EP3394343A1 - Strip for speed bumps or similar - Google Patents

Strip for speed bumps or similar

Info

Publication number
EP3394343A1
EP3394343A1 EP16762048.3A EP16762048A EP3394343A1 EP 3394343 A1 EP3394343 A1 EP 3394343A1 EP 16762048 A EP16762048 A EP 16762048A EP 3394343 A1 EP3394343 A1 EP 3394343A1
Authority
EP
European Patent Office
Prior art keywords
strip
bottom part
top part
intermediate wall
comprised
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP16762048.3A
Other languages
German (de)
French (fr)
Inventor
Erik HAY
Anders NORDSTÖM
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nordstoem Anders
Original Assignee
Nordstoem Anders
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nordstoem Anders filed Critical Nordstoem Anders
Publication of EP3394343A1 publication Critical patent/EP3394343A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F9/00—Arrangement of road signs or traffic signals; Arrangements for enforcing caution
    • E01F9/50—Road surface markings; Kerbs or road edgings, specially adapted for alerting road users
    • E01F9/529—Road surface markings; Kerbs or road edgings, specially adapted for alerting road users specially adapted for signalling by sound or vibrations, e.g. rumble strips; specially adapted for enforcing reduced speed, e.g. speed bumps

Definitions

  • the present invention concerns a strip, suitable for example to be used as speed humps (bumps) and the like, in accordance with the claims.
  • Speed humps are already known in many different variations.
  • One problem with speed humps is the difficulty involved in adapting the speed hump's (speed bump's) properties in accordance with the weight of the vehicles that drive over it, so that a heavy vehicle such as a bus, truck, fire engine or similar will not be caused to jog (jolt, bob) by the hump whilst a light vehicle such as a passenger car is caused to jog (jolt, bob) by the hump.
  • a strip with resilient (springy, elastic) intermediate walls (such as a rubber strip with resilient partitions) that is compressed completely and repeatedly causes the springy intermediate walls (partitions) to lose their elasticity and not return to their original shape (position).
  • a strip with resilient intermediate walls (such as a rubber strip with resilient partitions) that is compressed completely also means that the springy intermediate walls are subjected to great strain (stress) concentrations at the connection point (transition) of the intermediate wall (partition) to the rubber strip's top part and bottom part. This gives rise to fatigue failure (wear and tear) at the stated positions.
  • the purpose of the present invention is to provide an improved strip for road humps (speed bumps). This purpose is achieved by a strip in accordance with the claims.
  • Fig. 1 shows a first embodiment of the strip.
  • Fig. 2 shows a second embodiment of the strip.
  • Fig. 3 shows a third embodiment of the strip.
  • Fig. 4 shows a fourth embodiment of the strip.
  • Fig. 5 shows a cross-section of the strip when it is utilized in a speed hump (speed bump) where the strip is attached to a groove in a concrete profile (base, foundation) when the strip is not affected by the weight of a vehicle.
  • speed hump speed bump
  • Fig. 6 shows a cross-section of the strip in a speed hump (speed bump) when the wheel of a relatively heavy vehicle is on the strip.
  • Fig. 7 shows a cross-section of the strip in a speed hump (speed bump) when the wheel of a relatively light vehicle is on the strip.
  • Fig. 8 shows a fifth embodiment of the strip.
  • Fig. 9 shows a sixth embodiment of the strip.
  • Fig. 10 shows a seventh embodiment of the strip.
  • Fig. 1 1 shows an eighth embodiment of the strip.
  • the present invention relates to variants of a strip (profile) 1 primarily intended to be used in speed humps (or speed bumps) 2, where a need exists for long wear and tear timespans and also where the strip (profile) does not lose its elasticity (springy effect).
  • a strip (rubber profile) 1 comprised of a top part (or roof part) 3 and a bottom part 4 and an intermediate space between the top part 3 and bottom part 4 is shown.
  • the strip 1 preferably has an elongated shape with a length, a width and a height.
  • the bottom part 4 and the top part 3 are in the edges of the strip connected to each other.
  • the strip's 1 length may be arbitrary but the length is adjustable to the applications where the strip is used.
  • the strip's 1 bottom part 4 in the exemplifying embodiment has a flat (plane), or essentially flat outer surface.
  • the strip 1 has a cross-section where the top part's 3 distance to the bottom part 4 (the height of the strip) increases along all or at least a portion of the distance from the one edge toward the strip's middle and at least a distance where the distance between the top part and the bottom part (the height of the strip) subsequently decreases in the direction towards the other edge.
  • the distance between the top part and the bottom part (the height of the strip) may, for at least a stretch of the top part's distance in the strip's transverse direction, be constant or decrease slightly such as shown for example in several of the embodiments.
  • the strip 1 has at least one intermediate wall 5 (shown in Figs. 1 and 2) and several intermediate walls 6 (shown in Figs. 3 and 4) that extend perpendicularly from the strip's top part 3 or bottom part 4 but do not reach the opposite top part 3 or bottom part 4 in the strip 1.
  • the distance 7 between the intermediate wall 5 and the strip's top part 3, or alternatively the distance between the intermediate wall 5 and the bottom part 4, is the distance that the rubber strip may be compressed when subjected to an external pressure load. The rubber strip is thereby prevented from depressing completely.
  • the strip 1 also has four oblique, canted (slanted) and resilient (springy) intermediate walls 8 that extend between the strip's top part 3 and bottom part 4.
  • canted (oblique) refers to a slanted, angled position, relative to the vertical direction.
  • the canted intermediate walls 8 contribute to the strip's springiness.
  • a heavy vehicle such as a bus, truck or fire engine and other heavy vehicles will compress the strip according to distance 7, which will in turn not cause the heavy vehicle to bob (jolt, judder) or essentially not bob (jolt, judder).
  • a light vehicle such as a passenger car, will not cause the design to compress to the same extent as a relatively heavier vehicle, which in turn means that the relatively lighter vehicle will bob (jolt, judder).
  • the strip 1 is preferably made of an elastic material with a resilient effect. With resilient effect is meant that the strip after it is compressed springs back to its original shape, or essentially original shape.
  • the strip 1 may for instance be made of rubber, such as natural or synthetic rubber. Alternatively, the strip 1 may be made of another resilient material suitable for the purpose.
  • the strips in the exemplifying embodiments are made in one piece. This does not prevent the strip in alternate embodiments from being manufactured in two or more sections.
  • a strip (profile) is shown having a centrally placed vertical intermediate wall 5 starting from the strip's bottom part 4 and extending towards the strip's top part 3.
  • An intermediate space is formed between the vertical intermediate wall's 5 free end and the strip's top part 3.
  • the free end of the intermediate wall 5 is placed at a distance 7 from the bottom part 4.
  • the strip 1 has four resilient (springy) and canted intermediate walls 8 extending between the rubber strip's top part 3 and bottom part 4. Two of the canted intermediate walls 8 are preferably placed on one side of the vertical intermediate wall 5 and two of the canted intermediate walls 8 are placed on the other side of the vertical intermediate wall 5.
  • a strip (profile) is shown having a centrally placed intermediate wall 5 starting from the strip's top part 3 and extending down toward the strip's bottom part 4.
  • An intermediate space is formed between the vertical intermediate wall's 5 free end and the strip's bottom part 4.
  • the free end of the centrally placed vertical intermediate wall 5 is thereby placed at a distance 7 from the bottom part 4.
  • the strip 1 has four resilient (springy) and canted intermediate walls 8 extending between rubber strip's top part 3 and bottom part 4. Two of the canted intermediate walls 8 are preferably placed on one side of the vertical intermediate wall 5 and two of the canted intermediate walls 8 are placed on the other side of the vertical intermediate wall 5. Referring to Fig.
  • a strip is shown which is comprised of two vertical intermediate walls 6 starting from the strip's bottom part 4 and stretching in the direction of the top part 3.
  • An intermediate space is formed between the vertical intermediate wall's 6 free ends and the strip's bottom part 4.
  • the vertical intermediate walls' free ends are thereby placed at a distance 7 from the top part 3.
  • the strip 1 is comprised of four, two inner and two outer, resilient (springy) and canted intermediate walls 8 that extend between the rubber strip's top part 3 and bottom part 4.
  • the vertically placed intermediate walls 6 that extend up toward the strip's top part 3 are placed between the two inner of the canted intermediate walls 8.
  • a strip is shown which is comprised of two intermediate walls 6 that do not reach up to the strip's top part 3.
  • An intermediate space is formed between the vertical intermediate wall's 6 free ends and the strip's 1 top part 3.
  • the vertical intermediate walls' 6 free ends are thereby placed at distance 7 from the top part 3.
  • the strip 1 has at least four, two inner and two outer, resilient (springy) and canted
  • intermediate walls 8 that extend between the strip's top part 3 and bottom part 4.
  • One of the vertical intermediate walls 6 is placed between the inner and the outer of the resilient
  • FIG. 5 With reference to Figs. 5 to 7, use of the strip (profile) 1 in a road hump, speed bump or the like is shown.
  • the strip (profile) 1 in Fig. 5 is placed in a groove 9, a recess in a foundation (base) 10 or the like.
  • the base 10 may be a profile of concrete, or of another for the purpose suitable material, which includes the mentioned groove 9, recess, in which the strip 1 is placed during use.
  • Fig. 6 shows that a heavy vehicle such as a bus, truck, fire engine and other heavy vehicles compress the strip (profile) 1 down to the intermediate walls 6 (1 or 2) and thereby the strip is compressed down to the same level/horizontal plane, or essentially the same level as the upper surface of the foundation (base, concrete profile or the like).
  • Fig. 7 shows that when relatively lighter vehicles such as passenger cars roll/drive over the strip, it is compressed to a lesser extent and the existing level/height difference between the rubber strip and the concrete foundation essentially remains the same providing for an effective speed limiting effect for light vehicles being achieved.
  • an alternative embodiment of the strip 1 is shown where it is comprised of a first centrally placed vertical intermediate wall 5, and a second centrally placed vertical intermediate wall 5.
  • the first centrally placed vertical intermediate wall 5 extends from the top part 3 a distance in the direction toward the bottom part 4.
  • the second centrally placed intermediate wall 5 extends a distance from the bottom part 4 in the direction toward the first centrally placed intermediate wall 5.
  • the free ends of the centrally placed intermediate walls 5 do not extend the entire distance toward each other, the free ends are instead, in the strip's unactuated position, placed at a distance 7 from each other, wherein an intermediate space is formed between the intermediate walls' 5 free ends.
  • the strip 1 in this embodiment is comprised of at least two and preferably four resilient (springy) and canted intermediate walls 8 that extend between the rubber strip's top part 3 and bottom part 4.
  • an alternative embodiment of the strip 1 which is comprised of a first centrally placed vertical intermediate wall 5 which extends in the direction from the top part 3 in the direction toward the bottom part 4.
  • the strip 1 in the embodiment is comprised of at least two and preferably four resilient (springy) and canted intermediate walls 8 that extend between rubber strip's top part 3 and the rubber strip's bottom part 4.
  • an alternative embodiment of the strip 1 is shown where it is comprised of a first centrally placed vertical intermediate wall 5 which extends from the top part 3 in the direction toward the bottom part 4.
  • the centrally placed vertical intermediate wall 5 does not extend the entire distance between the top part and the bottom part, but instead the
  • the strip in this embodiment is comprised of at least two resilient (springy) and canted intermediate walls 8 that extend between the rubber strip's top part 3 and the rubber strip's bottom part 4.
  • an alternative embodiment of the strip 1 is shown where it is comprised of a first centrally placed vertical intermediate wall 5 which extends from the top part 3 in the direction toward the bottom part 4.
  • the centrally placed vertical intermediate wall 5 does not extend the entire distance between the top part 3 and the bottom part 4, but instead the intermediate wall's 5 free end is placed at a distance 7 from the bottom part 4, thereby creating an intermediate space between the free end and the bottom part.
  • the strip 1 in this embodiment is comprised of at least two, in the figure six are shown, resilient (springy) and canted intermediate walls 8 that extend between the strip's top part 3 and the strip's bottom part 4.
  • top parts outer surface is also shown, which during use of the strip (profile) in a speed bump is engaged by a vehicle's wheel.
  • the outer surfaces of the top part are straight or essentially straight (when these are not affected by vehicle wheels).
  • the straight surfaces extend from each respective edge (the edge which extends in the strip's longitudinal direction) towards the central part of the strip.
  • the straight surfaces form a mutual angle, in relation to each other. The size of the angle may vary within the scope of the invention.
  • the elongate edge is vertically directed and has a height equal to the depth of the groove.
  • the edge is not vertical (perpendicular to the foundation part's lower surface) in the unactuated position, but is instead angled inward toward the center so that an intermediate space is formed between the edge of the groove and the edge.
  • the edge will be moved so that the angle approaches a perpendicular angle.
  • a heavy vehicle will cause the design to compress and the heavy vehicle will not bob (jolt, judder).
  • a light vehicle will not cause the design to compress, or be compressed to a lesser extent than in the case of a heavy vehicle, and the light vehicle will bob (jolt, judder).
  • the present invention achieves several advantages.
  • the present strip allows speed bumps (speed humps) to achieve a function in which relatively heavier vehicles do not bob (jolt, judder) whilst relatively lighter vehicles bob (jolt, judder).
  • the design of the present strip achieves the advantage of extending the strip's durability (life span) considerably by not allowing the rubber strip to be compressed completely when subjected to repeated external loads.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Road Paving Structures (AREA)

Abstract

The present invention relates to a strip (1) for speed bumps (humps) comprised of a top part (3) and a bottom part (4) and an intermediate space between the top part (3) and bottom part (4). The intermediate space is divided by canted resilient intermediate walls (8). The intermediate space is comprised of at least one intermediate wall (5) or several intermediate walls (6), extending from the strip's bottom part (4) in the direction toward the top part (3), alternatively extending from the strip's top part (3) towards the bottom part (4). The intermediate walls' (5, 6) one end is connected to the bottom part (4) or alternatively to the top part (3). The intermediate wall's (5, 6) other end, or intermediate walls' (5, 6) other ends, are placed at a distance (7) from the top part (3), alternatively the bottom part (4), causing the strip's (1) maximum compression to be limited. During use of the strip (1) in speed humps (bumps) (2), a heavy vehicle will compress the rubber strip to a greater extent than a light vehicle will, whereby the light vehicle bobs/vibrates when it passes over the speed hump (bump) (2) whilst a heavy vehicle does not bob/vibrate when it passes over the speed hump (bump) (2).

Description

Strip for Speed Bumps or similar Field of the Invention
The present invention concerns a strip, suitable for example to be used as speed humps (bumps) and the like, in accordance with the claims. Background of the Invention
Speed humps (speed bumps) are already known in many different variations. One problem with speed humps is the difficulty involved in adapting the speed hump's (speed bump's) properties in accordance with the weight of the vehicles that drive over it, so that a heavy vehicle such as a bus, truck, fire engine or similar will not be caused to jog (jolt, bob) by the hump whilst a light vehicle such as a passenger car is caused to jog (jolt, bob) by the hump.
A strip with resilient (springy, elastic) intermediate walls (such as a rubber strip with resilient partitions) that is compressed completely and repeatedly causes the springy intermediate walls (partitions) to lose their elasticity and not return to their original shape (position).
A strip with resilient intermediate walls (such as a rubber strip with resilient partitions) that is compressed completely also means that the springy intermediate walls are subjected to great strain (stress) concentrations at the connection point (transition) of the intermediate wall (partition) to the rubber strip's top part and bottom part. This gives rise to fatigue failure (wear and tear) at the stated positions.
The purpose of the present invention is to provide an improved strip for road humps (speed bumps). This purpose is achieved by a strip in accordance with the claims.
Brief Description of the Drawings
With reference to the following drawings, the present invention will be described in greater detail.
Fig. 1 shows a first embodiment of the strip. Fig. 2 shows a second embodiment of the strip. Fig. 3 shows a third embodiment of the strip. Fig. 4 shows a fourth embodiment of the strip. Fig. 5 shows a cross-section of the strip when it is utilized in a speed hump (speed bump) where the strip is attached to a groove in a concrete profile (base, foundation) when the strip is not affected by the weight of a vehicle.
Fig. 6 shows a cross-section of the strip in a speed hump (speed bump) when the wheel of a relatively heavy vehicle is on the strip.
Fig. 7 shows a cross-section of the strip in a speed hump (speed bump) when the wheel of a relatively light vehicle is on the strip.
Fig. 8 shows a fifth embodiment of the strip.
Fig. 9 shows a sixth embodiment of the strip. Fig. 10 shows a seventh embodiment of the strip.
Fig. 1 1 shows an eighth embodiment of the strip.
Detailed Description of the Invention
The present invention relates to variants of a strip (profile) 1 primarily intended to be used in speed humps (or speed bumps) 2, where a need exists for long wear and tear timespans and also where the strip (profile) does not lose its elasticity (springy effect).
Referring to the figures, a strip (rubber profile) 1 comprised of a top part (or roof part) 3 and a bottom part 4 and an intermediate space between the top part 3 and bottom part 4 is shown. The strip 1 preferably has an elongated shape with a length, a width and a height. The bottom part 4 and the top part 3 are in the edges of the strip connected to each other. The strip's 1 length may be arbitrary but the length is adjustable to the applications where the strip is used.
The strip's 1 bottom part 4 in the exemplifying embodiment, has a flat (plane), or essentially flat outer surface. The strip 1 has a cross-section where the top part's 3 distance to the bottom part 4 (the height of the strip) increases along all or at least a portion of the distance from the one edge toward the strip's middle and at least a distance where the distance between the top part and the bottom part (the height of the strip) subsequently decreases in the direction towards the other edge. The distance between the top part and the bottom part (the height of the strip) may, for at least a stretch of the top part's distance in the strip's transverse direction, be constant or decrease slightly such as shown for example in several of the embodiments. The strip 1 has at least one intermediate wall 5 (shown in Figs. 1 and 2) and several intermediate walls 6 (shown in Figs. 3 and 4) that extend perpendicularly from the strip's top part 3 or bottom part 4 but do not reach the opposite top part 3 or bottom part 4 in the strip 1. The distance 7 between the intermediate wall 5 and the strip's top part 3, or alternatively the distance between the intermediate wall 5 and the bottom part 4, is the distance that the rubber strip may be compressed when subjected to an external pressure load. The rubber strip is thereby prevented from depressing completely.
The strip 1 also has four oblique, canted (slanted) and resilient (springy) intermediate walls 8 that extend between the strip's top part 3 and bottom part 4. The term canted (oblique) refers to a slanted, angled position, relative to the vertical direction. The canted intermediate walls 8 contribute to the strip's springiness. A heavy vehicle such as a bus, truck or fire engine and other heavy vehicles will compress the strip according to distance 7, which will in turn not cause the heavy vehicle to bob (jolt, judder) or essentially not bob (jolt, judder). A light vehicle such as a passenger car, will not cause the design to compress to the same extent as a relatively heavier vehicle, which in turn means that the relatively lighter vehicle will bob (jolt, judder).
The strip 1 is preferably made of an elastic material with a resilient effect. With resilient effect is meant that the strip after it is compressed springs back to its original shape, or essentially original shape. The strip 1 may for instance be made of rubber, such as natural or synthetic rubber. Alternatively, the strip 1 may be made of another resilient material suitable for the purpose. The strips in the exemplifying embodiments are made in one piece. This does not prevent the strip in alternate embodiments from being manufactured in two or more sections.
Referring to Fig. 1, a strip (profile) is shown having a centrally placed vertical intermediate wall 5 starting from the strip's bottom part 4 and extending towards the strip's top part 3. An intermediate space is formed between the vertical intermediate wall's 5 free end and the strip's top part 3. The free end of the intermediate wall 5 is placed at a distance 7 from the bottom part 4. The strip 1 has four resilient (springy) and canted intermediate walls 8 extending between the rubber strip's top part 3 and bottom part 4. Two of the canted intermediate walls 8 are preferably placed on one side of the vertical intermediate wall 5 and two of the canted intermediate walls 8 are placed on the other side of the vertical intermediate wall 5. Referring to Fig. 2, a strip (profile) is shown having a centrally placed intermediate wall 5 starting from the strip's top part 3 and extending down toward the strip's bottom part 4. An intermediate space is formed between the vertical intermediate wall's 5 free end and the strip's bottom part 4. The free end of the centrally placed vertical intermediate wall 5 is thereby placed at a distance 7 from the bottom part 4. The strip 1 has four resilient (springy) and canted intermediate walls 8 extending between rubber strip's top part 3 and bottom part 4. Two of the canted intermediate walls 8 are preferably placed on one side of the vertical intermediate wall 5 and two of the canted intermediate walls 8 are placed on the other side of the vertical intermediate wall 5. Referring to Fig. 3, a strip is shown which is comprised of two vertical intermediate walls 6 starting from the strip's bottom part 4 and stretching in the direction of the top part 3. An intermediate space is formed between the vertical intermediate wall's 6 free ends and the strip's bottom part 4. The vertical intermediate walls' free ends are thereby placed at a distance 7 from the top part 3. The strip 1 is comprised of four, two inner and two outer, resilient (springy) and canted intermediate walls 8 that extend between the rubber strip's top part 3 and bottom part 4. The vertically placed intermediate walls 6 that extend up toward the strip's top part 3 are placed between the two inner of the canted intermediate walls 8.
Referring to Fig. 4, a strip is shown which is comprised of two intermediate walls 6 that do not reach up to the strip's top part 3. An intermediate space is formed between the vertical intermediate wall's 6 free ends and the strip's 1 top part 3. The vertical intermediate walls' 6 free ends are thereby placed at distance 7 from the top part 3.
The strip 1 has at least four, two inner and two outer, resilient (springy) and canted
intermediate walls 8 that extend between the strip's top part 3 and bottom part 4. One of the vertical intermediate walls 6 is placed between the inner and the outer of the resilient
(springy) canted intermediate walls 8 on the one half (in the cross direction) and the other of the intermediate walls 6 is placed between the inner and the outer of the resilient (springy) canted intermediate walls 8 on the other half (in the cross direction) of the strip.
With reference to Figs. 5 to 7, use of the strip (profile) 1 in a road hump, speed bump or the like is shown. The strip (profile) 1 in Fig. 5 is placed in a groove 9, a recess in a foundation (base) 10 or the like. The base 10 may be a profile of concrete, or of another for the purpose suitable material, which includes the mentioned groove 9, recess, in which the strip 1 is placed during use. Fig. 6 shows that a heavy vehicle such as a bus, truck, fire engine and other heavy vehicles compress the strip (profile) 1 down to the intermediate walls 6 (1 or 2) and thereby the strip is compressed down to the same level/horizontal plane, or essentially the same level as the upper surface of the foundation (base, concrete profile or the like). This is achieved partly thanks to the weight of the vehicle relative to the strip's (profile) elasticity/resilience/hardness and partly thanks to the total/complete material thickness of the strip (the sum of the outer shell and all springy parts) and the intermediate walls (1 or 2) height having the same size/height that the concrete foundation's (base, profile) groove depth has. When a heavy vehicle drives over the strip (profile), the whole design, the rubber parts and the concrete base parts, lie in the same horizontal plane without a level difference. The effect being that heavy vehicles do not bob/vibrate (jolt, judder).
Fig. 7 shows that when relatively lighter vehicles such as passenger cars roll/drive over the strip, it is compressed to a lesser extent and the existing level/height difference between the rubber strip and the concrete foundation essentially remains the same providing for an effective speed limiting effect for light vehicles being achieved.
Referring to Fig. 8, an alternative embodiment of the strip 1 is shown where it is comprised of a first centrally placed vertical intermediate wall 5, and a second centrally placed vertical intermediate wall 5. The first centrally placed vertical intermediate wall 5 extends from the top part 3 a distance in the direction toward the bottom part 4. The second centrally placed intermediate wall 5 extends a distance from the bottom part 4 in the direction toward the first centrally placed intermediate wall 5. The free ends of the centrally placed intermediate walls 5 do not extend the entire distance toward each other, the free ends are instead, in the strip's unactuated position, placed at a distance 7 from each other, wherein an intermediate space is formed between the intermediate walls' 5 free ends. The strip 1 in this embodiment is comprised of at least two and preferably four resilient (springy) and canted intermediate walls 8 that extend between the rubber strip's top part 3 and bottom part 4.
Referring to Fig. 9, an alternative embodiment of the strip 1 is shown which is comprised of a first centrally placed vertical intermediate wall 5 which extends in the direction from the top part 3 in the direction toward the bottom part 4. The strip 1 in the embodiment is comprised of at least two and preferably four resilient (springy) and canted intermediate walls 8 that extend between rubber strip's top part 3 and the rubber strip's bottom part 4. Referring to Fig. 10, an alternative embodiment of the strip 1 is shown where it is comprised of a first centrally placed vertical intermediate wall 5 which extends from the top part 3 in the direction toward the bottom part 4. The centrally placed vertical intermediate wall 5 does not extend the entire distance between the top part and the bottom part, but instead the
intermediate wall's free end is placed at a distance 7 from the bottom part, thereby creating an intermediate space between the free end and the bottom part. The strip in this embodiment is comprised of at least two resilient (springy) and canted intermediate walls 8 that extend between the rubber strip's top part 3 and the rubber strip's bottom part 4.
Referring to Fig. 1 1, an alternative embodiment of the strip 1 is shown where it is comprised of a first centrally placed vertical intermediate wall 5 which extends from the top part 3 in the direction toward the bottom part 4. The centrally placed vertical intermediate wall 5 does not extend the entire distance between the top part 3 and the bottom part 4, but instead the intermediate wall's 5 free end is placed at a distance 7 from the bottom part 4, thereby creating an intermediate space between the free end and the bottom part. The strip 1 in this embodiment is comprised of at least two, in the figure six are shown, resilient (springy) and canted intermediate walls 8 that extend between the strip's top part 3 and the strip's bottom part 4.
Referring to Fig. 11, an alternate embodiment of top parts outer surface is also shown, which during use of the strip (profile) in a speed bump is engaged by a vehicle's wheel. In the alternative embodiment, the outer surfaces of the top part are straight or essentially straight (when these are not affected by vehicle wheels). The straight surfaces extend from each respective edge (the edge which extends in the strip's longitudinal direction) towards the central part of the strip. The straight surfaces form a mutual angle, in relation to each other. The size of the angle may vary within the scope of the invention. In the exemplifying embodiment, the elongate edge is vertically directed and has a height equal to the depth of the groove. In alternative embodiments, the edge is not vertical (perpendicular to the foundation part's lower surface) in the unactuated position, but is instead angled inward toward the center so that an intermediate space is formed between the edge of the groove and the edge. When the strip is compressed, the edge will be moved so that the angle approaches a perpendicular angle. A heavy vehicle will cause the design to compress and the heavy vehicle will not bob (jolt, judder). A light vehicle will not cause the design to compress, or be compressed to a lesser extent than in the case of a heavy vehicle, and the light vehicle will bob (jolt, judder).
Advantages of the Invention The present invention achieves several advantages. The present strip allows speed bumps (speed humps) to achieve a function in which relatively heavier vehicles do not bob (jolt, judder) whilst relatively lighter vehicles bob (jolt, judder). The design of the present strip achieves the advantage of extending the strip's durability (life span) considerably by not allowing the rubber strip to be compressed completely when subjected to repeated external loads.

Claims

Claims
1. Strip (1) for speed bumps (2), comprised of a top part (3) and a bottom part (4) and an intermediate space between the top part (3) and bottom part (4), said intermediate space being divided by canted resilient intermediate walls (8) which provide the strip with a resilient effect when pressed together characterized in that the intermediate space is comprised of at least one intermediate wall (5), alternatively at least two intermediate walls (6), that extend vertically or essentially vertically from the rubber strip's bottom part (4) in the direction toward the top part (3), alternatively extend from the rubber strip's top part (3) in the vertical direction toward the bottom part (4), and that the intermediate wall (5, 6) at its one end is connected to the bottom part (4), alternatively the top part (3), and that a distance (7) is present between the intermediate wall's (5) other end, alternatively the intermediate walls' (6) other ends, and the top part (3), alternatively the bottom part (4), allowing for the maximum compression of the rubber strip to be limited and that a heavy vehicle compresses the rubber strip (1) to a greater extent than a light vehicles does, whereby the light vehicle bobs/vibrates whilst the heavy vehicle does not bob/vibrate.
2. Strip (1) according to claim 1 characterized in that the strip is comprised of a centrally placed vertical intermediate wall (5).
3. Strip (1) according to claim 2 characterized in that the strip is comprised of a first centrally placed vertical intermediate wall (5) that extends from the top part (3) towards the bottom part (4) and a second centrally placed intermediate wall (5) that extends from the bottom part (4) in the direction toward the first intermediate wall (5) while forming an intermediate space according to distance (7).
4. Strip (1) according to claim 1 characterized in that the strip is comprised of at least four canted intermediate walls (8).
5. Strip (1) according to claim 4 characterized in that the strip (1) is comprised of two vertical intermediate walls (6) where each vertical intermediate wall (6) is placed between the inner and outer canted intermediate wall (8) on one side of strip in the transverse direction and the second intermediate wall (6) is placed between the outer and inner canted intermediate wall (8) on the other half of the strip in the transverse direction.
6. Strip (1) according to at least one of the previous claims characterized in that the strip (1) is made in one piece.
7. Strip (1) according to at least one of the previous claims characterized in that the strip (1) is made of rubber.
8. Strip (1) according to claim 1 characterized in that the strip is comprised of at least six canted intermediate walls (8).
9. Strip (1) according to at least one of the previous claims characterized in that the strip (1) has a cross-section in which the top part's (3) distance to the bottom part (4) is the strip's height which increases along all or at least part of the distance from the one elongated edge of the strip (1) toward the strip's (1) middle and that the strip's (1) height decreases along all or at least part of the distance from the strip's (1) middle towards the other elongated edge of the strip (1).
EP16762048.3A 2015-03-11 2016-03-03 Strip for speed bumps or similar Withdrawn EP3394343A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE1500128A SE539471C2 (en) 2015-03-11 2015-03-11 Rubber mold for road bumps
PCT/SE2016/000007 WO2016144227A1 (en) 2015-03-11 2016-03-03 Strip for speed bumps or similar

Publications (1)

Publication Number Publication Date
EP3394343A1 true EP3394343A1 (en) 2018-10-31

Family

ID=56880275

Family Applications (1)

Application Number Title Priority Date Filing Date
EP16762048.3A Withdrawn EP3394343A1 (en) 2015-03-11 2016-03-03 Strip for speed bumps or similar

Country Status (3)

Country Link
EP (1) EP3394343A1 (en)
SE (1) SE539471C2 (en)
WO (1) WO2016144227A1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102296159B1 (en) * 2020-11-13 2021-08-31 문형대 Impact relief bump

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3052248A (en) * 1959-04-02 1962-09-04 Edward M Reuter Carage floor dam
US4203685A (en) * 1978-05-05 1980-05-20 Sanchez Richard E Automotive vehicle speed arrestor
JPH05311621A (en) * 1992-05-07 1993-11-22 Ranguburantonaa Josef Marking member
GB2288419A (en) * 1994-04-11 1995-10-18 Benjamin Beveridge Deformable speed bump
US6059268A (en) * 1998-05-06 2000-05-09 Santelli, Jr.; Albert Bumper system for limiting the mobility of a wheeled device
GB2395216A (en) * 2002-11-11 2004-05-19 Charles Steven White Folding speed bump
SE1100885A1 (en) * 2011-07-05 2013-01-06 IFD Silencer

Also Published As

Publication number Publication date
SE1500128A1 (en) 2016-09-12
WO2016144227A1 (en) 2016-09-15
SE539471C2 (en) 2017-09-26

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