Urban road traffic safety protection device

Abstract

The utility model relates to the technical field of safety protection, specifically disclose a kind of urban road traffic safety protection device, comprising: placing plate;Further comprising: rotating rod, rotating rod is arranged in the side of placing plate, rotating rod is guided to vehicle;Moving plate, moving plate is slidably connected in the inside of placing plate, the utility model is through the collaborative design of "flexible buffer+dynamic damping", in the initial stage of impact, the flexible layer of rotating rod absorbs initial impact force by self deformation, avoid vehicle to be slightly damaged, compression spring is compressed simultaneously, further absorption impact energy, reduce the load of subsequent component, in the middle of impact, magnetorheological fluid damping system is dynamically adjusted resistance according to impact speed-when high-speed impact, annular electromagnet generates strong magnetic field and makes magnetorheological fluid present solid-like state, a large amount of kinetic energy is absorbed quickly, make vehicle deceleration process more gentle, when low-speed impact, magnetorheological fluid keeps liquid state to low resistance buffering, prevent vehicle rebound and cause secondary accident.

Description

Technical Field

[0001] This utility model relates to the field of safety protection technology, specifically to an urban road traffic safety protection device. Background Technology

[0002] Urban road traffic safety is an important issue in urban planning and management. With the continuous increase in urban traffic flow, traffic accidents such as vehicle collisions occur frequently, posing a serious threat to people's lives and property.

[0003] Common traffic barriers are mainly used to separate motor vehicles, non-motor vehicles, and pedestrians. Their main function is to clarify right-of-way and prevent vehicles and pedestrians from crossing the road at will. However, when a vehicle is involved in a collision, the barriers can only withstand the impact force through their rigid structure, which can easily lead to serious damage to both the vehicle and the barriers. It may also cause significant injury to the occupants of the vehicle. Therefore, we propose an urban road traffic safety protection device. Utility Model Content

[0004] The purpose of this utility model is to provide an urban road traffic safety protection device to solve the problem mentioned in the background art that the guardrail can only withstand the impact force through its own rigidity, which can easily lead to serious damage to vehicles and guardrails, and may also cause great injury to people inside the vehicle.

[0005] To achieve the above objectives, this utility model provides the following technical solution: an urban road traffic safety protection device, comprising: a placement plate;

[0006] It also includes: a rotating rod, which is located on one side of the placement plate and guides the vehicle;

[0007] The movable plate is slidably connected inside the placement plate and rotatably connected to the top of the rotating rod. A Hall sensor is fixedly connected inside the movable plate, and a magnetic rod is electromagnetically connected inside the Hall sensor. When the movable plate moves into the placement plate, the Hall sensor and the magnetic rod detect the instantaneous impact force on the rotating rod.

[0008] A piston rod is located on one side of a rotating rod. A placement tube is slidably connected to the surface of the piston rod. An annular electromagnet is installed inside the placement tube. One end of the piston rod is in contact with a magnetorheological fluid, which is placed inside the placement tube. The resistance of the piston rod is adjusted by the annular electromagnet and the magnetorheological fluid.

[0009] One end of the movable plate is fixedly connected to a compression spring, which is fixedly connected inside the placement plate. The placement plate has a placement groove that matches the compression spring.

[0010] The magnetic rod is fixedly connected inside the placement slot. The magnetic rod is inserted into the interior of the moving plate and electromagnetically connected to the Hall sensor. The interior of the moving plate has a first slot that is adapted to the magnetic rod.

[0011] The rotating rod includes a support rod and a flexible layer. The support rod is rotatably connected to the bottom of the moving plate, and the flexible layer is sleeved on one side of the surface of the support rod.

[0012] One end of the piston rod is fixedly connected to a connecting plate, and the other end of the connecting plate is fixedly connected to a flexible plate. The surface of the flexible plate has a semi-circular groove that matches the middle of the rotating rod. When the rotating rod is subjected to force, it moves and embeds itself into the semi-circular groove of the flexible plate.

[0013] The placement tube includes an outer tube and an inner tube. The outer tube is fixedly connected to the inside of the placement plate, and the inner tube is fixedly connected to the inside of the outer tube.

[0014] In this system, a ring-shaped electromagnet is wound around the surface of the inner tube, magnetorheological fluid is placed inside the inner tube, and a piston rod is inserted into the inner tube to contact the magnetorheological fluid.

[0015] This utility model has at least the following beneficial effects:

[0016] This invention employs a synergistic design of "flexible buffering + dynamic damping." In the initial stage of impact, the flexible layer of the rotating rod absorbs the initial impact force through its own deformation, preventing minor damage to the vehicle. The compression spring compresses synchronously, further absorbing impact energy and reducing the load on subsequent components. In the middle stage of impact, the magnetorheological fluid damping system dynamically adjusts the resistance according to the impact speed. During high-speed impacts, the annular electromagnet generates a strong magnetic field, causing the magnetorheological fluid to become a near-solid state, rapidly absorbing a large amount of kinetic energy and making the vehicle deceleration process smoother. During low-speed impacts, the magnetorheological fluid remains in a liquid state to buffer with low resistance, preventing the vehicle from rebounding and causing secondary accidents. Attached Figure Description

[0017] Figure 1 This is a three-dimensional structural diagram of the present invention;

[0018] Figure 2 This is a schematic diagram of the left-side cross-sectional structure of this utility model;

[0019] Figure 3 This is a schematic diagram of the left-side cross-sectional structure of the placement tube of this utility model;

[0020] Figure 4 This is a schematic diagram of the three-dimensional cross-sectional structure of the movable plate of this utility model.

[0021] In the diagram: 1. Placement plate; 2. Rotating rod; 21. Support rod; 22. Flexible layer; 3. Moving plate; 4. Hall sensor; 5. Magnetic rod; 6. Piston rod; 7. Placement tube; 71. Outer tube; 72. Inner tube; 8. Ring electromagnet; 9. Magnetorheological fluid; 10. Compression spring; 11. Placement groove; 12. Connecting plate; 13. Flexible plate. Detailed Implementation

[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0023] Example 1

[0024] Please see Figures 1 to 4 This utility model provides a technical solution: an urban road traffic safety protection device, comprising: a placement plate 1;

[0025] It also includes: a rotating rod 2, which is set on one side of the placement plate 1 and guides the vehicle;

[0026] The movable plate 3 is slidably connected inside the placement plate 1. The movable plate 3 is rotatably connected to the top of the rotating rod 2. A Hall sensor 4 is fixedly connected inside the movable plate 3. A magnetic rod 5 is electromagnetically connected inside the Hall sensor 4. The movable plate 3 moves into the placement plate 1 and the Hall sensor 4 and the magnetic rod 5 detect the instantaneous impact force on the rotating rod 2.

[0027] Piston rod 6 is located on one side of rotating rod 2. Placement tube 7 is slidably connected to the surface of piston rod 6. An annular electromagnet 8 is installed inside placement tube 7. One end of piston rod 6 is in contact with magnetorheological fluid 9, which is installed inside placement tube 7. Placement tube 7 adjusts the resistance of piston rod 6 through annular electromagnet 8 and magnetorheological fluid 9.

[0028] The placement plate 1 serves as the "mounting base and structural frame" of the entire device. It is made of high-strength steel (such as Q235B) and can be fixed to the curb or guardrail of urban roads by expansion bolts. It has two types of key grooves inside: placement groove 11 (for installing compression spring 10) and "sliding cavity" adapted to the moving plate 3 (for the moving plate 3 to slide in the horizontal direction). At the same time, it has reserved fixing holes for the placement tube 7 to support all functional components (rotating rod 2, moving plate 3, placement tube 7, etc.), ensuring the overall structural stability of the device, resisting the lateral impact force when the vehicle hits, and providing "limited movement trajectory" for the moving plate 3 and compression spring 10 to prevent the components from being misaligned or falling off when they hit.

[0029] The rotating rod 2 is the "front-end protection and guidance core" of the device, consisting of a support rod 21 and a flexible layer 22. When a vehicle collides with the device, the rotating rod 2 rotates, converting the vehicle's "frontal impact force" into a "lateral component force along the rotation direction," guiding the vehicle away from its original impact trajectory (such as preventing the vehicle from running into the sidewalk or oncoming lane), reducing the risk of secondary accidents. The flexible layer 22 can absorb the "initial impact force" of the vehicle impact through its own deformation, reducing damage such as scratches and dents on the vehicle surface, while reducing the rigid impact of the impact on the support rod 21. The impact force is transmitted to the moving plate 3 through the hinge shaft, triggering the subsequent "sensing detection" and "damping adjustment" processes, providing a "trigger signal" for the device's dynamic protection.

[0030] The movable plate 3, serving as both a sensing carrier and a force transmission intermediary, is made of wear-resistant engineering plastic (such as PA66 + glass fiber) and is rectangular in shape. One end is fixedly connected to the compression spring 10, and the other end is rotatably connected to the top of the support rod 21 of the rotating rod 2. The movable plate 3 receives the impact force transmitted by the rotating rod 2, causing the Hall sensor 4 to slide along the axis of the magnetic rod 5, converting "mechanical displacement" into "electromagnetic signal change," providing a "motion basis" for impact force detection. In conjunction with the compression spring 10, it achieves "pre-buffering" (absorbing 10%-15% of the impact energy) through spring compression in the initial stage of the impact, reducing the impact on subsequent damping components. After the load and impact, the compression spring 10 resets, causing the rotating rod 2 to return to its initial position, achieving "automatic reset" of the device. It can handle the next impact without manual adjustment. The Hall sensor 4 is a "non-contact impact force detection element," fixed to the first slot of the moving plate 3 by bolts. Its sensing surface is parallel to the axis of the magnetic rod 5. The sensor output is connected to an external controller (the controller is not detailed in the patent but is a standard component) via a wire, converting electromagnetic signals into electrical signals for transmission. The magnetic rod 5 is a "magnetic field generating element," made of permanent magnet material (such as NdFeB N35), cylindrical in shape, with one end... Fixed to the inner wall of the "placement groove 11" of the placement plate 1, the other end is inserted into the first empty groove of the moving plate 3, maintaining a gap of 0.5-2mm with the Hall sensor 4 (to ensure stable electromagnetic coupling and avoid friction). Its magnetic field strength is uniformly distributed along the axis, and the surface is treated with anti-corrosion treatment (such as galvanizing), adapting to the humid and dusty environment of urban roads. Indirect detection of instantaneous impact force: When the moving plate 3 slides with the impact force, the Hall sensor 4 moves along the axis of the magnetic rod 5, and the "magnetic field strength" it senses changes with the displacement (the greater the displacement, the higher the rate of change of the magnetic field strength). Since the sliding speed of the moving plate 3 is positively correlated with the vehicle impact force (impact force... The larger the magnetic field strength, the faster the sliding speed and the more significant the change in magnetic field strength per unit time. The controller can use the "magnetic field change rate signal" output by the Hall sensor 4 to infer the magnitude of the instantaneous impact force and the impact speed of the rotating rod 2, providing "data basis" for subsequent damping adjustment. This avoids the wear or damage caused by direct force to traditional mechanical sensors (such as pressure sensors), and improves the service life of the device under high-frequency minor impacts (such as vehicle collisions) on urban roads. In addition, both the Hall sensor 4 and the magnetic rod 5 are sealed or corrosion-resistant, which can resist the erosion of rainwater and salt (winter de-icing agents), ensuring the detection accuracy in complex urban environments.

[0031] The piston rod 6 is made of high-strength stainless steel (such as 304) and is cylindrical. One end is fixed to the flexible plate 13 via the connecting plate 12, and the other end is inserted into the inner tube 72 of the placement tube 7, directly contacting the magnetorheological fluid 9. When the rotating rod 2 is impacted and moves, the flexible plate 13 and the connecting plate 12 push the piston rod 6 to move along the axis of the inner tube 72, squeezing the magnetorheological fluid 9 in the inner tube 72. The moving speed of the piston rod 6 is positively correlated with the impact force, and the resistance it receives from the magnetorheological fluid 9 is the "core buffer force" of the device. It cooperates with the inner wall of the inner tube 72 to form a "sealed cavity" to prevent the magnetorheological fluid 9 from leaking and ensure the stability of the damping adjustment. The placement tube 7 is the "installation carrier and sealing container for the damping component" and adopts a double-layer structure to provide support for the annular electromagnet 8. The outer tube 71 and inner tube 72 form a "winding base" to ensure that the magnetic field generated by the electromagnet acts uniformly on the magnetorheological fluid 9 in the inner tube 72, and also serve as a "sealed container" for the magnetorheological fluid 9 to prevent it from deteriorating due to environmental influences (such as dust and rainwater), while ensuring the sealing of the piston rod 6 during movement. The double-layer design of the outer tube 71 and inner tube 72 can isolate the heat generated by the annular electromagnet 8 during operation, preventing the viscosity of the magnetorheological fluid 9 from changing due to temperature rise, and ensuring stable damping performance. The annular electromagnet 8 is made of enameled copper wire (such as 1.0mm copper enameled wire) wound on the outer surface of the inner tube 72 to form an annular magnetic field. The power supply terminal of the electromagnet is connected to an external controller through a wire, and can receive the "current adjustment signal" (such as PWM pulse signal) output by the controller. The magnetorheological fluid 9 uses a mixture of carbonyl iron powder (particle size 3-5μm) and silicone oil (viscosity 500cSt) with varying magnetic field strength. 0.5% dispersant (such as oleic acid) is added to ensure uniform dispersion of the iron powder without sedimentation. The magnetorheological fluid 9 fills the inner tube 72, occupying 80%-90% of its volume (leaving space for piston rod 6 to move). The controller outputs different currents to the annular electromagnet 8 based on the instantaneous impact force / impact velocity detected by the Hall sensor 4. When the impact velocity is high (e.g., >40km / h, resulting in a large impact force), the current is increased to generate a strong magnetic field in the electromagnet. Under the influence of the magnetic field, the iron powder in the magnetorheological fluid 9 forms a chain-like structure, and the viscosity increases sharply (becoming a near-solid state). The increased resistance to piston rod 6 allows for rapid absorption of a large amount of impact energy. When the impact speed is slow (e.g., <20km / h, small impact force), the reduced current weakens the magnetic field, causing the viscosity of magnetorheological fluid 9 to decrease (becoming liquid), thus reducing resistance and preventing excessive buffering that could cause vehicle rebound. The viscosity change of magnetorheological fluid 9 can be completed within 10-50ms (far faster than the 50-200ms impact time of urban road vehicles), ensuring that the damping adjustment "timely adapts" to the impact speed and avoiding lag that could lead to protection failure. Magnetorheological fluid 9 has no mechanical wear, and the annular electromagnet 8 adjusts the magnetic field only through current, with no moving parts. It can withstand high-frequency impacts on urban roads for a long time (e.g., 10-20 minor collisions per day), with a service life of 5-8 years.

[0032] The magnetic rod 5 is fixedly connected inside the placement slot 11. The magnetic rod 5 is inserted into the interior of the movable plate 3 and electromagnetically connected to the Hall sensor 4. The interior of the movable plate 3 has a first slot that is adapted to the magnetic rod 5.

[0033] The movable plate 3 has a first slot inside (for the magnetic rod 5 to be inserted to ensure stable electromagnetic coupling with the Hall sensor 4 during movement), and the inner wall of the first slot is smoothed to prevent the magnetic rod 5 from rubbing and getting stuck with the movable plate 3.

[0034] The rotating rod 2 includes a support rod 21 and a flexible layer 22. The support rod 21 is rotatably connected to the bottom of the movable plate 3, and the flexible layer 22 is sleeved on one side of the surface of the support rod 21.

[0035] The support rod 21 is made of lightweight high-strength alloy (such as aluminum alloy 6061), and is long and strip-shaped. Its bottom is rotatably connected to the bottom of the movable plate 3 and can rotate along the vehicle impact direction. The flexible layer 22 is made of high-elasticity rubber (such as EPDM rubber) or polyurethane material, and is sleeved on the surface of the support rod 21 near the vehicle impact side. It is 5-10mm thick and has an anti-slip texture treatment.

[0036] One end of the piston rod 6 is fixedly connected to a connecting plate 12, and one end of the connecting plate 12 is fixedly connected to a flexible plate 13. The surface of the flexible plate 13 is provided with a semi-circular groove that matches the middle of the rotating rod 2. The rotating rod 2 moves under force and is embedded in the semi-circular groove of the flexible plate 13.

[0037] The connecting plate 12 is made of thin steel plate (such as Q235, 3-5mm thick), and is rectangular. One end is welded and fixed to the piston rod 6, and the other end is connected to the flexible plate 13 by bolts, which plays the role of "force transmission medium". The flexible plate 13 is made of high-elasticity polyurethane board (10-15mm thick), and its surface has a semi-circular groove that matches the middle of the rotating rod 2 (the groove diameter is the same as the diameter of the support rod 21 of the rotating rod 2). The inner wall of the semi-circular groove is attached with an anti-slip rubber pad (to increase the friction with the rotating rod 2). When the rotating rod 2 is impacted and moves, its middle part is embedded in the semi-circular groove of the flexible plate 13. The flexible plate 13 transforms the "point contact impact force" into a "surface contact uniformly distributed force" through its own deformation, avoiding excessive local stress on the rotating rod 2 that could lead to breakage. At the same time, it reduces the impact load on the piston rod 6. The elastic deformation of the flexible plate 13 can adapt to different impact angles of the rotating rod 2 (such as 30°, 45°), ensuring that the rotating rod 2 and the semi-circular groove are always in close contact, and the force is transmitted without gaps. This avoids "idle stroke" that could cause damping adjustment lag. By replacing "rigid contact" with flexible contact, the wear between the rotating rod 2 and the piston rod 6 is reduced, and the service life of the rotating rod 2 is extended.

[0038] The placement tube 7 includes an outer tube 71 and an inner tube 72. The outer tube 71 is fixedly connected to the inside of the placement plate 1, and the inner tube 72 is fixedly connected to the inside of the outer tube 71.

[0039] A ring-shaped electromagnet 8 is wound around the surface of the inner tube 72, and a magnetorheological fluid 9 is placed inside the inner tube 72. The piston rod 6 is inserted into the inner tube 72 and comes into contact with the magnetorheological fluid 9.

[0040] The outer tube 71 is made of thick-walled steel pipe (such as Q235) and is fixed in the preset hole inside the placement plate 1, which plays the role of "structural support" to prevent the inner tube 72 from deforming when it is impacted. The inner tube 72 is made of high pressure resistant transparent acrylic tube or stainless steel tube and is coaxially fixed inside the outer tube 71. Its inner diameter is adapted to the piston rod 6 (gap ≤0.1mm to ensure sealing). The inner tube 72 is filled with magnetorheological fluid 9 and both ends are sealed (using fluororubber sealing rings to prevent the magnetorheological fluid 9 from leaking).

[0041] Example 2

[0042] In this second embodiment, the other structures remain unchanged. The difference from the first embodiment is that a compression spring 10 is fixedly connected to one end of the movable plate 3. The compression spring 10 is fixedly connected inside the placement plate 1. The placement plate 1 has a placement groove 11 that is adapted to the compression spring 10 inside.

[0043] The compression spring 10 is a cylindrical helical compression spring made of spring steel with a phosphate anti-rust treatment. One end of the spring is embedded in the "placement groove 11" of the placement plate 1 and fixed, while the other end is welded or bolted to the end of the moving plate 3. The "free length" of the spring matches the maximum sliding stroke of the moving plate 3 (ensuring that when the moving plate 3 slides to the limit position, the spring is still within the elastic deformation range and there is no plastic deformation). In the initial stage of the impact, the compression spring 10 absorbs part of the impact energy by compression, reducing the impact load of the moving plate 3 on the subsequent damping components and avoiding component damage caused by "rigid impact". After the impact, the compression spring 10 releases elastic potential energy, pushing the moving plate 3 back to the initial position and simultaneously driving the rotating rod 2 to reset, so that the device returns to the state of protection without manual intervention. The maximum compression of the compression spring 10 corresponds to the maximum sliding stroke of the moving plate 3, which can prevent the moving plate 3 from detaching from the sliding cavity of the placement plate 1 due to excessive impact force, thus playing a "mechanical limiting" role.

[0044] When a vehicle collides with this device, the protection process is divided into three stages, with each component working in concert:

[0045] Phase 1: Guidance and Initial Buffering (0-50ms)

[0046] The vehicle first contacts the flexible layer 22 of the rotating rod 2, and the flexible layer 22 deforms to absorb the initial impact force; at the same time, the rotating rod 2 rotates around the hinge axis of the moving plate 3, guiding the vehicle away from the impact trajectory; the impact force is transmitted to the moving plate 3 through the rotating rod 2, pushing the moving plate 3 to slide inward along the sliding cavity of the placement plate 1, and the compression spring 10 is compressed, further absorbing some energy (pre-buffering).

[0047] Phase 2: Instantaneous impact force detection (50-100ms)

[0048] When the movable plate 3 slides, the Hall sensor 4 inside it moves along the axis of the magnetic rod 5, and the intensity of the magnetic field sensed changes with the displacement. The Hall sensor 4 converts the magnetic field change signal into an electrical signal and transmits it to the controller. The controller uses the "magnetic field change rate" to infer the magnitude of the instantaneous impact force on the rotating rod 2 and the vehicle impact speed, and determines the required damping force level.

[0049] Phase 3: Dynamic damping energy absorption (100-200ms)

[0050] Based on the calculation results, the controller outputs a corresponding current to the annular electromagnet 8 placed in the tube 7: if the impact speed is fast (the impact force is large), the current is increased to make the electromagnet generate a strong magnetic field, and the magnetorheological fluid 9 in the inner tube 72 forms a chain structure, increasing its viscosity and increasing the resistance to the piston rod 6; the rotating rod 2 pushes the piston rod 6 to squeeze the magnetorheological fluid 9 through the flexible plate 13 and the connecting plate 12, and the high resistance of the magnetorheological fluid 9 quickly absorbs the impact energy, causing the vehicle to decelerate; if the impact speed is slow (the impact force is small), the current is reduced to weaken the magnetic field, the viscosity of the magnetorheological fluid 9 decreases, the resistance decreases, and the vehicle is prevented from rebounding.

[0051] Reset phase (after the impact)

[0052] After the vehicle leaves, the compression spring 10 releases its elastic potential energy, pushing the moving plate 3 back to its initial position, and simultaneously driving the rotating rod 2 to reset; the Hall sensor 4 and the magnetic rod 5 return to their initial relative positions, the annular electromagnet 8 is de-energized, the magnetorheological fluid 9 returns to its liquid state, and the piston rod 6 returns to its initial state under the action of the spring's reset force, and the device awaits the next protection.

[0053] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0054] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A traffic safety protection device for urban roads, comprising: Placement board; Its characteristic is that it further includes: a rotating rod, which is disposed on one side of the placement plate and guides the vehicle; A movable plate is slidably connected inside the placement plate. The movable plate is rotatably connected to the top of the rotating rod. A Hall sensor is fixedly connected inside the movable plate. A magnetic rod is electromagnetically connected inside the Hall sensor. When the movable plate moves into the placement plate, the Hall sensor and the magnetic rod detect the instantaneous impact force on the rotating rod. A piston rod is disposed on one side of a rotating rod. A placement tube is slidably connected to the surface of the piston rod. An annular electromagnet is disposed inside the placement tube. One end of the piston rod is in contact with a magnetorheological fluid, which is disposed inside the placement tube. The resistance of the piston rod is adjusted by the annular electromagnet and the magnetorheological fluid through the placement tube.

2. The urban road traffic safety protection device according to claim 1, characterized in that: One end of the movable plate is fixedly connected to a compression spring, which is fixedly connected inside the placement plate. The placement plate has a placement groove inside that matches the compression spring.

3. The urban road traffic safety protection device according to claim 2, characterized in that: The magnetic rod is fixedly connected inside the placement slot. The magnetic rod is inserted into the interior of the moving plate and electromagnetically connected to the Hall sensor. The interior of the moving plate has a first slot adapted to the magnetic rod.

4. The urban road traffic safety protection device according to claim 1, characterized in that: The rotating rod includes a support rod and a flexible layer. The support rod is rotatably connected to the bottom of the moving plate, and the flexible layer is sleeved on one side of the surface of the support rod.

5. The urban road traffic safety protection device according to claim 1, characterized in that: One end of the piston rod is fixedly connected to a connecting plate, and one end of the connecting plate is fixedly connected to a flexible plate. The surface of the flexible plate has a semi-circular groove that matches the middle of the rotating rod. The rotating rod moves under force and is embedded in the semi-circular groove of the flexible plate.

6. The urban road traffic safety protection device according to claim 1, characterized in that: The placement tube includes an outer tube and an inner tube. The outer tube is fixedly connected to the inside of the placement plate, and the inner tube is fixedly connected to the inside of the outer tube.

7. The urban road traffic safety protection device according to claim 6, characterized in that: The annular electromagnet is wound around the surface of the inner tube, the magnetorheological fluid is disposed inside the inner tube, and the piston rod is inserted into the inner tube and contacts the magnetorheological fluid.

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