Anti-shock and anti-skid injection-molded deceleration strip for highway

Abstract

The utility model provides a kind of highway anti-seismic slip injection deceleration strip, including body, the body includes oppositely arranged first module and second module, the upper surface of the first module is equipped with car face, the upper surface of the second module is equipped with car face, the side of the first module towards second module is connected with connecting protrusion, the length direction of the connecting protrusion is parallel with the length direction of first module, the side of the second module towards first module is equipped with connecting recess, the connecting protrusion and connecting recess plug-in cooperation, the first module and second module are all equipped with mounting hole, reach the purpose of reducing resource waste.

Description

Technical Field

[0001] This utility model relates to a speed bump, and more particularly, to a shock-resistant and anti-skid injection-molded speed bump for highways. Background Technology

[0002] Traffic safety facilities are an important component in ensuring the safety of road users, guiding traffic flow, and reducing traffic accidents. Among them, speed bumps, as a common and effective physical traffic management facility, are widely installed on road sections where vehicles need to be forced to reduce their speed, such as entrances to schools, hospitals, residential areas, commercial areas, and specific highway sections, to remind drivers and enforce slowdown, thereby effectively preventing traffic accidents.

[0003] Currently, various designs of speed bumps exist on the market. For example, Chinese utility model patent CN210684508U discloses a strip-shaped speed bump. This patent specifies the dimensions of the speed bump: a bottom width of 300-400mm, a top width of 50-100mm, and a height of 40-50mm, with both sides being sloped. This design aims to provide a moderate impact to passing vehicles, effectively reminding drivers to slow down while avoiding damage to the vehicle's suspension system or discomfort to passengers due to excessive impact force, thus improving driving safety and comfort to a certain extent.

[0004] However, existing speed bumps still present some unresolved technical problems in practical applications. Specifically, when a vehicle drives over a speed bump, its movement is directional. The wheels first contact and roll over the oncoming surface of the speed bump (i.e., the slope in the direction the vehicle is coming from), and under the combined action of gravity and engine driving force, rise to the top surface of the speed bump; subsequently, the wheels roll down the outgoing surface (i.e., the slope in the direction the vehicle is leaving).

[0005] In the aforementioned process, the forces acting on the approaching surface of the speed bump are more complex and concentrated. When the wheel contacts the approaching surface, the tire not only has to overcome gravity to do work, but also experiences significant impact force due to instantaneous speed changes. Simultaneously, there is considerable rolling and sliding friction between the tire tread and the approaching surface. In contrast, when the wheel rolls down the following surface, it is primarily a gravity-assisted rolling process, with relatively smaller impact and friction effects on the following surface. This long-term, repetitive asymmetrical force pattern results in the approaching surface of the speed bump wearing down significantly faster than the following surface.

[0006] When the wear on the speed bump reaches a certain level (e.g., the slope angle decreases or the height is reduced), its forced deceleration and warning functions will be greatly reduced, failing to meet road safety standards, and it must be replaced. However, since the wear on the speed bump is still within acceptable limits, or even far from its service life limit, discarding and replacing the entire speed bump would undoubtedly result in a huge waste of materials, increase the economic cost of road maintenance, and is inconsistent with the current societal advocacy of resource conservation and sustainable development. Utility Model Content

[0007] In view of this, the purpose of this utility model is to provide a shock-resistant and anti-skid injection-molded speed bump for highways, so as to reduce resource waste.

[0008] To solve the above-mentioned technical problems, the technical solution of this utility model is: a road anti-vibration and anti-skid injection-molded speed bump, comprising a body, the body comprising a first module and a second module arranged opposite to each other, the upper surface of the first module having a vehicle-facing surface, the upper surface of the second module having a vehicle-delivering surface, a connecting protrusion connected to the side of the first module facing the second module, the length direction of the connecting protrusion being parallel to the length direction of the first module, a connecting groove being formed on the side of the second module facing the first module, the connecting protrusion and the connecting groove being inserted and fitted together, and mounting holes being formed on both the first module and the second module.

[0009] The above technical solution achieves this by first having the wheels roll over the oncoming surface of the first module when a vehicle passes over it, and then the wheels roll over the guide surface of the second module. Since the main body consists of relatively independent first and second modules, connected by the interlocking of connecting protrusions and grooves, when the oncoming surface, which bears greater impact and friction, wears down due to long-term use, only the worn first module needs to be replaced, without having to discard the still usable second module entirely. This effectively solves the problem of traditional speed bumps becoming unusable due to rapid wear of the oncoming surface, thus significantly extending the overall service life of the speed bump, greatly reducing material waste and economic costs in road maintenance, and achieving more economical, environmentally friendly, and sustainable traffic facility management.

[0010] As a preferred embodiment of this utility model, the mating cross section of the connecting protrusion and the connecting groove includes a dovetail structure, a T-shaped structure, or a rectangular structure.

[0011] To achieve the above technical solution, when a vehicle drives over a speed bump, the front surface of the first module will initially bear the impact, crushing, and friction forces from the wheels. These forces will be partially transferred to the connection between the first and second modules. Dovetail, T-shaped, or rectangular mating sections provide a more stable and tighter fit. In particular, the dovetail structure, due to its wedge-shaped structure, effectively prevents relative slippage and separation between the first and second modules when subjected to vertical pressure and horizontal shear force, providing stronger pull-out resistance and connection stability. T-shaped and rectangular structures can also resist sliding and rotation to a certain extent.

[0012] As a preferred embodiment of this utility model, a positioning concave surface is provided on the end face of the connecting protrusion, and an installation groove is provided on the bottom wall of the connecting groove. An arc-shaped buffer spring is connected in the installation groove, and the buffer spring is used to abut against the positioning concave surface.

[0013] The above technical solution achieves this by having the buffer spring abut against the positioning concave surface, providing precise positioning and continuous fixation. This avoids the potential for serious misalignment, loosening, or even detachment between the first and second modules under repeated vehicle crushing and impact, significantly enhancing the overall integrity and stability of the speed bump structure.

[0014] As a preferred embodiment of this utility model, when the buffer spring is used to abut against the positioning concave surface, there is a buffer gap between the bottom wall of the connecting groove and the end face of the connecting protrusion.

[0015] By implementing the above technical solution, when a vehicle applies an instantaneous impact force, the buffer spring can utilize the reserved buffer gap to undergo sufficient elastic compression and deformation. During the deformation process, the buffer spring effectively absorbs and disperses a portion of the impact energy, avoiding sudden energy changes and stress concentrations caused by hard contact. This effectively reduces the damage to the buffer material itself from the impact force, thereby significantly extending its service life and protecting the road structure.

[0016] As a preferred embodiment of this utility model, anti-slip protrusions are provided on both the vehicle-facing surface and the vehicle-delivering surface.

[0017] To achieve the above technical solution, when the vehicle's wheels contact and roll over the oncoming and offcoming surfaces, the tire tread will directly contact the anti-skid protrusions on these two surfaces. These anti-skid protrusions effectively increase the tire's grip and improve the anti-skid effect by increasing the contact area between the tire and the speed bump surface.

[0018] As a preferred embodiment of this utility model, both the welcoming surface and the delivery surface are provided with diamond-shaped protrusions. The plurality of diamond-shaped protrusions are arranged in a rectangular pattern to form a friction area. The friction area on the welcoming surface is located in the middle of the welcoming surface, and the friction area on the delivery surface is located in the middle of the delivery surface.

[0019] The above technical solution enhances the anti-slip performance of speed bumps under various complex weather conditions. The multi-directional friction of the diamond-shaped protrusions effectively prevents vehicles from slipping or losing control on speed bumps, especially during emergency braking or acceleration, significantly improving vehicle stability and safety.

[0020] As a preferred embodiment of the present invention, the first module is provided with a first limiting groove and a first limiting protrusion on both sides, and when adjacent first modules are fitted together, the first limiting protrusion is embedded in the first limiting groove. The second module is provided with a second limiting groove and a second limiting protrusion on both sides, and when adjacent second modules are fitted together, the second limiting protrusion is embedded in the second limiting groove.

[0021] To achieve the above technical solution, when the speed bump is laid laterally to cover the entire road width, multiple first modules will be connected end to end, and multiple second modules will also be connected end to end. When adjacent modules are assembled through the insertion and engagement of limiting grooves and limiting protrusions, this concave-convex structure can effectively limit the lateral displacement and vertical misalignment between adjacent modules when a vehicle passes over the speed bump. Attached Figure Description

[0022] Figure 1 This is a three-dimensional structural diagram of the present invention;

[0023] Figure 2 A side view diagram illustrating the present invention is provided.

[0024] Figure 3 for Figure 2 Enlarged view of point A;

[0025] Figure 4 To illustrate the structural diagram of the second module;

[0026] Figure 5 This is a schematic diagram illustrating the structure of the first module.

[0027] Reference numerals: 1. Body; 2. First module; 3. Second module; 4. Front face; 5. Delivery face; 6. Connecting protrusion; 7. Connecting groove; 8. Mounting hole; 9. Anti-slip protrusion; 10. Diamond protrusion; 11. First limiting groove; 12. First limiting protrusion; 13. Second limiting groove; 14. Second limiting protrusion; 15. Positioning concave surface; 16. Mounting groove; 17. Buffer spring. Detailed Implementation

[0028] The specific embodiments of this utility model will be further described in detail below with reference to the accompanying drawings, so that the technical solution of this utility model can be more easily understood and mastered.

[0029] A shock-resistant and anti-skid injection-molded speed bump for highways includes a body 1, which is formed by polyurethane injection molding. Polyurethane is a polymer material with better performance than ordinary rubber, and has higher wear resistance, oil resistance and resilience, which can provide a better and more durable shock absorption effect.

[0030] The main body 1 includes a first module 2 and a second module 3 arranged opposite to each other. A facing surface 4 is formed on the upper surface of the first module 2, and a delivery surface 5 is formed on the upper surface of the second module 3. A connecting protrusion 6 is integrally connected to the side of the first module 2 facing the second module 3. The length direction of the connecting protrusion 6 is parallel to the length direction of the first module 2. A connecting groove 7 is formed on the side of the second module 3 facing the first module 2. The connecting protrusion 6 and the connecting groove 7 are interlocked. The mating cross-section of the connecting protrusion 6 and the connecting groove 7 includes a dovetail joint, a T-shaped structure, or a rectangular structure.

[0031] In this embodiment, the cross-section of the connecting protrusion 6 is T-shaped. The cross-section of the connecting groove 7 is also T-shaped.

[0032] Mounting holes 8 are provided at the corners of the first module 2 and the second module 3. Fixing nails are passed through the mounting holes 8 to fix the first module 2 and the second module 3 to the ground.

[0033] Multiple anti-slip protrusions 9 are integrated on both the vehicle-facing surface 4 and the vehicle-delivering surface 5. Diamond-shaped protrusions 10 are integrated on both the vehicle-facing surface 4 and the vehicle-delivering surface 5. The multiple diamond-shaped protrusions 10 are arranged in a rectangular pattern to form a friction zone. The friction zone on the vehicle-facing surface 4 is located in the middle of the vehicle-facing surface 4, and the friction zone on the vehicle-delivering surface 5 is located in the middle of the vehicle-delivering surface 5.

[0034] A first limiting groove 11 and a first limiting protrusion 12 are respectively provided on both sides of the first module 2. When adjacent first modules 2 are fitted together, the first limiting protrusion 12 is embedded in the first limiting groove 11. A second limiting groove 13 and a second limiting protrusion 14 are respectively provided on both sides of the second module 3. When adjacent second modules 3 are fitted together, the second limiting protrusion 14 is embedded in the second limiting groove 13.

[0035] Both the first limiting protrusion 12 and the second limiting protrusion 14 have rectangular cross-sections.

[0036] A positioning recess 15 is formed on the end face of the connecting protrusion 6. The positioning recess 15 is arc-shaped. A mounting groove 16 is formed on the bottom wall of the connecting groove 7. An arc-shaped buffer spring 17 is fixedly connected in the mounting groove 16. The buffer spring 17 is made of stainless steel. After the buffer spring 17 is bent into an arc shape, the middle part of the buffer spring 17 is used to abut against the positioning recess 15.

[0037] When the buffer spring 17 abuts against the positioning concave surface 15, a buffer gap H is formed between the bottom wall of the connecting groove 7 and the end face of the connecting protrusion 6. The width of the buffer gap H is 1-1.5mm. At the same time, the side of the connecting protrusion 6 facing the first module 2 is in contact with the top wall of the connecting groove 7.

[0038] The usage process of this utility model is as follows:

[0039] First, the vehicle's wheels will contact and roll over the front face 4 on the upper surface of the first module 2. Since the front face 4 has multiple rectangularly arranged diamond-shaped anti-slip protrusions 9 integrated in the middle, these diamond protrusions 10 can effectively increase the friction between the tire and the front face 4, especially on wet and slippery roads. By biting the tire with their sharp angles and edges, they provide strong adhesion and force the vehicle to start decelerating.

[0040] As the wheel climbs to the top of the first module 2, the first module 2 bears the vehicle's main vertical impact force, horizontal thrust, and friction force. These forces are transmitted to the connecting groove 7 through the connecting protrusion 6. At this time, the positioning concave surface 15 on the end face of the connecting protrusion 6 exerts a force on the buffer spring 17.

[0041] Because a 1-1.5mm buffer gap remains between the bottom wall of the connecting groove 7 and the end face of the connecting protrusion 6 when the buffer spring 17 abuts against the positioning concave surface 15, the buffer spring 17 utilizes this buffer gap for elastic compression when an impact occurs, absorbing and dispersing the impact energy, effectively reducing the direct damage of the impact force to the connecting structure and the speed bump body 1. Simultaneously, the cooperation between the positioning concave surface 15 and the buffer spring 17 provides an adaptive preload, precisely locking the first module 2 and the second module 3 in the correct position, continuously and effectively preventing misalignment, loosening, or even separation between the first module 2 and the second module 3 under repeated vehicle crushing and impact, ensuring the structural integrity and stability of the speed bump.

[0042] Subsequently, the wheels will roll down the delivery surface 5 on the upper surface of the second module 3. Similar to the receiving surface 4, the delivery surface 5 also has multiple rectangularly arranged diamond-shaped anti-slip protrusions 9 integrated in the middle to continue providing the necessary anti-slip performance and ensure that the vehicle smoothly leaves the speed bump. At this time, the second module 3 mainly bears the rolling force assisted by gravity, and the force is relatively small.

[0043] During the lateral installation of the speed bump, multiple first modules 2 are connected by first limiting protrusions 12 and first limiting grooves 11 on both sides to form a continuous vehicle-facing surface 4; similarly, multiple second modules 3 are connected by second limiting protrusions 14 and second limiting grooves 13 on both sides to form a continuous vehicle-feeding surface 5. This lateral limiting structure ensures that the speed bump modules installed side by side will not be laterally misaligned or have height differences, thus guaranteeing the flatness and continuity of the entire speed bump.

[0044] Of course, the above are just typical examples of this utility model. In addition, this utility model may have many other specific implementation methods. All technical solutions formed by equivalent substitution or equivalent transformation fall within the scope of protection claimed by this utility model.

Claims

1. A type of anti-seismic and anti-skid injection-molded speed bump for highways, comprising a body (1), characterized in that: The main body (1) includes a first module (2) and a second module (3) arranged opposite to each other. The upper surface of the first module (2) is provided with a vehicle-facing surface (4), and the upper surface of the second module (3) is provided with a vehicle-delivering surface (5). The first module (2) is connected to a connecting protrusion (6) on the side facing the second module (3). The length direction of the connecting protrusion (6) is parallel to the length direction of the first module (2). The second module (3) is provided with a connecting groove (7) on the side facing the first module (2). The connecting protrusion (6) and the connecting groove (7) are inserted and fitted together. The first module (2) and the second module (3) are both provided with mounting holes (8).

2. The anti-seismic and anti-skid injection-molded speed bump for highways according to claim 1, characterized in that: The mating cross section of the connecting protrusion (6) and the connecting groove (7) includes a dovetail structure, a T-shaped structure, or a rectangular structure.

3. The anti-seismic and anti-skid injection-molded speed bump for highways according to claim 1, characterized in that: The end face of the connecting protrusion (6) is provided with a positioning concave surface (15), and the bottom wall of the connecting groove (7) is provided with an installation groove (16). An arc-shaped buffer spring (17) is connected in the installation groove (16), and the buffer spring (17) is used to abut against the positioning concave surface (15).

4. The anti-seismic and anti-skid injection-molded speed bump for highways according to claim 3, characterized in that: When the buffer spring (17) is used to abut against the positioning concave surface (15), there is a buffer gap between the bottom wall of the connecting groove (7) and the end face of the connecting protrusion (6).

5. The anti-seismic and anti-skid injection-molded speed bump for highways according to claim 1, characterized in that: Anti-slip protrusions (9) are provided on both the vehicle-facing surface (4) and the vehicle-delivering surface (5).

6. A road-use anti-seismic and anti-skid injection-molded speed bump according to claim 5, characterized in that: Both the welcoming surface (4) and the delivery surface (5) are provided with rhomboid protrusions (10). Multiple rhomboid protrusions (10) are arranged in a rectangular pattern and form a friction area. The friction area on the welcoming surface (4) is located in the middle of the welcoming surface (4), and the friction area on the delivery surface (5) is located in the middle of the delivery surface (5).

7. The anti-seismic and anti-skid injection-molded speed bump for highways according to claim 1, characterized in that: The first module (2) is provided with a first limiting groove (11) and a first limiting protrusion (12) on both sides respectively. When adjacent first modules (2) are fitted together, the first limiting protrusion (12) is embedded in the first limiting groove (11). The second module (3) is provided with a second limiting groove (13) and a second limiting protrusion (14) on both sides respectively. When adjacent second modules (3) are fitted together, the second limiting protrusion (14) is embedded in the second limiting groove (13).

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