NL1025402C1 - System is for traffic regulation and has threshold component movable in height direction provided with upper surface and blockade device - Google Patents

Abstract

The system is for traffic regulation (600) and has a threshold component (200) movable in height direction provided with an upper surface (201) and a blockade device (100) for selectively blocking in the height direction of the threshold component. The blockade device incorporates at least one vehicle sensor (110), located at some distance from the threshold component for detection of the presence of a vehicle. The blockade device can block the threshold component by means of a force transmission medium, such as a fluid, gas or electro-magnetic force field. If the sensor detects the presence of a vehicle it emits a corresponding signal to a regulating unit (130), which after a specific time interval activates electro-magnets (120). As a result, a flange (202) on the threshold component is drawn towards the electro-magnets, so that a position extending above the road surface (601) is fixed or blocked.

Description

COMPOSITION FOR TRAFFIC REGULATION

The invention relates to an assembly for traffic regulation, in particular a dynamic speed bump, according to the preamble of claim 1.

An example of such a speed bump is known from the American patent publication with number US-A-5,486,065 and is intended to be included as part of a pavement over which vehicles can move for the purpose of the horizontal speed with which they move back. to bring. An important characteristic of the dynamic speed bump 10 is that it is hardly or not at all an obstacle for a vehicle whose speed is lower than a limit value, for example a prescribed maximum speed, because an upper surface of a threshold element thereof, although not equal to the the surface of the pavement, that is to say the road surface, is situated and, in this case, protrudes above it, this can in principle be relatively easy, that is, without exerting great resistance, by the weight of the vehicle via a wheel is pressed down therefrom, preferably exactly to the plane of the pavement.

At a vehicle speed above the prescribed maximum speed, however, while the vehicle passes over the upper surface of the threshold element, the blocking device acting on it is active, so that it cannot, or hardly, be pushed down and the vehicle is more or less abrupt. vertical acceleration, which is generally experienced as unpleasant by the occupant of the vehicle and can even lead to damage to the vehicle at a relatively high vehicle speed. This advantageous feature moreover prevents the vehicle from being or being braked before the speed bump below the prescribed speed limit and then accelerated again.

The above-mentioned advantageous feature is of course not present in the frequently applied fixed or static speed bumps, which are generally formed as a local elevation in the road surface, but also not in the also known damped spring speed bumps, examples of which are described in German patent application number DE -A-101 28 410 and in the American patent publication with number US-A-6,024,510. Both types of speed bump have the disadvantage that the traffic always, therefore also with a - horizontal - vehicle speed smaller than the prescribed maximum speed, at 10254 02, _

2 I

least any vertical I, related to vehicle speed

acceleration undergoes I

In that sense, the speed bump known from US-A-5,486,065 will therefore in principle be I

preferred. However, upon closer examination of the known concept, it appears I

5, in particular to the mechanical construction of the blocking device known therefrom

device to be a major drawback. After all, the possibility exists I

that the point in time at which a vehicle hits the threshold element coincides with the I

time at which the blocking device correctly releases this, i.e. at which this I

is unblocked. In this condition, at least the blocking device becomes I

10 in an unfavorable way, that is to say very locally, burdened by, inter alia, the weight I

of the vehicle, as a result of which the device can be damaged or even fail and thus I

its proper functioning is endangered I

An obvious and described, for example, in GB-A-2266552

The solution to this conceptual disadvantage is the distance from the speed bump, that I

15 means that before a vehicle approaching the speed bump the threshold element I

touches on vehicle speed with a speed sensor, for example I

by detection loops or by radar or laser detection. If the vehicle speed is I

exceeds the prescribed maximum speed, the threshold element can then be I

timely, that is, before the vehicle hits the threshold element in an above I

The road surface from a projecting position is blocked, or, in the case of reverse operation I

thereof, unblocked. However, such a construction has the disadvantage that it is I

relatively expensive due to the presence of the speed sensor, which in addition I

must be placed at a distance from the threshold element in order to precede it

blocking or enabling unblocking thereof. This type of speed bump will I

25 therefore cannot normally be prefabricated as a unit, so that I

also the construction of the threshold Relatively high costs will be involved in the pavement I

bring. Moreover, this construction has, compared to US-A-5,486,065 I

known dynamic speed bump as conceptual disadvantages that the good I

operation thereof could be sabotaged relatively easily, for example I

30 by fixing the threshold element with external means, and that it must either be I

are provided with, or must be connected to, a power supply for electrical I

power. I

The present invention has for its object to provide a new type of assembly I

provide traffic regulation, which is an alternative to the discussed I

1025402 3 known types and which preferably has at least a part of the disadvantages associated therewith, at least to a lesser extent.

The traffic regulation assembly according to the invention comprises at least the combination of measures according to the following claim 1. According to the invention, the claimed combination of measures relates to a very robust embodiment of the assembly. Because the blocking device does not act directly, i.e. mechanically coupled, on the threshold element, but indirectly via a force-transmitting medium, such as a liquid, a gas or an (electric) magnetic force field, the mechanical load is blocked device, in particular during the release discussed above, or unblocking of the threshold element improved, and to a level that makes long-term autonomous and reliable operation of the assembly possible

Additional advantages of the construction according to the invention, which will be explained in more detail below with reference to the figures, are that the assembly: - is particularly suitable for being prefabricated as a stand-alone unit or unit, which unit is subsequently can be included in the pavement easily and at relatively low costs; - can be completely hydro-mechanical in design, in which case there is no need to provide a connection to an electricity grid; and - can be provided with a symmetrical structure, so that this traffic can be regulated coming from two opposite directions and also cannot be sabotaged, at least not with simple means, which construction method will moreover generally also reduce the cost price.

In a first preferred embodiment of the traffic regulation assembly according to the invention, the blocking device comprises an electromagnet which exerts a magnetic field on the threshold element during an -electric energization thereof, whereby it becomes a fixed vertical position or height above the road surface. is being blocked or blocked. In such a construction, the coincidence of releasing or unblocking the threshold element, or ending the excitation of the electromagnet, with the moment at which a vehicle hits it, cannot possibly lead to an excessive mechanical load on the blocking device or the threshold element: after all, there is no mechanical connection between them.

102 54 02

I 4 I

In a second preferred embodiment of the traffic regulation assembly I

I according to the invention, the blocking device comprises a piston and cylinder assembly I

I which defines a pressure chamber filled with a fluid, preferably oil, and of which I

The piston or cylinder is coupled to the threshold element. The blocking device I

I 5 is provided with a valve with which the pressure chamber can be removed from the environment

I closed, in which case the threshold element in a fixed vertical position or I

I height is kept above the road surface, or is blocked. In an I

Such a construction will coincide with the release of the threshold

I element, or through the valve to open the I environment

Pressure chamber, with the time at which a vehicle hits it, does not cause the problem

I suffer from an excessive mechanical load on the blocking device. The I

After all, only a small part of the weight of the vehicle will pass through the valve

I are carried via the hydraulic or hydraulic current prevailing in the pressure chamber. I

I pneumatic pressure. Moreover, opening the valve leads to a decrease in I

I 15 of that pressure and the force I generated per unit area

The invention will now be further explained by way of example with reference to the I

I hand from the following description of preferred embodiments of the I

I invention with reference to the drawing, in which identical reference characters are identical

I or similar components and in which: I

Figure 1 is a schematic cross-section of a known actively operating I

Assembly for traffic regulation, in which there is also a conceptual disadvantage thereof

I illustrated; I

Figure 2 is a schematic representation of a first preferred embodiment of I

An active operating assembly for traffic regulation according to the invention; I

Figure 3 is a schematic cross-section of a second preferred embodiment I

I of an active operating system for traffic regulation according to the invention; and I

Figure 4 is a schematic section of a third preferred embodiment of I

I a symmetrically constructed active working assembly for traffic regulation that I

I builds on the operating principle of the assembly from Figure 3. I

Figure 5 shows a top view of the third preferred embodiment according to I

I invention of figure 4, which in this example is built into a transport and I

I placement unit. I

Figure 1 shows an example of a known assembly 600 for I

I traffic regulation that is included in the pavement with road surface 601. I

Although provided with a symmetrical structure, the known structure will be I

I 1025402 5 in case a vehicle drives over it from right to left. In such a case, a front wheel of the vehicle firstly strikes the vehicle sensor 615a projecting above the road surface 601 of a mechanically operating blocking device of the assembly 600, which in this example comprises parts 615a, 602, 604a, 614, 612, 617, 616, 620, 630 and 642 The vehicle sensor 615a is pushed down by the weight of the vehicle, which is accompanied by a rotation of a first arm 602 about a respective axis of rotation 604a of the arm 602. This rotation is contact blocks 614 transferred to a second arm 603, which will thereby rotate in a reverse direction about an axis of rotation 604b. Via an end 612 of the second arm 603 an obstruction block 616 is set in motion, which is provided for this purpose with a contact lip 617. The obstruction block 616 rotates around an axis 620 eccentrically disposed with respect to the center of mass of the obstruction block 616 such that part 630 of the obstruction block 616 between an anvil 642 and the second arm 603 is slid into the position indicated by the dashed contour 626.

Due to the eccentric positioning of the spindle 620, the obstruction block 616 will then rotate back under the influence of gravity to its original position indicated by the closed contour. If the front wheel of the vehicle now hits a threshold element 615b of the assembly 600, it can be pushed down unhindered, at least via the second arm 603 rotated about its axis of rotation 604b, up to the anvil 642, so that it vehicle experiences little or no vertical acceleration. However, if the vehicle has a speed higher than a maximum speed prescribed by the assembly 600, the front wheel thereof strikes the threshold element 615b even before the obstruction block 616 has been rotated again and is, for example, in the position indicated by dotted line contour 626. The aforementioned pushing away of the threshold element 615b prevents and the vehicle experiences the abrupt vertical acceleration intended under that circumstance.

Although this feature of the known traffic regulation assembly 30 600 is of great advantage, since it particularly protects vehicles that respect the prescribed maximum speed, the mechanical construction thereof has a conceptual disadvantage that jeopardizes a prolonged and / or reliable operation, at least that makes a more compact and light construction of the assembly 600 impossible. After all, if the time at which the vehicle hits the threshold element 615b coincides with the time 1025402

6 I

on which the obstruction block 616 is just busy rotating back, it can occur I

that it is very local, for example at the location of a corner point 631 of the I

said part 630 thereof, and thus is loaded with a high contact pressure I

Depending in particular on the stiffness of the structure and in particular on the I

5, block 616, moreover, either the spindle 620 will be the weight of the vehicle

have to carry or thereby obstructs the obstruction block 616 in a tilted position I

clamped between the anvil 642 and the second arm 603. I

In order to avoid this drawback of the known construction, but I

at the same time retain its advantageous properties as much as possible, I

10, the present invention proposes an alternative construction of the assembly

traffic regulation 600 for, in particular, the blocking device 100 thereof. I

Figure 2 shows a first preferred embodiment of an active operating I

assembly for traffic regulation 600 according to the invention. It at I

preferably substantially beam-shaped threshold element 200 with an upper surface 201 of I

The assembly 600 becomes, at least in an unloaded situation, by means of a spring I

210 is held in the position shown above the road surface 601. An I

anvil 220 is provided for the freedom of movement of the threshold element 200 in I

downward direction, preferably such that the top surface 201 l

up to the road surface 601. The blocking device 100 I

20 of the assembly 600 is essentially electronic in design and includes on some I

distance from the threshold element 200 is a tracking sensor 110, such as the known I

electromagnetic detection loop included in or under the road surface 601, I

for detecting the presence of a vehicle on site, I

at least of a wheel 1 thereof. The blocking device 100 is furthermore provided with I

25 a number of I acting on a flange 202 of the threshold element 200

electromagnets 120 and a control unit 130 for the selective I

energizing the electromagnets 120. I

If the tracking sensor 110 detects the presence of a vehicle, I

it outputs a vehicle detection signal to the control unit 130, which leads to I

For this reason, the electromagnets 120 I during a certain time interval

confirms. As a result, the flange 202 of the threshold element 200 becomes I

drawn against the electromagnets 120, so that it is shown above the I

road surface 601 protruding position is fixed, or blocked. After I

the electromagnets 120 are no longer energized in the said time interval

35 and the threshold element 200 can be pushed down again, wherein I

10254 02 7 the spring 210 is depressed. If the wheel 1 of the vehicle hits the threshold element 200 within the said time interval, then it cannot be pushed away, so that the vehicle undergoes the abrupt vertical acceleration intended under that circumstance over the threshold element 200 projecting above the road surface 601. Normally the time interval will be at least approximately given by the quotient between a distance from the vehicle sensor 110 to the threshold element 200 and the prescribed maximum speed.

Figure 3 shows a second preferred embodiment of an actively operating assembly for traffic regulation 600 according to the invention. In this embodiment, the blocking device 300 comprises at least one piston and cylinder assembly 311-313, the piston 311 of which is coupled to the threshold element 200, which supports it in vertical or height direction. The piston and cylinder assembly 311-313 defines a pressure chamber 313 filled with a fluid, preferably oil, and is provided with a valve 314 with which the pressure chamber 313 of the environment, for example a reservoir 315 for the fluid, can be locked. If the valve 314 is closed, the volume of the pressure chamber 313 will not or hardly change depending on the compressibility of the fluid, in which case the threshold element 200 is held in a fixed vertical position or height above the road surface 601, i.e. blocked. The blocking device 300 of the assembly 600 further comprises at some distance from the threshold element 200 a vehicle sensor 320 for detecting the presence of a vehicle, at least of a wheel 1 thereof, at that location, as well as a control unit 330 for selectively closing and opening the valve 314.

Again, in the unloaded situation, the threshold element 200 is held by the spring 210 in the position projected above the road surface 601. Also now also an anvil 220 is provided to limit the freedom of movement of the threshold element 200 in downward direction, which in this case is formed by the cylinder 312 of piston and cylinder assembly 311-313.

If the vehicle sensor 320 detects the presence of a vehicle, it outputs a signal to the control unit 330 which, as a result thereof, closes the valve 314 during the said time interval. As a result, the threshold element 200 in the above-mentioned road surface 601 becomes excellent position fixed or blocked. After the said time interval 35 has elapsed, the valve 314 is opened by the control unit 330 and the threshold can be adjusted.

I element 200 can be pushed down again, because the fluid then leaves the I

The pressure chamber 313 can flow via the valve 314 to the reservoir 315. Affects the wheel I

I1 of the vehicle the threshold element 200 is still within the stated time interval, I

I then it cannot be pushed away, so that the vehicle under the I

Abrupt vertical acceleration over the threshold element 200

I undergoes I

Although it is easily conceivable and quite possible to change the construction of the I

I vehicle sensor 320 and the control unit 330 wholly or partly as one

Implement electronically operating systems, for example in accordance with I

Previously mentioned detection loop 110 and electronically operating control unit 130 which I

I then cooperate with an electromagnetically operable valve 314, are in the I

In accordance with the embodiment of the invention shown in Figure 1, the vehicle sensor 320, the control unit 330 I

I and the valve 314 are essentially mechanical in design and operation. The I

In this example I vehicle sensor 320 comprises a beam-shaped ridge 320, which with I

With the aid of a spring 321, a position projecting just above the road surface 601 is obtained

I held. Under the influence of the weight of an I passing through the ledge 320

I vehicle, it is pushed down, the control unit 330 being I

I activated. Here, the control unit 330 comprises a rod mechanism consisting of I

Three rods 331,332, and 333 with two hinges 334 and 335 between them, with I

The middle or intermediate rod 332 is rotatably placed about an axis 336. If the I

If the first rod 331 is pressed downwards by the ledge 320, the between I rotates

I rod 332 around the axis 336 and the third rod 332 is moved upwards, where I

I it rotates and closes valve 314 clockwise The valve 314 is provided with an I

I spring which for turning back and re-opening thereof, which, however, takes some time

I 25 so that with a suitable choice of the various components the cylinder I

313 will remain closed during the desired time interval. Such an I

I fully mechanically working structure is particularly suitable as an op I

I self-contained unit must be prefabricated and placed in the pavement I

Naturally, the vehicle sensor 320 and the threshold element 200 become at I

I should preferably be placed at a small mutual distance so that when passing I

I of, for example, a trailer with two I placed centrally under the trailer

I axles, the wheels of the rear axle in the rear direction the vehicle sensor 320 is not already I

I pass, or at least activate it, before the wheels of the front axle cross the threshold

I have passed element 200, or at least have pushed it away to the road surface 601. I

I 10254 02.

9

Alternatively, it is also possible to arrange the blocking device 300 such that after the said time interval during which the threshold element 200 is blocked, it cannot be blocked during a subsequent second time interval, that is to say that during this second time interval the threshold element can always be pushed away independently of the speed of the vehicle. Hereby is achieved that the assembly is only active in relation to said front axle, so that, for example, it is prevented that the blocking device 300 is activated by passing the vehicle sensor 320 through said rear axle while the front axle is the threshold element 200 10 must still pass.

In Figure 4, the second preferred embodiment of the actively operating traffic regulation assembly 600 according to the invention from Figure 3 is further elaborated as a symmetrically constructed structure. The traffic regulation assembly 600 according to Figure 4 is provided with two threshold elements 200a, 200b, which are spaced apart in a direction of travel of the traffic, and which simultaneously serve as vehicle sensor 320 of the blocking device 300. Both thresholds rest at rest elements 200a, 200b in vertical or height direction above the road surface 601 from The threshold elements 200a, 200b can for instance be held in that position by means of the aforementioned spring 210. Both threshold elements 200a, 200b are provided with a piston and cylinder assembly 311a-313a; 311b-313b, the respective pressure chambers 313a, 313b of which are connected to each other via a reservoir 315. Two valves 314a, 314b are provided, each of which is disposed between one of the two piston and cylinder assemblies 311a-313a and 311b-313b and the reservoir 315 and can selectively close or open the hydraulic connection 25 between them. The valves 314a, 314b are thereby controlled by a control unit 330, which is provided with two electronic detection circuits 317a, 317b, each of which is pressed down or pushed away by an associated threshold element 200a, which at that moment serves as vehicle sensor 320, 200b can be closed. By closing one of the two electronic detection circuits 317a, 317b, a vehicle detection signal is generated in the control unit 330 which can moreover be assigned to one of the two threshold elements 200a, 200b.

In the construction according to figure 4, the presence of a vehicle is detected if the wheel 1 thereof touches a first of the two threshold elements 200a, 200b, for example, the leftmost element 200a in the figure, and this - 1025402 I vertical Pressed down The respective or first threshold element I 200a thus functions as vehicle sensor 320. At the same time as the first threshold element 200a is pushed away, fluid flows from the pressure chamber 313a of the associated piston and cylinder assembly 311a -313a, via the aforementioned hydraulic connection and the valve 314a to the reservoir 315. Also one of the two detection circuits 317a is closed by this threshold element 200a, so that an associated vehicle detection signal is generated in the control unit 330, of which the valve 314b belonging to the other rightmost threshold element 200b I is closed by I 10d during the said time interval The control unit 330. If the wheel 1 hits the second threshold element 200b within this time interval, then it can hardly or not be pushed away and the vehicle undergoes the abrupt vertical acceleration intended under that circumstance. However, if the wheel reaches the second threshold element 200b later, that is to say after the expiry of the said time interval, the connection between the latter pressure chamber 313b is released again by opening the respective valve by the control unit 330 314b and the second threshold element 200 is pushed away relatively easily by the weight of the vehicle. Naturally, one or more of the changes in the flow of I fluid through the respective valves 314a, 314b can depress the course of the I 20 the respective pressure chambers 313a, 313b and possibly other I parameters serve as a vehicle detection signal. It is also possible to implement the control unit 330 completely mechanically.

According to the invention, in particular with the assembly for traffic regulation 600 from Fig. 4, a relatively simple and completely independently operating construction with a small number of parts is provided, which is furthermore active for traffic from two mutually opposite direction I and not , at least not simply, can be sabotaged by fixing one or both threshold elements 200a, 200b with external means.

Figure 5 shows a transport and placement unit 700 in which the construction according to the invention according to Figure 4 is included. Visible are the upper surfaces 201 of the two threshold elements thereof 200. I also include a positioning unit 700 the part of the road surface 601 which is situated between the I threshold elements 200 and, in this example, reflectors 701 and a hoist eye 702, with which the unit can easily be included in the pavement.

Such a unit is furthermore particularly advantageous since the placement or removal thereof, for example for centralized maintenance or repair, can not only take place at relatively low costs, but moreover can take place very quickly with the important additional advantage that traffic will hardly be affected by this.

The present invention also provides a number of new and unexpected application and use possibilities for the above-described traffic regulation assembly 600 according to the invention, but more generally also for the already known types of dynamic traffic thresholds.

In a first new application of the dynamic speed bump, it is arranged according to the invention in such a way that for the traffic coming from the two opposite (driving) directions, the said time interval for the blockage of the threshold element 200 is of a different duration (i.e. is active for different vehicle speeds), or in an extreme case for traffic coming from one direction is even virtually zero. In the latter case, possibly only one vehicle sensor 110, 320 can be used. This allows the speed bump to be used to mark one-way traffic lanes or lanes and thereby alert the drivers of the vehicles if they intend to use a certain lane, contrary to the intended traffic rules, in violation of local traffic rules. use a one-way traffic route (or "ghost driving") in a traffic direction, for example via an exit thereof, or when using a lane due to traffic from a direction opposite to the driving direction intended for that lane, for example at the location of a overtaking ban or at the location of a central lane used as a rush-hour lane, which is intended for traffic from one of the two driving directions, the driving direction changing depending on the traffic pressure.

In a second new application of the dynamic speed bump, it is arranged according to the invention in such a way that the duration of said time interval for the blockage of the threshold element 200 can be varied, preferably by the use of an electronic control unit 130, 330. As a result can the speed bump be applied to be adjusted to a variable maximum speed, for example a temporarily applicable lower maximum speed in the event of congestion, or to alternately release a central lane (blocking of the threshold element 200 only at a relatively high maximum speed, 80 km / h) and close (blocking of the threshold element 200 already has a relatively low maximum speed, eg 10 km / h), for example around a 1025402

12 I

release lane of a motorway during rush hour as a rush-hour lane or around the I

discourage the use of a so-called shortcut during rush hour. I

In a third new application of the dynamic speed bump I

those according to the invention arranged such that they approach an I

5 can detect an emergency vehicle, such as a fire engine, and in an I

In such a case, the threshold element 200 will not block so that it is the I

high speed speed barrier can pass unhindered. I

1025402 I

Claims (12)

An assembly for traffic regulation (600) with a substantially elementally height-adjustable threshold element (200) provided with an upper surface (201) and with a blocking device (100, 300) for selectively blocking and unblocking in the height direction the threshold element (200) of which the blocking device (100, 300) comprises at least one vehicle sensor (110, 320, 200) which is located at some distance from the threshold element (200) for detecting the presence of a vehicle, characterized in that the blocking device (100, 300) can block the threshold element (200) by means of a force-transmitting medium, such as a liquid, a gas or an (electromagnetic force field). Traffic control assembly (600) according to claim 1, characterized in that the blocking device (100) comprises at least one electromagnet (120) for blocking the threshold element (200) by applying a magnetic field thereto. Traffic control assembly (600) according to claim 2, characterized in that the threshold element (200) is provided with a flange (202) on which the magnetic field of the electromagnet (120) acts during an electric excitation thereof 4. Traffic control assembly (600) according to claim 2 or 3, characterized in that the blocking device (100) comprises a control unit (130) for selectively energizing the electromagnet (120). Traffic control assembly (600) according to claim 4, characterized in that the control unit (130), controlled by a vehicle detection signal from the vehicle sensor (110), powers the electromagnets (120) for a certain time interval and then deactivates them again Traffic control assembly (600) according to claim 1, characterized in that the blocking device (300) comprises at least one piston and cylinder assembly (311-313), the piston (311) or the cylinder of which ( 312) is coupled to the threshold element (200) and of which a pressure chamber (313) is at least partially filled with a fluid, and that the blocking device (300) further comprises a valve (314) for blocking the threshold element (200) by closing the pressure chamber (313) from the environment. 1025402 I 14 I Traffic control assembly (600) according to claim 6, characterized in that the blocking device (300) comprises a control unit (330) for selectively energizing the valve (314) with which the pressure chamber (313) of the II environment is closed. I 5 A traffic control assembly (600) according to claim 7, characterized in that the control unit (330). controlled by a vehicle detection signal from I I energizes the vehicle sensor (320), the valve (314) for a certain time interval I I and subsequently deactivates I 9. Traffic control assembly (600) according to one or more of the preceding claims, characterized in that it is further provided with a spring (210) acting on the threshold II element (200), so that the threshold element (200) , at least II in an unloaded situation, protrudes in the height direction above a road surface (601) surrounding the threshold element (200) II 10. Traffic control assembly (600) as claimed in one or more of the foregoing claims, characterized in that it is furthermore provided with an anvil (220) II whereby a movement of the threshold element (200) downwards is limited II, preferably such that the upper surface (201) of the threshold element (200) is flush with a surrounding road surface (601) 11. Traffic control assembly (600) according to one or more of the preceding claims, characterized in that the threshold element (200) and the vehicle sensor I (320) are provided with a corresponding design and function. I 12. Method for regulating traffic, in particular of a speed II of a vehicle, wherein, if with a vehicle sensor (110, II 25 320) located at some distance from a threshold element (200) that is substantially movable in II height direction ) of a blocking device (100,300) the presence of a vehicle is detected II, the blocking device (100,300) during a certain time interval II blocks the threshold element (200) in the height direction, characterized in that the II blocking device (100, 300) blocks the threshold element (200) by means of II a force-transmitting medium, such as a liquid, a gas or an (electrical) II magnetic force field. I 1025402