edge of one end of the lower support rail (1), and a recessed groove (6) is provided at the end of the T-slot (4) of the unit speed reduction belt section (3) corresponding to the protrusion (2), and the protrusion (2) is adapted to the recessed groove (6). The locking mechanism also comprises a support adjustment mechanism arranged at the other end of the lower support rail (1), and the support adjustment mechanism is supported on the corresponding unit speed reduction belt section (3).

4. A traffic combined road speed bump according to claim 3, characterized in that: The support adjustment mechanism comprises a mounting plate (8) arranged on the upper surface of the lower support rail (1), an adjusting screw (9) is screwed onto the mounting plate (8), an upper convex groove is provided on the upper side of the T-slot (4) of the unit speed reduction belt section (3), the upper convex groove matches the size of the mounting plate (8), a support plate (7) is arranged inside the upper convex groove, and the end of the adjusting screw (9) is supported on the support plate (7).

5. A traffic combined road speed bump according to claim 4, characterized in that: One end of the adjusting screw rod (9) facing the support plate (7) is rotatably connected to a support sleeve, and the support sleeve is supported on the support plate (7).

6. The traffic combined road speed bump according to claim 3, characterized in that: An end speed reduction belt (10) is provided at one end of the lower support rail (1) close to the locking mechanism.

7. A traffic combined road speed bump according to claim 6, characterized in that: The end speed bump (10) is plugged with a connecting bolt, the lower support rail (1) is provided with a connecting hole (11) corresponding to the position of the connecting bolt, a nut matching the connecting bolt is arranged at the lower side of the connecting hole (11), and the connecting hole (11) is a waist-shaped connecting hole.

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