EP2370640A1

EP2370640A1 - Speed securing device

Info

Publication number: EP2370640A1
Application number: EP09833755A
Authority: EP
Inventors: Joakim Lindberg; Jan Lindberg
Original assignee: Individual
Current assignee: Individual
Priority date: 2008-12-18
Filing date: 2009-12-18
Publication date: 2011-10-05
Also published as: SE533808C2; SE0850152A1; WO2010071592A1

Abstract

The present invention relates to a speed management system adapted and intended to be positioned in a road section, intended for the advancement of a vehicle, with the intention of causing a vehicle driver to reduce the speed of the vehicle along a road length, that said speed management system comprises a speed obstacle (4), comprising two sections structured as a mat and stacked on top each other, said sections forming a lower surface portion (41) and an upper surface portion (42), respectively, wherein the speed obstacle is adapted to be capable of assuming a first inactive position (Ll) and a second active position (L2), that an upper surface section of the speed obstacle is adapted to assume a position planar or substantially planar with the upper surface of the road section in said first inactive position (L2), and that the upper surface section of the speed obstacle is adapted to assume a raised position in relation to the upper surface of the road section in said second active position (L2), that said speed obstacle also contains an internal space which is completely or partially fillable with a non- compressible fluid (36), that said speed management system comprises a pressure generating means (30) for filling said internal space with the non-compressible fluid, wherein there is a first connection (7, 9), from a reservoir (35) for the non-compressible fluid (36) via said pressure generating means (30), to said internal space.

Description

SPEED MANAGEMENT SYSTEM

TECHNICAL FIELD The present inventions relates to a speed management system adapted and intended to be positioned in a road section, intended for the advancement of a vehicle, with the intention of causing a vehicle driver to reduce the speed of the vehicle along a road length, that said speed management system comprises a speed obstacle, comprising two sections structured as a mat and stacked on top of each other, said sections forming a lower surface section and an upper surface section, respectively, wherein the speed obstacle is adapted to be capable of assuming a first inactive position and a second active position, that an upper surface section of the speed obstacle is adapted to assume a position planar or substantially planar with the upper surface of the road section in said first inactive position, and that the upper surface portion of the speed obstacle is adapted to assume a raised position in relation to the upper surface of the road section in said second active position, that said speed obstacle also contains an internal space which is completely or partially fillable with a non-compressible fluid, that said speed management system comprises a pressure generating means for filling said internal space with the non-compressible fluid.

STATE OF THE ART

Different types of speed management systems are previously known. On road construction sites, it is of greatest importance that road users reduce the speed in order to increase the safety and minimize the risk of accidents for the workers on the road construction site.

A trailer-related arrangement, intended to be used for reducing the speed of vehicles being driven at excessive speed along a road section where it is of importance to keep the speed limit, is previously known from SE 501861. The arrangement comprises a mobile speed obstacle which can be activated by a signal from a control unit which is adapted to read the speed of a vehicle approaching the road section in question. Among the disadvantages of said arrangement, cumbersome handling resulting in unnecessary time consumption for installation alongside the road, need for a more or less continuous monitoring in order to ensure functionality, and energy supply problems, can be mentioned. SUMMARY OF THE INVENTION

It is an object of the present invention to eliminate or at least minimize one or several of the above-mentioned problems, which is achieved in that there is a first connection, from a reservoir for the non-compressible fluid via said pressure generating means, to said internal space of said speed management system.

Thanks to the invention, a system is obtained which is more reliable in operation, since no pneumatic pressure build-up is required to enable the internal space of the speed obstacle to be pressurized and assume an active position.

According to further aspects of the invention, a speed system is obtained which is built in a frame, meaning easy transport and installation. Furthermore, the system provides the advantage that renewable energy can be used as the main source of energy for the operation of the system. Since the system only uses a non-compressible fluid for pressurizing the speed obstacle, a system has been created which is more flexible than previously known systems where at least a part of the energy supplied from the pressure generating means can be recovered. Furthermore, a faster switching between active and inactive position is enabled in that the non-compressible fluid is allowed to flow back to said reservoir in a return conduit when the internal space of the speed obstacle is depressurized and that the pressure generating means thereby instantaneously has access to the required quantity of pressure generating fluid when a renewed activation is to occur.

BRIEF DESCRIPTION OF THE FIGURES In the following, the invention will be described in greater detail with reference to the attached figures in the drawings, in which: Fig.l shows a view from the side of the speed management system mounted on a hand pushed cart, of sack cart type;

Fig. 2 shows the speed management system in a rigged position alongside a road section;

Fig. 3 shows the speed management system when a vehicle is approaching;

Fig. 4 schematically shows the components included in the system;

Fig. 5 shows the speed obstacle positioned in a road section, in a view from the short side; Fig. 6 shows an alternative embodiment of the system; and

Fig. 7 shows the speed obstacle according to the alternative embodiment positioned in a road section, in a view from the short side. DETAILED DESCRIPTION OF THE FIGURES

Figure 1 shows the speed management system loaded for transport on a hand pushed cart. In a preferred embodiment, a chassis 1 is designed as a compact cabinet which is mounted on the cart. The cart is preferably constituted of a sack cart having a pair of wheels 3 and handles 2 for enabling easy and smooth transport with manual force. In the Figure, it is schematically indicated how a speed recording reading unit (radar) 10, a camera 11, a speed limit sign 12, a solar panel 13, and a traffic symbol sign 14 have been arranged for compact transportation on the cart. Furthermore, at least one, but suitably several adjustable feet 6 are seen in connection with the under carriage of the cart, and the speed obstacle 4 in a folded/rolled state being attached to the chassis by means of a pair of straps 5. In addition, a conduit 7 for the non-compressible fluid is seen, which conduit comprise a connecting means 8, preferably a quick coupling of a suitable type, for connecting an internal space of the speed obstacle 4 to a reservoir for the non-compressible fluid and the pressure generating means located inside the chassis.

Figure 2 schematically depicts how the system is installed out on the roadway. The chassis 1 is parked and fixed with the adjustable feet 6. The speed obstacle 4, i.e. the mat 4, is rolled out on the roadway and a first connection for the non-compressible fluid is created by connecting a first pressure conduit 9 from the speed obstacle to a second pressure conduit 7 from the chassis via a quick coupling 8. A solar panel 13 is folded up and retained in position by means of a gas spring 15. When the solar panel generates electricity, a battery 26 (se Fig. 4) supplying the equipment with electrical power is charged. A traffic symbol sign 14 warning a vehicle driver of the speed obstacle is mounted in a position intended for this purpose at the top of the chassis. Furthermore, a speed limit sign 12, informing the driver of the maximum speed limit of the road section, is mounted on the chassis. The speed limit sign and the traffic symbol sign are both in the form of electric light signs which can be illuminated both with a steady and flashing light. Furthermore, a reading unit/radar 10 is seen which records the speed of approaching vehicles, and in connection therewith implements the speed of the vehicle, time and date. In addition to using this information for activating the speed obstacle, this also provides the advantage of being able to record a log file for a vehicle without any camera, and to then get the speed, time and date of the vehicle in text format, which can be valuable for evaluating the efficiency of the system, creating statistics, etc. The system can also be equipped with a camera 12 which, if desirable, can take pictures of the registration plate of the vehicle, and its vehicle driver, exceeding the speed limit. This is a simple addition to the system, which already in the basic version is equipped with a PC unit for accomplishing the control functions and the activation. With reference to Figure 3 and 4, the course of events and the function of the speed management system according to the invention will now be described. In order to be able to illustrate the course of events as easily as possible, different views have been chosen for mat - vehicle and transport cart, respectively.

On the left of Figure 3, a speed obstacle 4 laid out on the roadway, and an approaching vehicle 18, are shown in a view from above. In a preferred embodiment, the speed obstacle comprises an expandable hose section placed between two sections, structured as a mat and stacked on top of each other, which form a lower surface section and an upper surface section, respectively (see Figure 5). The mat is anchored to the roadway in a suitable way. For example, asphalt screws 16 passed through holes 19 in the mat can be a suitable method, but other methods of anchoring the mat can, of course, be used.

On the right of Figure 3, the transport cart is shown, parked and ready for operation, in a view from the side. A first pressure conduit 9 from the mat is connected to a second pressure conduit 7 from the cart via a quick coupling 8. The cart with associated chassis 1 is steadily parked alongside the roadway. It is preferably adjusted to a horizontal position by means of an adjustable foot 6 to, inter alia, ensure a more reliable reading by the reading unit 10.

The course of events will be as follows: A vehicle 18 is approaching at an excessive speed compared to what the reading unit/radar 10 is set at. A control circuit receives a signal from the reading unit and activates the traffic symbol sign 14, and the speed limit sign 12, which start to flash for a certain time, or until the vehicle 18 is at a pregiven distance from the speed obstacle, which the reading unit records and signals about. If the vehicle 18 decelerates to the existing speed limit during this preset time or before the vehicle has reached the given distance, the entire procedure stops and the traffic symbol sign 14 and the speed limit sign 12 go out.

Should, on the other hand, the vehicle 18 continue at an excessive speed compared to what the reading unit/radar 10 is set at, the traffic symbol sign 14 and the speed limit sign 12 go over to a steady light, after a certain predetermined time or at a pregiven distance from the speed obstacle, at the same time as the speed obstacle is pressurized so that a speed bump is formed, i.e. the speed obstacle assumes a second active position. With continued reference to Figure 4, the actual principle of pressurizing and depressurizing the internal space in the speed obstacle, and the components interacting to accomplish this, will now be described.

Inside the chassis 1, there is a container 35 for the non-compressible fluid 36. hi the container, there is an outlet 45 for the non-compressible fluid to a filling conduit T, which leads to a pressure generating means 30, preferably a pump. The pressure generating means is connected to first conduit 7, which in this preferred embodiment constitutes both a filling and emptying conduit. This conduit is connected to a second conduit 9 of the speed obstacle via a connecting means 8 mounted at each end of the respective conduit.

According to the inventive idea, the container 35 contains a volume of the non- compressible fluid 36 which is at least sufficient to fill and pressurize the internal space 40 so that a second active position L2 can be assumed. This requires that the internal space contains a certain quantity of fluid when connecting the speed obstacle to the operational unit (pump, container, etc.), which could be the case if one operational unit is used for supplying several speed obstacles positioned in different locations. Preferably, however, the container contains a larger volume of the non-compressible fluid. More precisely, it is advantageous if the container contains a volume of the non- compressible fluid which is at least sufficient to fill the internal space so that a non- pressurized position Ll can be assumed, and to fill and pressurize the internal space so that a second active position can be assumed.

Downstream of the pressure generating means, there is a first valve 31 which is closed when the required pressure has been reached in the internal space. Preferably, this first valve is check valve. This first valve guarantees that the pressure is maintained in the internal space for the length of time the speed obstacle should be in a second active position. Thereby, the pressure generating means can be turned off when the correct pressure has been reached, which reduces the energy consumption of the system. Furthermore, this first valve 31 prevents the pressure generating means from being subjected to unnecessary load in the form of the pressure wave produced when a vehicle passes over the speed obstacle when it is pressurized.

Downstream of said first valve in the first conduit 7, there is a branch conduit to a return conduit 34 for a return flow of the non-compressible fluid, from the internal space 40 to the container 35 via an inlet 46. The return conduit comprises a second valve 32, suitably a magnetic valve, which is normally open, but which is closed when a pressurization of the internal space is initiated.

As has been described in connection with Figure 3, the speed obstacle is activated if a vehicle travels at an excessive speed when approaching the speed obstacle. At a signal from a control unit (PC), the valve 32 is closed and the pump 40 is started. The internal space 40 in the speed obstacle is pressurized with the non-compressible medium 36 from the container 35, and a speed bump is formed in the speed obstacle. Thereafter, the first valve 31 is closed. The pressurized state is maintained for a period of time which is sufficiently long for the approaching vehicle to pass the speed obstacle in a pressurized position (provided that it continues its forward travel and does not apply a heavy braking action, alternatively stops), but sufficiently short for any following vehicles keeping the correct speed to be able to pass the speed obstacle in a non-pressurized position. If several successive vehicles travel at excessive speed, the time difference between the vehicles is recorded, and the corresponding time is added to the time the speed obstacle is kept pressurized.

When the time of pressurization in question has elapsed, an instantaneous depressurization of the internal space 40 occurs by opening the second valve 32 in the return conduit 34. Now the first and the second conduit 7, 9 lose their pressure, and the non-compressible fluid 36 returns via the return conduit 34 back into the liquid container 35, thanks to the fact that the container 35 comprises a ventilating valve 38 which is open to the ambient atmosphere.

Since the container 35 is positioned at an elevated level in relation to the speed obstacle, the first and the second conduit 7, 9 will remain filled with the non-compressible fluid. This implies that the internal space can pressurized very quickly. Thanks to the fact that the internal space, according to a preferred embodiment, consists of an expandable, flexible hose section, a passing vehicle will press out any fluid inside the hose and completely collapse the walls of the hose, and the vehicle can pass without any appreciable discomfort. This will be no more noticeable than driving over a drain cover in the roadway.

According to the invention, advantages are achieved due to the fact that the system uses the principle of a liquid system which is open with respect to flow, which implies that, as long as the system is not under pressure, the fluid 36 flows freely in the conduits 7, 9 and 34, between the internal space and the container 35. All return flow of liquid 36 to the container 35 is based on the principle that an expanded hose section forces the fluid back to the container when the second valve 32 is opened. Furthermore, also the pressure produced by a passing vehicle on the hose section contributes to forcing the fluid back into the container 35.

In the figure, also a solar panel 11 is seen, which provides renewable energy (electricity) to a battery 26. The electricity is passed on to a PC unit 29, after first having been converted by a converter 28. These units 13, 26, 28 and 29 are interconnected via a terminal block 27 and are together enclosed in a junction box 37. The reading unit (radar) 10 is connected to the PC unit 29.

Furthermore, it is advantageous if the speed management system comprises a warning siren 39, which is arranged on the outside of the chassis 1 and has its direction towards a road construction worker or pedestrian road user. The warning siren 39 is activated when the speed of the vehicle speed is too high and it does not slow down.

Figure 5 shows the speed obstacle 4 in a cross-section positioned on top of the roadway. Asphalt screws 16 (not according to scale) for attaching the speed obstacle can also be seen. The speed obstacle comprise two sections, structured as a mat 4 and stacked on top of each other, which sections form a lower surface section 41 and an upper surface section 42, respectively. The internal space 40 is situated between these surface sections. The speed obstacle is adapted to be capable of assuming a first inactive position Ll and a second active position L2, which is indicated by the upper surface section of the speed obstacle being adapted to assume a raised position (the dashed line in the Figure) in relation to the upper surface of the road section. In the first inactive position, the upper surface section of the speed obstacle is adapted to at least partially assume a position planar or substantially planar with the upper surface of the road section, which is brought about when a vehicle passes the speed obstacle and the internal space collapses, at the positions of the vehicle's tires, in accordance with what has been described previously.

Figure 6 schematically depicts how the system is built up in case an activation in two steps is desired. Here, the system is expanded with an additional speed obstacle, i.e. an additional internal space in the form of second expanding hose section 40' which, as seen in the driving direction, has been positioned after the first hose section. A necessary third conduit TB, comprising a third valve 33, runs between the internal space 40' and the first conduit 7. In order to depressurize the second internal space 40', there is a second return conduit 43 from the third conduit 7B to the second conduit 7. The second return conduit comprises a fourth valve 44, closed when the system is in an active state, which is opened when the system is to be depressurized. The fourth valve 44 can also be a check valve closed to the first conduit 7.

When activating the first speed obstacle, the course of events will be as follows: An approaching vehicle 18 arrives at an excessive speed (Hl), relative to a first preset speed (HO) which the reading unit/radar 10 is set at, and thereby triggers the traffic symbol sign 14 and the speed limit sign 12 which will now be flashing for a preset time or at a pregiven distance. If the vehicle 18 decelerates to the existing speed limit, the entire procedure stops and the traffic symbol sign 14 and the speed limit sign 12 go out. Should, on the other hand, the vehicle 18 continue at an excessive speed compared to what the reading unit/radar 10 is set at, the traffic symbol sign 14 and the speed limit sign 12 go over to a steady light after a certain predetermined time or at a pregiven distance, and the pump 30 starts, at the same time as the magnetic valve 32 is closed. Now, the first and second conduit 7, 9 and the internal space 40 are pressurized with fluid 36 from the container 35. The internal space (hose section) 40 expands and raises the upper surface section 42 to a certain level difference in relation to the roadway 20. The first speed obstacle 4 is now, thanks to the hose section, stiff for a predetermined period of time.

Should the vehicle 18 also exceed a second preset speed (H2) being higher than the first preset speed (Hl), in addition to the course of events described above, the following will happen:

When activating the second speed obstacle, the course of events will be as follows: The third valve 33 is opened and the pump 30, which possibly is still in operation, or alternatively turned on, pressurizes the second hose section 40', but with fluid from the container 35 via the third conduit 7B. When sufficient pressure has been reached, the third valve is closed and the pump 30 is turned off, which contributes to minimizing the energy consumption of the system. Alternatively, the third valve is kept open, and the pump continues to run until the system is to be depressurized, when it is turned off. In such a method, the second return conduit 43 can be eliminated.

Figure 7 shows a proposal for a permanent installation of a speed obstacle adapted for two-step activation. The upper and lower mat section are fixed and attached to a bottom plate 21 via a clamping strip 22. The attachment to the bottom plate 21 occurs by means of a suitable attachment means, preferably screws 17. The bottom plate 21 is fixed to the roadway 20. In order not to subject the speed obstacle to unnecessary wear, the roadway 20 is provided with a recess 24, disposed in the surfacing material, in which the speed obstacle is positioned. At the bottom of the recess, below the bottom plate, there is a layer of material with good adhesion, e.g. asphalt glue 23, which assists in anchoring the speed obstacle. Any remaining gaps around the bottom plate 21 and the roadway are filled with asphalt suitable for the roadway 20, or are levelled out in another suitable way.

The invention is not limited to what has been described hereinabove, but can be varied within the scope of the following claims. For instance, it is appreciated that the non- compressible fluid (liquid) can be collected from a neighbouring watercourse and that depressurization can occur by emptying the system of the liquid. Furthermore, the container can constitute a separate unit, e.g. a tank on a tanker truck. It is appreciated that the pressure generating means does not have to be a pump, but can be constituted of another power source suitable for the purpose, e.g. a static pressure head. Furthermore, it is appreciated that the internal space does not have to consist of a separate expandable component, but that the upper surface section of the mat can constitute this expandable component. The drive unit can of course be supplied with electrical power from another source, e.g. an internal or external diesel generating set, or a mains connection.

Claims

1. A speed management system adapted and intended to be positioned in a road section, intended for the advancement of a vehicle, with the intention of causing a vehicle driver to reduce the speed of the vehicle along a road length, that said speed management system comprises a speed obstacle (4), comprising two sections structured as a mat and stacked on top each other, said sections forming a lower surface portion (41) and an upper surface portion (42), respectively, wherein the speed obstacle is adapted to be capable of assuming a first inactive position (Ll) and a second active position (L2), that an upper surface portion of the speed obstacle is adapted to at least partially assume a position planar or substantially planar with the upper surface of the road section in said first inactive position (L2), and that the upper surface section of the speed obstacle is adapted to assume a raised position in relation to the upper surface of the road section in said second active position (L2), that said speed obstacle also contains an internal space which is completely or partially fillable with a non-compressible fluid (36), that said speed management system comprises a pressure generating means (30) for filling said internal space with the non-compressible fluid, characterized in that there is a first connection (7, 9), from a reservoir (35) for the non-compressible fluid (36) via said pressure producing means (30), to said internal space.

2. The speed management system according to claim 1 , characterized in that said reservoir (35) comprises a container (35) comprising an outlet (45) for a filling flow of the non-compressible fluid via a filling conduit (7'), said filling conduit comprising said pressure generating means (30) and a first valve (31), that the container also comprises an inlet (46) for a return flow of the non-compressible fluid via a return conduit (34) from said internal space to the container, said return conduit comprising a second valve (32), that said filling conduit (7') and said return conduit (34) constitute two separate conduits.

3. The speed management system according to claim 2, characterized in that said return conduit (34) constitutes a direct connection between the inlet of the container and the internal space.

4. The speed management system according to claim 2, characterized in that said return conduit (34) constitutes an indirect connection between the inlet of the container and the internal space in that said return conduit (34) is connected to the first connection (7, 9) in a position downstream said pressure generating means (30).

5. The speed management system according to claim 2, characterized in that said reservoir (35) contains a volume of the non-compressible fluid (36) which is at least sufficient to fill and pressurize the internal system so that a second active position (L2) is assumed.

6. The speed management system according to claim 2, characterized in that said reservoir (35) contains a volume of the non-compressible fluid (36) which is at least sufficient to fill the internal system so that a first inactive position (Ll) is assumed, and to fill and pressurize the internal system so that a second active position (L2) is assumed.

7. The speed management system according to claim 2, characterized in that it comprises a reading unit (10), e.g. a radar, which is adapted to record a speed of a vehicle (18) approaching said road section, a control circuit (..) which is adapted to initiate filling of the internal space with said non-compressible fluid (36) when the vehicle has a speed (Hl) exceeding a first predetermined speed (HO), wherein the internal space is pressurized thereby and the speed obstacle assumes a second active position (L2).

8. The speed management system according to claim 7, characterized in that said second valve (32) is a magnetic valve, which is set to a closed position when the speed obstacle is initiated to assume the second active position, wherein said return flow in the return conduit (34) is stopped, that said second valve (34) is set to an open position when the second state has been active for a certain predetermined time, wherein the non-compressible fluid is thereby allowed to move in the return direction out of the internal space into the container via said return conduit (34) resulting in a pressure decrease in the internal space.

9. The speed management system according to claim 7, characterized in that said speed obstacle comprises at least one additional internal space, wherein filling of the non-compressible fluid is initiated by a second speed (H2) of the vehicle, said second speed (H2) being higher than said first speed (Hl).

10. The speed management system according to any one of the preceding claims, characterized in that said speed management system is of such a size that it can be accommodated on a small, preferably hand pushed, transport cart, for example a sack cart, and thereby constitutes a mobile unit.

11. The speed management system according to any one of the preceding claims, characterized in that it comprises a speed camera, to thereby be able to take pictures of the registration plate of the vehicle, and its vehicle driver, in case the driver exceeds the maximum speed limit.