GB2428067A

GB2428067A - Dynamic speed hump

Info

Publication number: GB2428067A
Application number: GB0513937A
Authority: GB
Inventors: Stephen Shaw
Original assignee: Individual
Current assignee: Individual
Priority date: 2005-07-07
Filing date: 2005-07-07
Publication date: 2007-01-17
Also published as: GB0513937D0

Abstract

The dynamic speed hump comprises a sensor M to detect approaching vehicles and a control system which selectively raises or lowers the hump N in response to factors such as the desired speed on the road, the time of day etc. The hump may detect the vehicle approaching and then lower the hump after a predetermined time period such that the hump is only lowered if the vehicle is travelling at or below the desired speed. The hump is preferably raised or lowered using a pneumatic or electro-magnetic system. The system also preferably enables emergency vehicles to signal the hump so that it does not impede their progress.

Description

I

Dynamic Speed Humps Improvements related to speed obstacles on roads This invention relates to a device or devices placed across roads for the purpose of restricting the speed of vehicles using the roads.

Various obstacles are in common use that restrict the speed of road traffic. These obstacles, often called sleeping policemen, cause discomfort and irritation to drivers, and sometimes damage to their vehicles, especially if the vehicles are traveling at speed. Unfortunately these obstacles also penalise drivers traveling at slower speeds and they often force traffic to travel unnecessarily slowly. They therefore cause frustration to drivers and increase local pollution as drivers brake and then accelerate before and after the obstacles.

This speed restrictor will either selectively hinder speeding vehicles or it can also be deactivated, as it maybe inappropriate to slow traffic outside of say a school, outside school hours. It may also be convenient to disable the device momentarily to allow high speed passage of an authorised (i.e. ambulance) vehicle.

This invention, when active, aims to provide a system where minimum inconvenience is given to drivers using their vehicles within the speed limits (or authorised vehicles) and considerable irritation to drivers using their vehicles outside the speed limits. This would encourage a greater use of speed obstacles on roads with a subsequent diminution of traffic accidents and the saving of lives.

Additionally the invention provides a means to control road traffic in a number of ways, namely; to slow traffic during fog.

to inhibit access selectively into, for example, city centres.

to selectively limit access onto carriageways, for example, allowing only fee paying drivers onto certain motorway lanes.

to ease congestion by the sequential reduction of traffic speeds on roads leading towards areas with high traffic densities.

to slow traffic outside schools to slow traffic for play streets to disable selectively when not needed to encourage vehicles to travel at the correct speed. Not too slow and not too fast Accordingly, from one aspect, this invention provides a speed obstacle comprising a hollow container incorporating a dynamic descent device (hydraulic, mechanical, electromagnetic or pneumatic).

When activated via a vehicle sensor (either mounted in the road or at the roadside, the dynamic descent device (ddd), activates a timed descent of the obstacle hump. The time delay of the descent being related to the intended control speed, specifically descending at a time interval to allow a vehicle traveling at or below the control speed to not feel the undulation.

However, if the vehicle is traveling above a certain speed at the time of impact the ddd will have not yet been free to descend. A physical shock will be transmitted into the vehicle as the contact plate stays in the raised position. The discomfort felt by the driver from the shock will tend to set up a learned response so that next time the driver will approach the obstacles more slowly. After the vehicle has passed, the hump (if activated) will be returned to their normal positions by the action of springs.

The activation of the ddd is via a control box that collects data on the vehicle speed or position and transmits a control signal to the ddd (this signal can be altered at the control box either directly or via a remote control. An authorised used could either change or disable this device using an access code (via keypad); a key or wirelessly from a static or mobile control unit.

(Police car, ambulance etc) The ddd could be an electromagnetic valve or brake, that allows the hump to deflate or drop, when required, but leave the hump in place when not activated, Indeed this device could operate in 2 directions, pulling down and pushing up the hump.

From a further aspect this invention incorporates the following remote control of the hump.

1) Electronically variable timing for the actuators connected to the ddd. This allows the speed obstacles to be controlled (directly or remotely) so that the speed obstacles can be used over a range of vehicle speeds.

2) Electrical or hydraulic, or mechanical control of the ddd to disable, fix, of alter the speed characteristics 3) Instantaneous reaction of the ddd to the speed or direction of oncoming vehicle via Electrical or hydraulic, or mechanical control In use the remote device would be nearby (or more remotely if controlled by a central control room, perhaps via radio, satellite, microwave or other such medium) Upon being activated a signal would be sent to a control box which in turn would activate the ddd in the speed obstacle if the vehicle was traveling outside a preset speed range, or was not authorized etc. Such a method of control would permit the speed obstacle to be normally set at road level and to become effective when dropping below road level if the ddd system was disabled. This aspect of the invention could be used on high speed roads, not only for normal speed regulation of traffic, but to slow traffic in exceptional circumstances, for example fog. Outside schools etc. Also this method could be employed to inhibit access selectively into, for example, city centres.

selectively limit access onto carriageways, for example, allowing only fee paying drivers onto certain motorway lanes.

ease congestion by the sequential reduction of traffic speeds on roads leading towards areas with high traffic densities.

This device could be constructed in short modular sections, and positioned within a Fixed Hump, to allow the controlled passage of vehicles through the "intelligent" sections only The invention may be performed in various ways and preferred embodiments thereof will now be described with reference to the accompanying drawings in which

DRAWING

The attached Drawing shows the positioning of the Speed Hump and activator on a carriageway, together with types of humps and a view of the electromagnetic ddd Figure 1; Carriageway with System Installed (A)shows the control box that contains the electronic control I timer setting the delay! time of the activation of the ddd. The unit senses a vehicle passing over sensors in the road (L) at (M) sends the pulse to the ddd via a cable or wireless link (C) at (F) The ddd is set within a fixed hump units (E) to make up a Hump (N). The complete system can be controlled I adjusted / disabled by a direct input at (A) or via Remote control; wired or wireless (B) Figure 2; Figure 4 and Figure 5; Examples of speed humps and ddd The speed humps (and the integrated deformable sections (F)) could either be constructed of an inflatable section (J) that uses an electromagnetic ddd valve allowing the "balloon" to deflate when activated Or Be of a fixed rigid design (K) where the ramp is controlled via an electromagnetic release or plunger (P) that when activated by control unit (A) would either turn off, allowing the plunger (R) in Figure 4 and Figure 5 to pass through the magnet (the ramp would drop under the weight of the vehicle) or the plunger (R) would have two distinct magnetic poles in its length to allow the polarity of the electromagnet to be switched to Pull and Push the plunger. This would avoid the need for return springs (T) in Fig 2.

Figure 3; Reaction of vehicle wheels (G) shows the wheel of a vehicle that has reached the Dynamic Speed Hump within the correct time period. The hump deforms under the weight of the vehicle allowing for a smooth ride (H) shows the wheel of a vehicle that has arrived at the hump "too early"; ie the vehicle was traveling faster than the prescribed time delay.

Claims

THE CLAIMS

1. This system utilising a sensor, a control box and an electromagnetic control device connected to a speed hump allows comfortable, non intrusive control of the speed of traffic.

2. A system described in Claim 1 allows for variable control of speed.

3. A system described in Claim 1 allows for periodic control of speed, to suit school hours

4. A system described in Claim 1 allows for periodic control of speed to suit temporary shopping streets

5. A system described in Claim 1 allows for selective control of speed to allow authorised public vehicles to pass at any speed without the hump being operational.

6. A system described in Claim 1 allows for selective control of speed to allow authorised police vehicles to pass at any speed without the hump being operational.

7. A system described in Claim 1 allows for selective control of speed to allow authorised medical vehicles to pass at any speed without the hump being operational.

8. A system described in Claim 1 allows for selective control of speed to allow authorised vehicles in an airport, for instance, to pass at any speed without the hump being operational.

9. A system described in Claim 1 allows for selective control of speed by allowing authorised users to choose to allow vehicles to pass at any speed without the hump being operational, for instance outside a school.

10. A system described in Claim 1 allows for selective control of the speed by allowing authorised users to select the speed at which vehicles can pass without the hump being operational.