Speed reduction and shock absorption type deceleration strip

Abstract

The utility model relates to the technical field of deceleration strips, in particular to a speed reduction and shock absorption type deceleration strip which comprises a deceleration strip body installed below a road surface, and a shock absorption structure is arranged below the deceleration strip body. The damping structure comprises a U-shaped supporting frame, sliding grooves are formed in the left side and the right side of the interior of the supporting frame, lifting frames are slidably connected to the interiors of the sliding grooves, connecting plates are fixedly connected to the upper end faces of the lifting frames, and the top ends of the connecting plates are fixedly connected with the deceleration strip. A hydraulic buffer is fixedly installed in the supporting frame, the hydraulic buffer is arranged below the lifting frame and is in transmission connection with the lifting frame, and an energy recovery structure is arranged in the lifting frame. And the hydraulic strength can be further reduced, so that the influence of the deceleration strip is reduced, and passing is convenient.

Description

Technical Field

[0001] This utility model relates to the field of speed bump technology, and in particular to a speed reduction and shock absorption type speed bump. Background Technology

[0002] Chinese Patent No. CN202122525288.2 discloses a speed bump damping structure for road and bridge design, relating to the field of road and bridge design technology. It includes a speed bump body and a damping structure. The damping structure is installed inside the speed bump body, acting to slow down vehicles during travel, preventing accidents and ensuring vehicle safety. Working in conjunction with the damping structure, it significantly improves the speed bump's damping effect, reduces vibration when vehicles pass over it, minimizes vehicle bumps, and enhances the protection of vehicles and road / bridge surfaces. This, in turn, improves the practicality and durability of the speed bump, making it more convenient to use.

[0003] This patent can be used in the production of speed bumps. By setting springs, the shock absorption effect of the speed bump is improved, ensuring the performance and service life of the speed bump. However, the device does not have the function of adjusting the speed reduction intensity. It cannot achieve precise control of vehicle speed and improve the driving quality when facing different vehicle speeds. Therefore, an improvement is proposed. Utility Model Content

[0004] The purpose of this invention is to address the shortcomings of existing technologies that lack the function of adjusting the speed reduction intensity, making it impossible to accurately control vehicle speed and improve vehicle driving quality at different speeds. Therefore, this invention proposes a speed reduction and shock absorption type speed bump.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] Design a speed reduction and shock absorption type speed bump, including a speed bump installed under the road surface, and a shock absorption structure is provided under the speed bump;

[0007] The shock absorption structure includes a U-shaped support frame. Sliding grooves are provided on both the left and right sides inside the support frame. A lifting frame is slidably connected inside the sliding grooves. A connecting plate is fixedly connected to the upper end face of the lifting frame. The top of the connecting plate is fixedly connected to the speed bump. A hydraulic buffer is fixedly installed inside the support frame. The hydraulic buffer is located below the lifting frame and is connected to the lifting frame in a transmission manner. An energy recovery structure is provided inside the lifting frame.

[0008] Preferably, the energy recovery structure includes a first transmission rod, a gear is fixedly sleeved on the outer end face of the first transmission rod, and a mating tooth is provided on the inner wall of one side of the lifting frame, and the gear and the mating tooth mesh with each other for transmission.

[0009] Preferably, the deceleration belt is provided with multiple groups, and the multiple groups of the energy recovery structures are jointly driven through cooperation of the first transmission rods.

[0010] Preferably, the shock-absorbing structures are provided below the deceleration belt in multiple groups, the multiple groups of the shock-absorbing structures are equal in spacing, and the multiple groups of the first transmission rods are jointly driven through cooperation of the transmission assemblies.

[0011] Preferably, the transmission assembly comprises a second transmission rod, one end of the first transmission rod is fixedly connected with a first bevel gear, a second bevel gear corresponding in position to the first bevel gear is sleeved on an outer peripheral end face of the second transmission rod, and the first bevel gear and the second bevel gear are in meshing transmission.

[0012] Preferably, a power generation box is fixedly installed below the road surface, an input end of the power generation box is fixedly connected with a fourth bevel gear, and one end of the second transmission rod is fixedly connected with a third bevel gear in meshing transmission with the fourth bevel gear.

[0013] Preferably, one side of the road surface is provided with an identification speedometer, and the identification speedometer is in signal communication with the hydraulic buffer.

[0014] The speedometer can detect the speed of a vehicle driving onto the deceleration belt, and the hydraulic buffer can receive the control signal sent by the identification speedometer. When the vehicle speed is too fast, the hydraulic intensity is gradually increased, and when the vehicle passes through the deceleration belt, the shock is reduced. For vehicles with normal speed, the hydraulic intensity can be further reduced, so that the vehicle is less affected by the deceleration belt and can pass through conveniently.

[0015] When the vehicle drives on the deceleration belt, the deceleration belt moves downward, the lifting frame moves downward along the support frame, the gear drives the gear to rotate, the first transmission rod rotates, the second transmission rod rotates under the cooperation of the first bevel gear and the second bevel gear, and the power generation box is driven under the cooperation of the third bevel gear and the fourth bevel gear, so that the kinetic energy is recovered to a certain extent. The kinetic energy of the vehicle is converted into electric energy, which is stored or used through the energy storage device, energy resources are saved, and carbon dioxide emissions are effectively reduced. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 The utility model provides a kind of structure schematic diagram of deceleration shock-absorbing type deceleration belt for the utility model.

[0017] Figure 2 The utility model provides a kind of internal structure schematic diagram of deceleration shock-absorbing type deceleration belt for the utility model.

[0018] Figure 3 The utility model provides a kind of speed reduction shock-absorbing type speed reduction belt Figure 2 Partial enlarged view in A place of middle;

[0019] Figure 4 The utility model provides a kind of transmission assembly structure schematic view of speed reduction shock-absorbing type speed reduction belt of the utility model;

[0020] Figure 5 The utility model provides a kind of speed reduction shock-absorbing type speed reduction belt Figure 4 Partial enlarged view in B place of middle.

[0021] In the figure: 1, identification speedometer;2, speed reduction belt;3, support frame;301, sliding groove;4, lifting frame;401, mating tooth;402, connecting plate;5, gear;6, first transmission rod;7, hydraulic buffer;8, first bevel gear;9, second transmission rod;10, second bevel gear;11, third bevel gear;12, fourth bevel gear;13, power generation box. Specific implementation

[0022] The technical scheme in the embodiments of the utility model will be described clearly and completely in conjunction with the drawings in the embodiments of the utility model below, and apparently, the described embodiments are only part of the embodiments of the utility model, not all the embodiments.

[0023] Refer to Figures 1-5 A kind of speed reduction shock-absorbing type speed reduction belt, including the speed reduction belt 2 being installed below road surface, the shock-absorbing structure is arranged below the speed reduction belt 2;

[0024] The shock-absorbing structure includes U-shaped support frame 3, sliding groove 301 is set in the left and right sides in support frame 3, lifting frame 4 is slidably connected in the inside of sliding groove 301, connecting plate 402 is fixedly connected to the upper end surface of lifting frame 4, the top of connecting plate 402 is fixedly connected with speed reduction belt 2, hydraulic buffer 7 is fixedly installed in the inside of support frame 3, hydraulic buffer 7 is arranged below lifting frame 4 and is transmission connected with lifting frame 4, energy recovery structure is arranged in the inside of lifting frame 4, lifting frame 4 is fixed by support frame 3, and vehicle travels above speed reduction belt 2 and will press down lifting frame 4, when vehicle speed is too fast, gradually increase hydraulic intensity by hydraulic buffer 7, when vehicle decelerates through, play certain buffer, to reduce the vibration of vehicle, and face normal vehicle speed vehicle, can further reduce hydraulic intensity, to reduce the influence of speed reduction belt 2, facilitate to pass through.

[0025] Reference Figure 1 To detect vehicle speed, identification speedometer 1 is arranged on the side of road surface, identification speedometer 1 is signal communication with hydraulic buffer 7, vehicle speed can be detected by identification speedometer 1, then the hydraulic intensity of hydraulic buffer 7 is controlled.

[0026] Reference Figure 3 The kinetic energy recovery of the automobile pressing down the deceleration strip 2 is provided with an energy recovery structure, which comprises a first transmission rod 6, a gear 5 fixedly sleeved on the outer peripheral end surface of the first transmission rod 6, and a matching tooth 401 formed in the inner wall of one side of the lifting frame 4. The gear 5 and the matching tooth 401 are in meshing transmission with each other. The gear 5 can be driven to rotate by the matching tooth 401, so as to drive the first transmission rod 6 to rotate.

[0027] Reference Figures 1-3 In order to ensure the deceleration effect, the deceleration strip 2 is provided with a plurality of groups, and the plurality of groups of energy recovery structures are commonly driven through the cooperation of the first transmission rods 6.

[0028] Reference Figure 2 In order to improve the kinetic energy recovery effect and reduce the downward pressure of the deceleration strip 2, a plurality of groups of shock absorption structures are arranged below the deceleration strip 2, the spacing between the plurality of groups of shock absorption structures is equal, and the plurality of first transmission rods 6 are commonly driven through the cooperation of the transmission assemblies.

[0029] Reference Figure 5 In order to unify the rotation changes of different first transmission rods 6, a transmission assembly is arranged, which comprises a second transmission rod 9, a first bevel gear 8 fixedly connected to one end of the first transmission rod 6, and a second bevel gear 10 sleeved on the outer peripheral end surface of the second transmission rod 9 and corresponding in position to the first bevel gear 8. The first bevel gear 8 and the second bevel gear 10 are in meshing transmission with each other, so that the rotation changes of different first transmission rods 6 are commonly transmitted to the second transmission rod 9.

[0030] Reference Figure 4 , 5 In order to facilitate the storage and recovery of kinetic energy, a power generation box 13 is fixedly installed below the road surface. The input end of the power generation box 13 is fixedly connected with a fourth bevel gear 12, and one end of the second transmission rod 9 is fixedly connected with a third bevel gear 11 in meshing transmission with the fourth bevel gear 12. In this way, the waste kinetic energy of the automobile is converted into electric energy, which is stored or applied through the power generation box 13, thereby saving energy resources and effectively reducing the emission of carbon dioxide.

[0031] When working, the speed of the vehicle driving over the deceleration strip 2 can be detected by the identification speedometer 1, and the hydraulic buffer 7 can receive the control signal sent by the identification speedometer 1; when the vehicle speed is too fast, the hydraulic strength is gradually increased, so as to play a certain buffering effect, thereby reducing the vibration of the vehicle; for the vehicle with normal speed, the hydraulic strength can be reduced, so that the vehicle is less affected by the deceleration strip 2, and conveniently passes through; meanwhile, the deceleration strip 2 is affected by the vehicle and moves downward, so that the lifting frame 4 moves downward along the support frame 3; the gear 401 drives the gear 5 to rotate, so as to drive the first transmission rod 6 to rotate; under the cooperation of the first bevel gear 8 and the second bevel gear 10, the second transmission rod 9 is driven to rotate; then, under the cooperation of the third bevel gear 11 and the fourth bevel gear 12, the power generation box 13 can be driven to rotate; in this way, the kinetic energy of the vehicle is converted into electric energy, which is stored or applied through the energy storage device, so as to save energy resources and effectively reduce the emission of carbon dioxide.

[0032] The above is only the preferred embodiment of the present application, but the protection scope of the present application is not limited to this, any skilled person in the art can make equivalent replacement or change according to the technical scheme and the inventive concept of the present application within the technical range disclosed by the present application, which should be covered in the protection scope of the present application.

Claims

1. A speed hump with shock absorption, comprising a speed hump (2) installed under a road surface, characterized in that: The shock-absorbing structure is arranged below the speed-reducing belt (2); The shock-absorbing structure comprises a U-shaped support frame (3), both left and right sides of the inside of the support frame (3) are provided with sliding grooves (301), the inside of the sliding groove (301) is slidably connected with a lifting frame (4), the upper end surface of the lifting frame (4) is fixedly connected with a connecting plate (402), the top end of the connecting plate (402) is fixedly connected with the speed-reducing belt (2), a hydraulic buffer (7) is fixedly installed in the inside of the support frame (3), the hydraulic buffer (7) is arranged below the lifting frame (4) and is in transmission connection with the lifting frame (4), and an energy recovery structure is arranged in the inside of the lifting frame (4).

2. The speed-reducing and shock-absorbing type speed bump according to claim 1, characterized in that: The energy recovery structure comprises a first transmission rod (6), a gear (5) is fixedly sleeved on the peripheral end surface of the first transmission rod (6), a matching tooth (401) is formed in the inner wall of one side of the lifting frame (4), and the gear (5) and the matching tooth (401) are in meshing transmission.

3. The speed hump deceleration strip according to claim 2, wherein: The speed-reducing belt (2) is provided with a plurality of groups, and the plurality of groups of energy recovery structures are in common transmission through cooperation of the first transmission rods (6).

4. The speed hump deceleration strip according to claim 3, wherein: The shock-absorbing structure is arranged below the speed-reducing belt (2) and is provided with a plurality of groups, the spacing between the plurality of groups of shock-absorbing structures is equal, and the plurality of groups of first transmission rods (6) are in common transmission through cooperation of transmission assemblies.

5. The speed hump deceleration strip according to claim 4, wherein: The transmission assembly comprises a second transmission rod (9), one end of the first transmission rod (6) is fixedly connected with a first bevel gear (8), the peripheral end surface of the second transmission rod (9) is sleeved with a second bevel gear (10) corresponding in position to the first bevel gear (8), and the first bevel gear (8) and the second bevel gear (10) are in meshing transmission.

6. The speed hump deceleration strip according to claim 5, wherein: A power generation box (13) is fixedly installed below the road surface, a fourth bevel gear (12) is fixedly connected to the input end of the power generation box (13), and one end of the second transmission rod (9) is fixedly connected with a third bevel gear (11) in meshing transmission with the fourth bevel gear (12).

7. The speed hump deceleration strip of claim 1, wherein: One side of the road surface is provided with an identification speedometer (1), and the identification speedometer (1) is in signal communication with the hydraulic buffer (7).

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