Road surface speed reduction structure for municipal engineering

Abstract

The road surface speed reduction structure for municipal engineering comprises a bottom plate, a piston head, a speed reduction plate and a telescopic rod, a barrel is fixedly connected to the bottom plate, a connecting pipe is connected to one side of the barrel in a penetrating mode, a valve is connected to one end of the connecting pipe in a penetrating mode, and an air bag is connected to one side of the valve in a penetrating mode; the piston head is slidably connected to the cylinder body, and the upper end face of the piston head is fixedly connected with a piston rod. The speed brake is fixedly connected to the upper end of the piston rod; the telescopic rod is fixedly arranged between the speed brake and the bottom plate; the number of the barrels, the number of the connecting pipes, the number of the valve bodies, the number of the air bags, the number of the piston heads and the number of the piston rods are two, the two sets of the air bags, the piston heads and the piston rods are oppositely arranged, and the number of the telescopic rods is two. According to the utility model, the bumping suffered by a vehicle which passes at a low speed is small, the vehicle passes by more gently, the bumping degree is greatly reduced in the process of passing through the device at a low speed, and the chassis and suspension of the vehicle are not easy to damage.

Description

Technical Field

[0001] The utility model relates to the technical field of speed reduction strips, in particular to a road surface speed reduction structure for municipal engineering. Background Art

[0002] Speed ​​​​bumps are a type of traffic facility installed on the road. They are mainly used to remind drivers to slow down. They achieve the effect of decelerating by partially arching the road surface, causing vibration and noise when vehicles pass by. Speed ​​​​bumps are commonly found in highway intersections, schools, community entrances and other sections where vehicles need to slow down. They help reduce the risk of traffic accidents and improve the safety of pedestrians and non-motor vehicles.

[0003] The utility model with the authorization publication number CN217923181U provides a speed bump for municipal engineering, which belongs to the technical field of "speed bumps". The protected claim is: "It includes a speed bump end section, two of which are provided, and a speed bump middle section is provided between the inner walls of the two speed bump end sections, and a plurality of speed bump middle sections are provided in the array, and a plurality of speed bump middle sections and the right side wall of the left speed bump end section are provided with card slots. By providing the speed bump end section and the speed bump middle section, after a plurality of card blocks are respectively inserted into a plurality of card slots, the positioning shaft rod can be inserted into the three matching holes on the same axis, and the two speed bump middle sections are connected with the two speed bump end sections, and the speed bump middle section is connected with another speed bump middle section to complete the assembly of the speed bump. After the two mounting plates are installed on the road surface by bolts, the installation of the speed bump is completed. During the installation and subsequent maintenance process, it is possible to avoid opening too many bolt holes on the road surface, thereby protecting the road surface and extending the service life of the road."

[0004] In this device, although the vehicle can be decelerated, strong bumps will occur when the vehicle passes through the device quickly. When the vehicle passes through the device slowly, relatively strong bumps will still occur. In the process of passing through the device slowly, the degree of bumps does not decrease much, which can easily damage the vehicle chassis and suspension. For this reason, we propose a road deceleration structure for municipal engineering. Utility Model Content

[0005] The purpose of the utility model is to provide a road deceleration structure for municipal engineering to solve the problems raised in the above-mentioned background technology.

[0006] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0007] A road deceleration structure for municipal engineering includes a base plate, a piston head, a deceleration plate and a telescopic rod, wherein the base plate is fixedly connected to a cylinder, one side of the cylinder is connected to a connecting pipe, one end of the connecting pipe is connected to a valve body, and one side of the valve body is connected to an airbag; the piston head is slidably connected to the cylinder, and the upper end surface of the piston head is fixedly connected to the piston rod; the deceleration plate is fixedly connected to the upper end of the piston rod; the telescopic rod is fixedly arranged between the deceleration plate and the base plate.

[0008] Preferably, the number of the cylinder, the connecting pipe, the valve body, the airbag, the piston head and the piston rod is set to be multiple, which are set to two groups, and the two groups are arranged opposite to each other. The number of the telescopic rods is set to be multiple, which are set to two groups.

[0009] Preferably, a sealing ring is fixedly connected inside each of the plurality of cylinders.

[0010] Preferably, non-Newtonian fluid is provided in the plurality of air bags and the cylinder.

[0011] Preferably: both sides of the base plate are fixedly connected with a first limit plate, the inner sides of the two first limit plates are provided with a plurality of limit grooves, both sides of the deceleration plate are fixedly connected with a second limit plate, the outer sides of the two second limit plates are fixedly connected with a plurality of limit blocks, and the plurality of limit blocks are respectively slidably connected in the plurality of limit grooves.

[0012] Preferably: the telescopic rod includes a connecting block; the two connecting blocks are respectively fixedly connected to the top surface of the base plate and the bottom surface of the speed reducer, and a first rod body and a second rod body are respectively fixedly connected between the two connecting blocks, the first rod body is slidably connected in the first rod body, and a spring is provided on the outside of the first rod body and the second rod body.

[0013] Compared with the prior art, the beneficial effects of the utility model are:

[0014] When a vehicle passes through the device at high speed, the deceleration plate is driven to drop rapidly. The drop of the deceleration plate drives multiple piston rods and piston heads to drop, impacting the non-Newtonian fluid. The non-Newtonian fluid is quickly discharged into the airbag through the connecting pipe. Rapid discharge of the non-Newtonian fluid requires a large thrust to overcome the resistance caused by the high flow rate. At the same time, the non-Newtonian fluid will produce strong stress when it is impacted rapidly, so the vehicle passing at high speed will be strongly bumped, and the vehicle will be decelerated. When the vehicle passes through the device slowly, the piston head is pushed slowly, and the pressure change in the cylinder is relatively stable and slow. Because the movement speed of the piston head is slow, the compression or release effect on the non-Newtonian fluid in the cylinder is small, so the pressure change is relatively gentle, so the slow discharge of the non-Newtonian fluid only requires a small thrust to overcome the resistance caused by the slow flow rate. At the same time, the non-Newtonian fluid will only produce lower stress when it is impacted slowly, so the vehicle passing slowly at this time is less bumped, and the vehicle passes more smoothly. In the process of slowly passing through the device, the degree of bumps is greatly reduced, and it is not easy to damage the chassis and suspension of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic diagram of the overall structure of the utility model;

[0016] Figure 2 It is an exploded view of the structure in the utility model;

[0017] Figure 3 It is a partial structural sectional view of the utility model;

[0018] Figure 4 It is a schematic diagram of the telescopic rod structure in the utility model.

[0019] In the figure: 200, bottom plate; 210, cylinder; 220, connecting pipe; 230, valve body; 240, airbag; 250, piston head; 260, piston rod; 270, deceleration plate; 280, telescopic rod; 3, sealing ring; 4, non-Newtonian fluid; 500, first limit plate; 510, limit groove; 520, second limit plate; 530, limit block; 281, connecting block; 282, first rod body; 283, second rod body; 284, spring. DETAILED DESCRIPTION

[0020] 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.

[0021] Embodiment 1

[0022] like Figure 1-4 As shown, a road deceleration structure for municipal engineering includes a base plate 200, a piston head 250, a deceleration plate 270 and a telescopic rod 280. A cylinder 210 is fixedly connected to the base plate 200, a connecting pipe 220 is connected to one side of the cylinder 210, one end of the connecting pipe 220 is connected to a valve body 230, and one side of the valve body 230 is connected to an airbag 240; the piston head 250 is slidably connected to the cylinder 210, and the upper end surface of the piston head 250 is fixedly connected to the piston rod 260; the deceleration plate 270 is fixedly connected to the upper end of the piston rod 260; the telescopic rod 280 is fixedly arranged between the deceleration plate 270 and the base plate 200.

[0023] In specific implementation, when a vehicle passes through the device at high speed, the deceleration plate 270 is driven to drop rapidly, and the drop of the deceleration plate 270 drives the multiple piston rods 260 and the piston head 250 to drop, impacting the non-Newtonian fluid 4, and the non-Newtonian fluid 4 is quickly discharged into the airbag 240 through the connecting pipe 220. The rapid discharge of the non-Newtonian fluid 4 requires a large thrust to overcome the resistance caused by the high flow rate. At the same time, the non-Newtonian fluid 4 will produce strong stress when it is subjected to rapid impact, so the vehicle passing at high speed will be subjected to strong bumps at this time, and the vehicle will be decelerated. When the vehicle When passing through the device slowly, the piston head 250 is pushed slowly, and the pressure change in the cylinder 210 is relatively smooth and slow. Because the movement speed of the piston head 250 is slow, the compression or release effect on the non-Newtonian fluid 4 in the cylinder 210 is small, and the pressure change is relatively gentle. Therefore, the slow discharge of the non-Newtonian fluid 4 only requires a smaller thrust to overcome the resistance caused by the slow flow rate. At the same time, the non-Newtonian fluid 4 will only produce lower stress when subjected to a slow impact, so at this time, the vehicle passing slowly is less bumpy and the vehicle passes more smoothly.

[0024] In addition, it should be noted that by setting the valve body 230, the flow rate of the discharged non-Newtonian fluid 4 can be controlled, thereby controlling the pressure that pushes the speed reducer 270 down. By setting the airbag 240, the non-Newtonian fluid 4 is pushed into the airbag 240, and the airbag 240 expands under the force. Once the vehicle passes the device, the pressure is released, and the airbag 240 will squeeze the non-Newtonian fluid 4 inside it into the cylinder 210, thereby driving the piston head 250 to rise, that is, driving the speed reducer 270 to return to its position.

[0025] Furthermore, the non-Newtonian fluid 4 can still maintain its rheological properties after dispersion, and will only decrease but not disappear. Therefore, by setting up multiple groups of non-Newtonian fluids 4 in the cylinder 210 and the airbag 240, quantitative changes cause qualitative changes, and the non-Newtonian fluid 4 will still produce strong stress when impacted.

[0026] like Figure 3As shown, further, a plurality of cylinders 210 are fixedly connected with sealing rings 3. By providing the sealing rings 3, the descent of the piston head 250 can be limited to prevent the piston head 250 from blocking the entrance of the connecting pipe 220. At the same time, the sealing effect can be enhanced, and the sealing of the cylinder 210 can be achieved by cooperating with the sealing effect of the piston head 250 itself.

[0027] Embodiment 2

[0028] like Figure 2 As shown, both sides of the base plate 200 are fixedly connected with a first limit plate 500, and the inner sides of the two first limit plates 500 are provided with a plurality of limit grooves 510, and both sides of the deceleration plate 270 are fixedly connected with a second limit plate 520, and the outer sides of the two second limit plates 520 are fixedly connected with a plurality of limit blocks 530, and the plurality of limit blocks 530 are respectively slidably connected in the plurality of limit grooves 510.

[0029] During specific implementation, the lifting and lowering of the speed reducer 270 will drive the lifting and lowering of the second limit plates 520 on both sides, and then drive the lifting and lowering of multiple limit blocks 530 on both sides. The multiple limit blocks 530 slide and rise and fall in the limit grooves 510 to limit the lifting and lowering of the speed reducer 270.

[0030] like Figure 2 and Figure 4 As shown, further, the telescopic rod 280 includes a connecting block 281; the two connecting blocks 281 are respectively fixedly connected to the top surface of the base plate 200 and the bottom surface of the speed reducer 270, and the first rod body 282 and the second rod body 283 are respectively fixedly connected between the two connecting blocks 281, and the first rod body 282 is slidably connected inside the first rod body 282, and the first rod body 282 and the second rod body 283 are externally sleeved with a spring 284.

[0031] In specific implementation, by providing the telescopic rod 280 , the speed at which the speed reducer 270 returns to its original position can be increased to cope with fast-passing traffic. The second rod body 283 is filled with a damping medium to avoid rebound vibration of the telescopic rod 280 .

[0032] Working principle: First, when a vehicle passes through the device at high speed, the deceleration plate 270 is driven to drop rapidly, and the drop of the deceleration plate 270 drives the multiple piston rods 260 and the piston head 250 to drop, impacting the non-Newtonian fluid 4, and the non-Newtonian fluid 4 is quickly discharged into the airbag 240 through the connecting pipe 220. Rapid discharge of the non-Newtonian fluid 4 requires a large thrust to overcome the resistance caused by the high flow rate. At the same time, the non-Newtonian fluid 4 will produce strong stress when it is rapidly impacted, so the vehicle passing at high speed will be strongly bumped, which will decelerate the vehicle. When a vehicle passes through the device slowly, the piston head 250 is pushed slowly, and the pressure change in the cylinder 210 is relatively stable and slow. Because the piston head 250 moves slowly, the compression or release effect on the non-Newtonian fluid 4 in the cylinder 210 is small, so the pressure change is relatively gentle. Therefore, the slow discharge of the non-Newtonian fluid 4 only requires a smaller thrust to overcome the resistance caused by the slow flow rate. At the same time, the non-Newtonian fluid 4 will only produce lower stress when subjected to a slow impact. Therefore, the vehicle passing slowly at this time is less bumpy and the vehicle passes more smoothly.

[0033] It is obvious to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the present invention can be implemented in other specific forms without departing from the spirit or essential features of the present invention. Therefore, the embodiments should be regarded as exemplary and non-limiting from any point of view, and the scope of the present invention is defined by the appended claims rather than the above description, and it is intended that all changes falling within the meaning and scope of the equivalent elements of the claims are included in the present invention. Any reference numeral in a claim should not be regarded as limiting the claim to which it relates.

[0034] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. A road deceleration structure for municipal engineering, comprising a base plate (200), a piston head (250), a deceleration plate (270) and a telescopic rod (280), characterized in that: The bottom plate (200) is fixedly connected to a cylinder (210), one side of the cylinder (210) is connected through a connecting pipe (220), one end of the connecting pipe (220) is connected through a valve body (230), and one side of the valve body (230) is connected through an air bag (240); the piston head (250) is slidably connected to the cylinder (210), and the upper end surface of the piston head (250) is fixedly connected to a piston rod (260); the deceleration plate (270) is fixedly connected to the upper end of the piston rod (260); and the telescopic rod (280) is fixedly arranged between the deceleration plate (270) and the bottom plate (200).

2. A road speed reduction structure for municipal engineering according to claim 1, characterized in that: The number of the cylinder (210), the connecting tube (220), the valve body (230), the air bag (240), the piston head (250) and the piston rod (260) is set to be multiple, and is set to be two groups, and the two groups are arranged opposite to each other. The number of the telescopic rods (280) is set to be multiple, and is set to be two groups.

3. A road speed reduction structure for municipal engineering according to claim 1, characterized in that: A sealing ring (3) is fixedly connected inside each of the plurality of cylinders (210).

4. A road speed reduction structure for municipal engineering according to claim 1, characterized in that: Non-Newtonian fluid (4) is disposed in the plurality of air bags (240) and in the cylinder (210).

5. A road speed reduction structure for municipal engineering according to claim 1, characterized in that: Both sides of the bottom plate (200) are fixedly connected with first limit plates (500), and the inner sides of the two first limit plates (500) are provided with a plurality of limit grooves (510); both sides of the deceleration plate (270) are fixedly connected with second limit plates (520), and the outer sides of the two second limit plates (520) are fixedly connected with a plurality of limit blocks (530), and the plurality of limit blocks (530) are respectively slidably connected in the plurality of limit grooves (510).

6. A road speed reduction structure for municipal engineering according to claim 1, characterized in that: The telescopic rod (280) comprises a connecting block (281); the two connecting blocks (281) are respectively fixedly connected to the top surface of the base plate (200) and the bottom surface of the deceleration plate (270); a first rod body (282) and a second rod body (283) are respectively fixedly connected between the two connecting blocks (281); the first rod body (282) is slidably connected inside the first rod body (282); and a spring (284) is sleeved outside the first rod body (282) and the second rod body (283).

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