Deceleration strip for municipal road

Abstract

The utility model belongs to the technical field of deceleration strips, and particularly relates to a municipal road deceleration strip which comprises a deceleration strip body, an anti-skid base is arranged below the deceleration strip body and installed on a road, an installation bottom groove is formed in the bottom end of the deceleration strip body, and the anti-skid base is connected to the inner wall of the installation bottom groove in a clamped mode. The deceleration strip body makes contact with the road surface, two lateral metal clamping plates are installed on the two sides of the anti-skid base in an embedded mode, and two inner side clamping grooves are formed in the installation bottom groove. According to the deceleration strip device, a unique connecting mode is adopted, the deceleration strip body and the anti-skid base are directly connected without bolts, the situation that bolts are exposed out of the road surface due to the fact that the positions of the bolts of the deceleration strip are loosened and torn under long-term impact and abrasion of vehicles is avoided, and therefore the exposed bolts are effectively prevented from damaging tires of follow-up passing vehicles; the risk of traffic accidents caused by tire damage is reduced, and the safety of road use is greatly improved.

Description

Technical Field

[0001] This utility model belongs to the field of speed bump technology, specifically relating to a speed bump for municipal roads. Background Technology

[0002] With increasingly busy highway traffic, in order to ensure traffic safety, it is necessary to install traffic facilities that can slow down passing vehicles in certain road sections, such as near schools, residential areas, and hospitals. Speed ​​bumps (also known as speed ridges) are one of the widely used facilities. Speed ​​bumps come in various shapes, generally including strips and dots, and their materials mainly include rubber and metal.

[0003] Traditional speed bumps are typically bolted directly to the road. For example, a speed bump disclosed in Chinese Patent Publication No. CN219753047U exhibits significant drawbacks in practical use. Frequent vehicle traffic causes continuous impact and wear, leading to loosening or tearing of the bolts. This causes the speed bump to shift, exposing the bolts. Exposed bolts can cause significant damage to the tires of following vehicles, increasing maintenance costs and potentially creating traffic safety hazards. Furthermore, traditional speed bumps are mostly designed as a single, integral structure. When a speed bump becomes damaged due to wear and tear, its integral design necessitates replacement of the entire unit. This increases maintenance workload and costs, hindering efficient resource utilization and economic benefits. Utility Model Content

[0004] This utility model provides a speed bump for municipal roads, which solves the problem of bolts easily coming loose and damaging tires when the speed bump wears out, and reduces maintenance costs.

[0005] This utility model provides the following technical solution: it includes a speed bump body, an anti-slip base is provided below the speed bump body, the anti-slip base is installed on the road, the bottom end of the speed bump body has an installation groove, the anti-slip base is engaged with the inner wall of the installation groove, the speed bump body is in contact with the road surface, two lateral metal plates are embedded on both sides of the anti-slip base, two inner slots are provided in the installation groove, and the two lateral metal plates are engaged with the inner wall of the corresponding inner slot.

[0006] The anti-slip base has end plates installed on both sides, and the two end plates are clamped to both ends of the anti-slip base.

[0007] The speed bump body has threaded holes at both ends, and two end plates are provided with connecting bolts, which are threaded to the inner walls of the corresponding threaded holes.

[0008] Two limiting rods are installed on each of the two end plates on opposite sides, and slots are opened at both ends of the speed bump body, with the limiting rods inserted into the inner wall of the corresponding slots.

[0009] The anti-slip base has a docking slot, and the inner wall of the mounting groove is fitted with a convex hollow metal plate, which is engaged with the inner wall of the docking slot.

[0010] The anti-slip base has several anti-bend metal strips embedded at its bottom, and each of the anti-bend metal strips has a positioning bolt running through it. The anti-slip base is installed on the road by the positioning bolts.

[0011] The inner wall of the bottom side of the lateral metal plate has several through holes for making way for the positioning bolts, and the positioning bolts do not contact the anti-slip base.

[0012] The beneficial effects of this utility model are: This speed bump device adopts a unique connection method, and the speed bump body and the anti-slip base are directly connected without bolts. This avoids the situation where the speed bump bolts become loose or torn and exposed on the road surface under long-term impact and wear of vehicles. This effectively prevents the exposed bolts from damaging the tires of subsequent vehicles, reduces the risk of traffic accidents caused by tire damage, and greatly improves the safety of road use.

[0013] The device's structural design places the anti-slip base inside the speed bump body, preventing it from being directly impacted or worn by vehicles. As a result, it is less prone to damage. When the speed bump body needs to be replaced due to wear and tear from long-term use, only the speed bump body needs to be replaced; the anti-slip base does not need to be replaced. This design, which allows for the replacement of individual components, significantly reduces the later maintenance costs of municipal roads and improves resource utilization efficiency.

[0014] The parts of the device not covered herein are the same as or can be implemented using existing technologies. Attached Figure Description

[0015] Figure 1 This is a three-dimensional structural diagram of the present invention;

[0016] Figure 2 This is a schematic diagram of the three-dimensional exploded structure of this utility model. Figure 1 ;

[0017] Figure 3 for Figure 2Enlarged diagram of section A in the middle;

[0018] Figure 4 This is a schematic diagram of the three-dimensional exploded structure of this utility model. Figure 2 ;

[0019] Figure 5 for Figure 4 Enlarged schematic diagram of section B.

[0020] In the diagram: 1. Speed ​​bump body; 11. Mounting base groove; 111. Inner side slot; 12. Threaded hole; 13. Upward-convex hollow metal plate; 14. Slot; 2. Anti-slip base; 21. Side metal plate; 22. Connecting slot; 23. Anti-bending metal strip; 24. Positioning bolt; 3. End plate; 31. Connecting bolt; 32. Limiting rod. Detailed Implementation

[0021] Please see Figures 1-5 The present invention provides the following technical solution: it includes a speed bump body 1, an anti-slip base 2 is provided below the speed bump body 1, the anti-slip base 2 is installed on the road, the bottom end of the speed bump body 1 is provided with an installation groove 11, the anti-slip base 2 is engaged and connected to the inner wall of the installation groove 11, the speed bump body 1 is in contact with the road surface, and two lateral metal plates 21 are embedded on both sides of the anti-slip base 2. Two inner slots 111 are provided in the installation groove 11, and the two lateral metal plates 21 are engaged and connected to the inner wall of the corresponding inner slots 111.

[0022] In this implementation scheme: the speed bump body 1 and the anti-slip base 2 form an integral speed reduction mechanism. The anti-slip base 2 is first installed at a suitable location on the road. After the anti-slip base 2 is installed, the speed bump body 1 is connected to it. Two mating slots 22 protrude to both sides of the anti-slip base 2. The mounting base 11 makes way for the lateral metal plates 21 through two inner slots 111. The anti-slip base 2 remains fixed to the two mating slots 22. The speed bump body 1 engages laterally with the anti-slip base 2 and the lateral metal plates 21. As the speed bump body 1 and anti-slip base 2 are mated, the anti-slip base 2 and the two lateral metal plates 21 can enter the mounting base 11 and the inner slots 111. Then, the speed bump body 1 and the anti-slip base 2 are locked, achieving a stable connection. The anti-slip base 2 is secured by the two lateral metal plates. 21. The speed bump body 1 is limited, ensuring it is firmly locked onto the anti-slip base 2 and cannot detach. During daily use, when a vehicle impacts the speed bump body 1, the body 1 absorbs the force through its own elasticity. Simultaneously, the impact force is transferred to the anti-slip base 2. Since there are no bolts between the anti-slip base 2 and the speed bump body 1, the speed bump body 1 will not tear due to bolts when it wears out during use. This prevents bolts from being exposed and damaging the tires of subsequent vehicles, reducing accidents and safety hazards. Furthermore, the anti-slip base 2 is enclosed within the speed bump body 1 and is not directly damaged by vehicles. When the speed bump body 1 needs replacement due to wear, only the speed bump body 1 needs to be replaced; the anti-slip base 2 does not need to be replaced, reducing the later maintenance costs of municipal roads.

[0023] Both sides of the anti-slip base 2 are equipped with end plates 3, which clamp the two ends of the anti-slip base 2. After the speed bump body 1 is connected to the anti-slip base 2, the two end plates 3 are installed and fixed to the two ends of the anti-slip base 2. The two end plates 3 clamp the anti-slip base 2 below the speed bump body 1, so that the speed bump body 1 cannot slide on the anti-slip base 2 at this time, thereby locking and fixing the speed bump body 1 and the anti-slip base 2 to prevent the speed bump body 1 and the anti-slip base 2 from accidentally separating.

[0024] Both ends of the speed bump body 1 are provided with threaded holes 12, and two end plates 3 are provided with mating bolts 31. The mating bolts 31 are threaded to the inner wall of the corresponding threaded holes 12. Two grooves are provided on the end plates 3 to accommodate the mating bolts 31, so that the mating bolts 31 can be abutted in the grooves and connected to the threaded holes 12, thereby locking the end plates 3 and the speed bump body 1 together. The mating bolts 31 are hidden in the grooves, reducing contact with external objects. At the same time, the mating bolts 31 are horizontally placed, so even after the end plates 3 are worn, the mating bolts 31 will not damage the tires.

[0025] Two limiting rods 32 are installed on each of the two end plates 3 on opposite sides. Slots 14 are opened at both ends of the speed bump body 1. The limiting rods 32 are inserted into the inner wall of the corresponding slots 14. When the end plate 3 is connected to the speed bump body 1, the two limiting rods 32 are inserted into the slots 14 along with the end plate 3, so that the end plate 3 will not swing at the end of the speed bump body 1, ensuring the stability of the end plate 3 in clamping and limiting the anti-slip base 2.

[0026] The anti-slip base 2 has a docking slot 22, and the inner wall of the mounting groove 11 is fitted with an upwardly convex hollow metal plate 13, which engages with the inner wall of the docking slot 22. The docking slot 22 is located between two side metal plates 21. The speed bump body 1 docks with the docking slot 22 through the upwardly convex hollow metal plate 13, so that the two side metal plates 21 and the upwardly convex hollow metal plate 13 can connect the speed bump body 1 and the anti-slip base 2 at both sides and in the middle, further strengthening the connection stability.

[0027] Several anti-bend metal strips 23 are embedded at the bottom of the anti-slip base 2. Each of the anti-bend metal strips 23 has a positioning bolt 24 passing through it. The anti-slip base 2 is installed on the road by the positioning bolts 24. After passing through the corresponding anti-bend metal strips 23, the positioning bolts 24 are fixed to the road surface. The anti-bend metal strips 23 lock the anti-bend metal strips 23 to the road. The positioning bolts 24 are hidden inside the device to prevent them from being exposed and damaging the tires. The anti-bend metal strips 23 are arranged in an array at the bottom of the anti-slip base 2. The anti-bend metal strips 23 support the anti-slip base 2 and reinforce it against torsion, preventing the anti-slip base 2 from bending laterally, thereby preventing the speed bump body 1 from lifting up.

[0028] The inner wall of the bottom side of the lateral metal plate 21 has several through holes for the positioning bolts 24 to make way for them, and the positioning bolts 24 do not contact the anti-slip base 2. The upper end of the positioning bolts 24 is inside the corresponding through holes, so that the upper end of the positioning bolts 24 is hidden, preventing the positioning bolts 24 from interfering with the connection between the docking slot 22 and the upper convex hollow metal plate 13. Furthermore, the fact that the positioning bolts 24 do not contact the anti-slip base 2 and the upper convex hollow metal plate 13 means that the limiting force between the positioning bolts 24 and the road will only act on the anti-bend metal strip 23, so that the anti-bend metal strip 23 can stably drive the anti-slip base 2 parallel to the road surface, ensuring the fit between the speed bump body 1 and the road surface and preventing movement.

[0029] The working principle and usage process of this utility model: This speed bump device mainly consists of a speed bump body 1, an anti-slip base 2, and end plates 3. During installation, the anti-slip base 2 is first fixed to the road. Multiple anti-bend metal strips 23 are embedded in the bottom of the anti-slip base 2. Positioning bolts 24 pass through the anti-bend metal strips 23 and connect to the ground, ensuring the anti-slip base 2 is securely locked to the road surface. The multiple anti-bend metal strips 23 are arranged in an array, providing support for the anti-slip base 2 and enhancing its torsional resistance, preventing the anti-slip base 2 from tilting and causing the speed bump body 1 to lift. The positioning bolts 24 are hidden to avoid damaging the tires. After the anti-slip base 2 is installed, the speed bump body 1 is connected. The mounting groove 11 at the bottom of the speed bump body 1 engages with the anti-slip base 2. Lateral metal plates 21 on both sides of the anti-slip base 2 are embedded in the inner grooves 111 within the mounting groove 11. The mating grooves 22 on the anti-slip base 2 engage with the convex hollow metal plates 13 within the mounting groove 11, achieving a stable connection between the speed bump body 1 and the anti-slip base 2, thus preventing slippage. The base 2 restricts the movement of the speed bump body 1 through the lateral metal clamp 21. The two are not bolted together, so the speed bump body 1 will not be torn due to bolts when it is worn, avoiding exposed bolts that could damage the tire and reducing safety hazards. After the speed bump body 1 is connected to the anti-slip base 2, the end plate 3 is installed on both sides of the anti-slip base 2. The connecting bolts 31 at both ends of the end plate 3 are threaded to the threaded holes 12 at both ends of the speed bump body 1. The connecting bolts 31 are hidden in the grooves of the end plate 3 to avoid tire damage after wear. The limiting rods 32 on the end plate 3 are inserted into the slots 14 at both ends of the speed bump body 1 to ensure that the end plate 3 clamps the anti-slip base 2 stably and prevents the end plate 3 from shaking at the end of the speed bump body 1. When a vehicle passes over it, the speed bump body 1 is impacted and dissipates the force through its own elasticity, transmitting the impact force to the anti-slip base 2. Because the anti-slip base 2 is wrapped by the speed bump body 1, it is not directly affected by the vehicle, reducing damage. When the speed bump body 1 is worn and needs to be replaced, only the speed bump body 1 needs to be replaced, and the anti-slip base 2 can continue to be used, reducing the later maintenance cost of municipal roads.

Claims

1. A speed hump for municipal roads, comprising a speed hump body (1), characterized in that: The anti-skid base (2) is installed on the road, the installation bottom groove (11) is arranged at the bottom end of the deceleration strip body (1), the anti-skid base (2) is clamped and connected to the inner wall of the installation bottom groove (11), the deceleration strip body (1) is in contact with the road surface, the anti-skid base (2) is embeddedly installed with two lateral metal clamping plates (21) on the two sides, two inner side clamping grooves (111) are arranged in the installation bottom groove (11), and the two lateral metal clamping plates (21) are clamped and connected to the inner walls of the corresponding inner side clamping grooves (111).

2. The speed hump of claim 1, wherein: The anti-skid base (2) is installed on the road, the installation bottom groove (11) is arranged at the bottom end of the deceleration strip body (1), the anti-skid base (2) is clamped and connected to the inner wall of the installation bottom groove (11), the deceleration strip body (1) is in contact with the road surface, the anti-skid base (2) is embeddedly installed with two lateral metal clamping plates (21) on the two sides, two inner side clamping grooves (111) are arranged in the installation bottom groove (11), and the two lateral metal clamping plates (21) are clamped and connected to the inner walls of the corresponding inner side clamping grooves (111).

3. The speed hump of claim 2, wherein: The anti-skid base (2) is installed on the road, the installation bottom groove (11) is arranged at the bottom end of the deceleration strip body (1), the anti-skid base (2) is clamped and connected to the inner wall of the installation bottom groove (11), the deceleration strip body (1) is in contact with the road surface, the anti-skid base (2) is embeddedly installed with two lateral metal clamping plates (21) on the two sides, two inner side clamping grooves (111) are arranged in the installation bottom groove (11), and the two lateral metal clamping plates (21) are clamped and connected to the inner walls of the corresponding inner side clamping grooves (111).

4. The speed hump of claim 3, wherein: The anti-skid base (2) is installed on the road, the installation bottom groove (11) is arranged at the bottom end of the deceleration strip body (1), the anti-skid base (2) is clamped and connected to the inner wall of the installation bottom groove (11), the deceleration strip body (1) is in contact with the road surface, the anti-skid base (2) is embeddedly installed with two lateral metal clamping plates (21) on the two sides, two inner side clamping grooves (111) are arranged in the installation bottom groove (11), and the two lateral metal clamping plates (21) are clamped and connected to the inner walls of the corresponding inner side clamping grooves (111).

5. The speed hump of claim 1, wherein: The anti-skid base (2) is installed on the road, the installation bottom groove (11) is arranged at the bottom end of the deceleration strip body (1), the anti-skid base (2) is clamped and connected to the inner wall of the installation bottom groove (11), the deceleration strip body (1) is in contact with the road surface, the anti-skid base (2) is embeddedly installed with two lateral metal clamping plates (21) on the two sides, two inner side clamping grooves (111) are arranged in the installation bottom groove (11), and the two lateral metal clamping plates (21) are clamped and connected to the inner walls of the corresponding inner side clamping grooves (111).

6. The speed hump of claim 1, wherein: The anti-skid base (2) is installed on the road, the installation bottom groove (11) is arranged at the bottom end of the deceleration strip body (1), the anti-skid base (2) is clamped and connected to the inner wall of the installation bottom groove (11), the deceleration strip body (1) is in contact with the road surface, the anti-skid base (2) is embeddedly installed with two lateral metal clamping plates (21) on the two sides, two inner side clamping grooves (111) are arranged in the installation bottom groove (11), and the two lateral metal clamping plates (21) are clamped and connected to the inner walls of the corresponding inner side clamping grooves (111).

7. The speed hump of claim 6, wherein: ​

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