WO2005122735A2

WO2005122735A2 - Portable speed bump

Info

Publication number: WO2005122735A2
Application number: PCT/US2005/020821
Authority: WO
Inventors: David Karam; Mark Douglas Lovett
Original assignee: Trees Are Green International Consulting, Inc.
Priority date: 2004-06-14
Filing date: 2005-06-13
Publication date: 2005-12-29
Also published as: CA2570215A1; AU2005254064A1; MXJL06000072A; WO2005122735A3; AU2005254064A2

Abstract

A modular speed bump (20) includes a low profile base (23) having first and second low profile ramps (30, 32) each having a raised inner portion (38) and an outer edge (40). A elongated member (34) is interposed between the first and second low profile ramps (30, 32) and extends upwardly from the low profile base (23). The ramps (30, 32) are connected to the elongated member (34) and slope gradually to their respective outer edges (40). First and second end portions (90, 92) are located at opposing ends of the speed bump (20), each end portion (90, 92) being configured to interlock with a modular speed bump (20).

Description

PORTABLE SPEED BUMP

Priority Information [0001] The present application is based on and claims priority to United States Provisional Patent Application No. 60/579,140, filed June 14, 2004, and United States Provisional Patent Application No. 60/624,985, filed November 4, 2004, the entire contents of which are hereby expressly incorporated by reference. Background of the Inventions Field of the Inventions [0002] The present inventions are directed to speed bumps, and more particularly, to portable speed bumps. Description of the Related Art [0003] Speed bumps are commonly used as an effective means for controlling the speed of a vehicle, and often for controlling a flow of traffic. Thus, speed bumps are typically used in high traffic areas, highly populated areas, and other areas where slower speeds are desirable, e.g., school zones, parking lots, construction zones, tollways, and entrance and exit ramps. [0004] As a vehicle approaches the speed bump, a driver may slow to an appropriate speed in order to reduce the severity of a jolt that may be produced when the vehicle passes over the speed bump. A typical speed bump is a permanent rounded top structure made of asphalt or concrete and is integrated with a road surface. Installation of these speed bumps can be time- consuming and expensive due to acquisition and preparation of materials, significant installation time, labor costs, etc. Additionally, these speed bumps can cause road surface damage when they are removed or uninstalled. Summary of the Invention [0005] In a preferred embodiment, a modular speed bump comprises a first low profile ramp having a raised inner portion and an outer edge, and a second low profile ramp has a raised inner portion and an outer edge. The speed bump includes a central body that is interposed between the first and second low profile ramps and defines a first wall extending upwardly adjacent to the raised inner portion of the first low profile ramp and a second wall extending upwardly adjacent to the raised inner portion of the second low profile ramp. The raised inner portions of the ramps are connected to the central body. The ramps slope gradually to their respective outer edges. The central body is configured to support a weight of an automobile while remaining in a generally upright orientation. The first and second end portions are located at opposing ends of the speed bump. Each end portion is configured to interlock with a modular speed bump. [0006] In another embodiment, a speed bump comprises a first surface and a second surface inclined from a bottom surface towards an elongated raised portion. The elongated raised portion extends generally upwardly from the first and the second surfaces and defines first and second walls extending generally transverse to the bottom surface and an upper support surface therebetween. The elongated raised portion is configured to support at least one tire of an automobile while in a generally upright position. [0007] In another embodiment, a modular speed bump comprises a first ramp having a raised inner portion and a second ramp having a raised inner portion. The speed bump also includes a central body that is positioned between the first ramp and the second ramp. The central body is connected to the inner portions of the ramps and is configured to support a tire of an automobile without collapsing. [0008] In another embodiment, a portable speed bump comprises a sloped elongated base that has a generally flat bottom surface. The flat bottom surface defines opposing longitudinal edges and opposing lateral edges. The speed bump also includes a longitudinally extending wall protruding upwardly from a central portion of the elongated base and is configured to support a tire of an automobile while the wall is in a vertical position. An edge is formed between the wall and the elongated base. [0009] In yet another embodiment, a portable speed bump comprises first and second ramps and a generally vertical surface that is higher than one of the first and second ramps. The vertical surface is configured to face a tire coming towards the speed bump. The speed bump comprises a means for preventing a tire of an automobile from contacting a substantial portion of the vertical surface located below the tire when the automobile travels over the speed bump.

Brief Description of the Drawings [0010] Features and advantages of the inventions will become more apparent upon reading the following detailed description and with reference to the accompanying drawings of an embodiment that exemplifies the inventions, in which: [0011] Figure 1 is a perspective view of a modular portable speed bump with a base and a central vertical member. [0012] Figure 2 is a front elevational view of the modular portable speed bump shown in Figure 1. [0013] Figure 2A is a back elevational view of the modular portable speed bump shown in Figure 1. [0014] Figure 3 is a front elevational view of the modular portable speed bump shown in Figure 1 with a tire pressing down on the speed bump which is resting on a road surface. [0015] Figure 4 is a top elevational view of the modular portable speed bump shown in Figure 1 having a male portion and a female portion. [0016] Figure 5 is a side elevational view of the modular portable speed bump shown in Figure 1. [0017] Figure 6 is a top plan view of a pair of modular portable speed bumps interlocked by a male/female arrangement. [0018] Figure 7 is a side elevational view of modular portable speed bump having recessed regions. [0019] Figure 8 is a bottom plan view of a modular portable speed bump having a plurality of recessed regions. [0020] Figure 9 is a top left front perspective view of a modular portable speed bump. [0021] Figure 10 is a top right back perspective view of a modular portable speed bump. [0022] Figure 11 is bottom right back perspective view of a modular portable speed bump. Detailed Description of the Preferred Embodiment [0024] With reference to Figure 1, a portable modulator speed bump 20 constructed in accordance with an embodiment of the present invention is shown therein. The speed bump 20 preferably has an aesthetically appealing appearance. The speed bump 20 is formed of a generally rectangular elongated body 22 which defines a major axis 24 and a minor axis 26. As used herein, the term "major axis," generally refers to an axis that passes through the body 22 along the longitudinal direction of the body, i.e., along the greatest dimension or "length" of the rectangular elongated body 22. "Minor axis," as used herein, generally refers to an axis extending along a subordinate dimension of the elongated body 22, i.e., the "width" of the elongated body 22. [0025] As shown in Figures 1 and 2, the elongated body 22 of the speed bump 20 includes a low profile base 23 that is a generally flat body having a bottom surface 44 configured to engage a road surface. The elongated body 22 protrudes from the low profile base 23. [0026] The base 23 comprises at least one ramp and preferably a pair of ramps 30, 32. An upwardly protruding member 34 is interposed between the ramps 30, 32 and is preferably connected to the ramps. The upwardly protruding member 34 protrudes upwardly from an upper surface of the base 23. [0027] The speed bump 20 is configured such that a vehicle (e.g., an automobile, motorcycle, or the like) can travel over the speed bump 20, preferably at a reduced or low speed. As used herein, the term "automobile" is a broad term and includes, but is not limited to, a car and other four wheeled vehicles, bus, motor home, truck, and the like. The terms "vehicle" and "automobile" in some instances is used interchangeably herein. [0028] As shown in Figures 1 and 2, the ramps 30, 32 of the base 23 extend laterally outward from the upwardly protruding member 34 and are sloped downwardly therefrom. In the illustrated embodiment, the ramps 30, 32 are low profile ramps each having a raised portion. [0029] The ramp 30 includes a ramp body 36 having an outer edge 38 and a raised inner portion 40. The ramp body 36 is a generally rectangular body as viewed from above, preferably having a longitudinal axis generally parallel to the major axis 24. [0030] As shown in Figure 4, the ramp body 36 can have lateral ends 46, 48. The lateral ends 46, 48 can have any shape. Further advantages are achieved where the lateral ends 46, 48 are configured to provide a close fit with the lateral ends of an adjacent portable speed bump, hi tlie illustrated embodiment, the lateral ends 46, 48 define generally vertical walls 56, 58, respectively. However, other close fitting designs can also be used, such as, for example, but without limitation, non-vertical bevels, notches, castellations, grooves, etc. that can be nested. As such, when the lateral ends 46, 48 are abutted against the lateral ends of an adjacent speed bump having the same or similar construction, the lateral ends 46, 48 can achieve a close fit, thereby enhancing the rigidity of such an assembly. [0031] hi the illustrated exemplary but non-limiting embodiment, the width of the base 23 is in the range of about 15 inches to about 21 inches. The height of the upwardly protruding portion 40 is in the range of about 1 inch to about 3 inches. The lengths of the ramps are in the range of about 30 inches to about 50 inches. [0032] The ramp body 36 preferably defines a first ramp surface 42. The first ramp surface 42 can have any shape. In the illustrated embodiment, a portion of the first ramp surface 42 is generally flat and at an angle relative to the bottom surface 44; that is, the first ramp surface 42 is generally not parallel with the bottom surface 44. The first ramp surface 42 can be a generally continuous surface that gradually increases in elevation from the edge 38 to the inner portion 40. The first ramp surface 42 can have a generally constant slope for at least a substantial portion of the way between the edge 38 and the inner portion 40. Preferably, the first ramp surface 42 is a generally flat rectangular surface extending laterally between the outer edge 38 and the inner portion 40 and longitudinally between the ends 46, 48. [0033] Although not illustrated, the ramp body 36 can define a generally concave, convex, or other surface 42 suitable for engaging a transportation vehicle. For example, in some embodiments, the ramp surface 42 can have serrations, discontinuities, protuberances, a roughened texture, and/or other surface treatment which can, e.g., increase its coefficient of friction against vehicle tires. Thus, the first ramp surface 42 can provide a vehicle support surface and can promote traction of a tire of a vehicle. [0034] With respect to Figure 4, the outer edge 38 of the ramp 30 is a generally straight edge that extends longitudinally between the ends 46, 48. The outer edge 38 is configured and sized such that a tire can easily roll onto and over the outer edge 38. Although not illustrated, the outer edge 38 can be curved, nonlinear, or may have other suitable configurations for engaging a tire of a vehicle. Additionally, the outer edge 38 can contact or may be proximate to a road surface to inhibit or prevent the speed bump from moving (e.g., sliding) along a road surface when an automobile passes over the speed bump 20. The outer edge 38 can also provide a low profile leading edge to reduce drag forces to inhibit or prevent the speed bump from sliding along a road surface when air flows about the speed bump. [0035] A further advantage is provided where the inner portion 40 connects the ramp body 36 to the upwardly protruding member 34. The increased thickness of raised inner portion 40 reduces the stress in the base 23 when a vehicle passes over the speed bump 20. The inner portion 40 helps to retain the upwardly protruding member 34 in a generally upright orientation as a vehicle passes over the speed bump 20. The inner portion 40 can thus reduce the relative movement between the upwardly protruding member 34 and the base 32 resulting in increased durability. [0036] With reference to Figure 2, the upwardly protruding member 34 extends longitudinally along the speed bump 20, preferably along the major axis 24 (Figure 1). The upwardly protruding member 34 can include a pair of sidewalls 50, 52, and an upper surface 54. The upwardly protruding member 34 is preferably configured to support at least one tire of a vehicle. In one non-limiting exemplary embodiment, the upwardly protruding member 34 is configured to support at least one tire of an automobile that has a weight equal to or more than about 2,500 lbs. [0037] In another non-limiting exemplary embodiment, the upwardly protruding member 34 is configured to support at least one tire of an automobile that has a weight equal to or more than about 3,000 lbs. In yet another non-limiting exemplary embodiment, the upwardly protruding member 34 is configured to support at least one tire of an automobile that has a weight equal to or more than about 3,500 lbs. Preferably, the vertical member 34 remains in a generally upright position when it supports at least a portion (e.g., at least one tire) of a transportation vehicle. Thus, the upwardly protruding member 34 can support at least one tire of an automobile without collapsing. The upwardly protruding member 34 can preferably simultaneously support a plurality of tires of an automobile without collapsing. Additionally, the upwardly protruding member 34 can withstand forces applied by an automobile traveling at various speeds (e.g., low to high speeds) over the speed bump 20. h one non-limiting exemplary embodiment, the upwardly protruding member 34 is a generally rigid body that has a width in the range of about 3 inches to about 5 inches and a height in the range of about 3 inches to about 6 inches. For some applications, it is advantageous to construct the speed bump 20 with sufficient strength to withstand loads generated by heavy-duty trucks. Thus, in some embodiments, the speed bump 20 can be formed so as to withstand the forces generated by the heaviest vehicles allowed on public roads. [0038] The sidewalls 50, 52 of the upwardly protruding member 34 each preferably extend upwardly from the base 32. As shown in Figure 2, the side wall 52 is adjacent the raised inner portion 40 of the first ramp 30. Similarly, the side wall 52 is adjacent a raised inner portion 60 of the second ramp 32. Optionally, an edge 37 can be defined by the sidewall 50 and the ramp 30. The edge 37 can be a surface having a generally rapid change in inclination. That is, the edge 37 can be a region having a small area and defining an abrupt change in height or slope. The edge 37 is positioned above at least a substantial portion of the ramp 30. i some embodiments, the edge 37 is positioned above the inner portion 40 and is defined by two generally planar surfaces, i.e., the sidewall 50 and surface 42. Of course, the term "edge" can include, but is not limited to, an edge typically formed by intersecting generally planar surfaces formed through a molding process. [0039] As shown in Figure 5, the sidewall 50 can be a generally rectangular planar surface extending longitudinally between the ends of the speed bump 20. The sidewall 52 can have a shape and configuration generally similar to or different than the sidewall 50. Optionally, the sidewalls 50, 52 can be generally parallel to each other. [0040] In some embodiments, including the illustrated embodiment, at least one of the sidewalls 50, 52 is inclined relative to an imaginary vertical axis. In some embodiments, both sidewalls are at an angle with an imaginary vertical axis. [0041] Angle α represents an angle defined between the sidewall 50 and the first ramp 30. The angle α is preferably greater than about 90°. In another exemplary non-limiting embodiment, the angle α is in a range of about 90° to about 130°. In another exemplary non- limiting embodiment, the angle α is in a range of about 95° to about 140°. In some embodiments, the sidewall 50 is generally vertical. [0042] With respect to Figure 3, a further advantage is provided where a tire 60 of a vehicle can roll over the first ramp 30 and onto the vertical member 34 without contacting the entire portion of the sidewall 50 located beneath the tire 60. hi some embodiments, the speed bump 20 is configured so that a typical automobile tire can roll over the first ramp 30 and the vertical member 34 without contacting a substantial portion of the sidewall 50 which is located beneath the tire 60. [0043] As illustrated in Figure 3, the tire 60 engages both the ramp 30 and a first upper edge 62 of the vertical member 34 and can conform to the shape of the first upper edge 62 without contacting a substantial portion of the sidewall 50 located beneath the tire 60. As the tire 60 rolls up and over the upwardly protruding member 34, the tire 60 generally does not contact the sidewall 50. Thus, if one or more visual indicia (e.g., a sign, paint, reflector, light, etc., described below in greater detail) are on the sidewall 50, the tire 60 can roll over the upwardly protruding member 34 without contacting and wearing, or otherwise marring, the visual indicia. [0044] Typically, when an automobile travels over a conventional speed bump, the automobile tires contact an approximately continuous strip of the speed bump. Thus, if a visual feature, such as reflective tape, is applied to the speed bump, the reflective tape can be worn as automobiles pass over the speed bump, especially after extended use. [0045] An artisan of ordinary skill can select the height of the sidewall 50 of the speed bump, the angle α between the sidewall 50 and the ramp 30, the angle between the ramp surface 42 and the road surface 64, and/or the materials forming of the speed bump 20 to control the region of contact between the sidewall 50 and the automobile. As illustrated in Figure 3, a portion 65 of the sidewall 50 is positioned directly underneath the tire 60 (e.g., a tire at typical tire pressure mounted on a 15 inch diameter rim), but is not contacted by the tire 60, as the vehicle travels over the speed bump 20. [0046] In one non-limiting exemplary embodiment, the portion 65 has a height H that is more than about 0.5 inches, one non-limiting exemplary embodiment, the portion 65 has a height H which is more than about 0.5 inches, 0.75 inches, 1.0 inches, 1.5 inches, 2.0 inches, 2.5 inches, and 3.0 inches and can be within ranges encompassing such heights, h some embodiments, the tire 60 contacts less than about 90%, 80%, 70%, 60%, 50%, 40%, 30%, and 20% of the sidewall 50 positioned below the tire 60. Advantageously, the tire 60 does not contact and wear the sidewall 50 as it passes over the speed bump. [0047] As noted above, in some embodiments, the speed bump 20 comprises one or more visual indicia. The visual indicia can be highly visible indicators designed to alert vehicle operators to the presence of the speed bump 20. hi the illustrated embodiment, the speed bump 20 comprises at least one visual indicator in the form of a reflective surface 114. Preferably, the speed bump 20 comprises a plurality of reflective surfaces 114 affixed to or integral with the sidewall 50. [0048] In the non-limiting embodiment of Figure 5, the speed bump 20 comprises a plurality of reflectors 114 spaced along the sidewall 50. Light rays can be reflected off the reflectors 114 and then travel to and alert the vehicle operator to the presence of the speed bump. For example, headlights of an automobile can illuminate the reflectors 114 which, in turn, reflect the light rays back towards the automobile. The operator of the automobile can see the reflected light and is then aware of the location of the speed bump 20. This may be especially advantageous when the speed bump 20 is used during conditions of reduced visibility, such as during low light conditions (e.g., during nighttime or the like). The reflective surface 114 can be reflective tape that is adhered to the vertical member 34. [0049] A further advantage is provided where the speed bump 20 is configured such that an automobile passing over the speed bump does not contact most of the reflector 114. As shown in Figure 3, the reflector 114 can extend vertically along at least a portion of the vertical sidewall 50. A substantial portion of the reflector 114 preferably does not contact the tire 60 as the tire 60 rolls over the speed bump 20. Thus, reflector 114 may have an increased useful life due to reduced wear. [0050] The angles α and β of Figure 2 can be selected to produce an eye catching highly visible speed bump. For example, the angle α can be increased to reduce the distance from the speed bump 20 that the vehicle operator receives reflected light originating from the vehicle, hi one embodiment, the sidewall 50 is generally perpendicular to a line of travel of an automobile resulting in the speed bump 20 being highly visible to the operator of the automobile at a far distance, especially when the line of travel of the automobile is generally perpendicular to the sidewall 50. However, as the automobile approaches the speed bump 20, light emitted from the vehicle can be reflected off the sidewall reflector 114 and back below the eyes of the vehicle operator. Accordingly, the sidewall 50 can have portions at different angles α to provide reflected light at different angles relative to the speed bump 20. For example, the reflectors 114 of Figure 5 each be at a different angle α in order to provide a plurality of distances that the user can easily see the speed bump 20. [0051] The sidewall 50 can also be curved (e.g., convex or concave) to increase or enhance the visibility of the speed bump 20. A curved sidewall 50 may provide increased visibility over a wide range of distances. For example, light can be reflected from the top of the reflective material 114 to a vehicle at an initial distance from the speed bump 20. As the vehicle approaches the speed bump 20, lower portions of the reflective material 114 can reflect light back to the vehicle. In other words, as the distance between the automobile and the speed bump 20 is reduced, light emitted from the vehicle is reflected from lower portions of the reflective material 114 and back to the operator of the vehicle. [0052] The upwardly protruding member 34 has a generally rectangular cross-sectional profile and extends upwardly from the inner portions 40, 60. The upper surface 54 can be a generally convex smooth surface that extends between the sidewalls 50, 52. [0053] Although not illustrated, the upwardly protruding member 34 can have a generally square, semi-circular, and/or any other suitable polygonal or curved cross-sectional profile. The height and width of the upwardly protruding member 34 can be selected to achieve the desired path of travel of a tire. For example, the height of the upwardly protruding member 34 can be increased or decreased to increase or decrease, respectively, the vertical travel of a tire passing over the speed bump 20. The increased height of the upwardly protruding member 34 may impart an increased force to the tire. The force can increase the vertical acceleration and/or the horizontal deceleration of the automobile and, thus, vibrates the vehicle operator. Of course, the height of the upwardly protruding member 34 can be reduced to reduce jolts or vibrations of a vehicle as it passes over the speed bump 20, even at high speeds. [0054] The configuration of the upwardly protruding member 34 can be determined by the desired maximum speed for traveling over the speed bump 20. For example, height of the upwardly protruding member 34 can be decreased for a speed bump appropriate for a high speed area, hi one embodiment, upwardly protruding member 34 extends about 1.5 inches to about 3 inches from the base 32, resulting in the upwardly protruding member 34 being visible at significant distances thereby enabling drivers to reduce vehicle speeds to an appropriate speed for passing over the speed bump. [0055] Optionally, the speed bump 20 can have one or more recessed regions. In some embodiments, the upwardly protruding member 34 comprises one or more recessed regions 96 (shown in phantom). As shown in Figure 8, the recessed regions 96 can define apertures 98 in the bottom surface 44 and can be spaced apart longitudinally along the upwardly protruding member 34. Preferably, the recessed regions 96 can be evenly or unevenly spaced along the upwardly protruding member 34. [0056] The apertures 98 can be generally circular openings. The recessed regions 96 can be bullet or conical shaped to reduce the weight of the speed bump 20. The speed bump 20 can have a plurality of recessed regions 96. For example, the speed bump 20 can have more than three recessed regions 96. As shown in Figure 8, the speed bump 20 can have eight recessed regions 96 that extend more than halfway into the vertical member 34. An artisan of ordinary skill can select the desired number, size, and configuration of the recessed regions 96 to achieve the desired weight and structural properties of the speed bump. [0057] The second low profile ramp 32 can be generally similar, generally symmetric or identical to the first profile ramp 30. The features or components of the second low profile ramp 32 are identified with the same reference numerals as those used to identify similar or identical corresponding features or components of the first profile ramp 30, except that " ' " has been used. For example, the second low profile ramp 32 includes the raised inner portion 40', a ramp body 30', and an outer edge 38'. Thus, the speed bump 20 can be generally symmetrical about an imaginary vertical plane passing through the vertical member 34. For example, the speed bump 20 can be symmetrical about an imaginary plane passing through the major axis 24. Advantageously the speed bump 20 can be traveled over in either transverse direction. For example, automobiles can roll initially over the ramp 30, the vertical member 34, and then over the ramp 32 and off the speed bump 20. Automobiles traveling in the opposite direction can initially roll over the ramp 32, the vertical member 34, and then over the ramp 30 and off the speed bump 20. Alternatively, the speed bump 20 can be asymmetrical about the imaginary vertical plane passing through the vertical member 34. For example, the angle β defined by the sidewall 52 and the second ramp 32 can be different than the angle . [0058] As shown in Figures 4 and 6, tlie speed bump 20 can include connectors at its longitudinal ends. For example, but without limitation, the bump 20 can comprise a male portion 90 at one end and a female portion 92 at an opposing end. The male portion 90 can be an enlarged portion configured to be received within a similarly shaped female portion 92. [0059] A further advantage is provided where the upwardly protruding member 34 defines at least a portion of the male portion 90. As such, the upwardly protruding member 34 can increase the strength and/or durability of the male portion 90. [0060] As shown in Figures 1 and 4, the male portion 90 includes the end portion of the upwardly protruding member 34 which extends upwardly from a pair of flanges 100, 102. The flange 100 is connected to the ramp 30 and extends laterally outward from the upwardly protruding member 34. The flange 102 is connected to the ramp 32 and extends laterally outward from the upwardly protruding member 34. [0061] As discussed above, in the illustrated embodiment, the male portion 90 can have a generally elliptical end which tapers inwardly and is connected to the ramps 30, 32 and the upwardly protruding member 34. However, other shapes can also be used. The size of the female portion 92 is slightly larger than and configured to receive the male portion 90. The relative sizes of the male and female portions 90, 92 can be provided so as to form clearance, slip, or interference fits. Where a clearance fit is used, the male portion 90 can be easily inserted into female portion 92 for rapid installation of a plurality of speed bumps 20. [0062] A further advantage is provided where the speed bump 20 is a monolithic or unitary body. In the form of a unitary body, the speed bump 20 can be conveniently carried and installed on a road surface. Alternatively, the speed bump 20 can be of a multi-piece construction. [0063] either a monolithic or multi-piece design, the speed bump 20 can comprise one or more polymers, elastomers, rubbers (e.g., natural and synthetic rubber), or any other suitable material. In some embodiments, the speed bump 20 comprises vulcanized rubber, resulting in speed bump suitable for convenient manual installation. The speed bump 20, whether monolithic of multi-component, can be formed through a molding processes, such as a casting process, injection molding process, or the like. [0064] hi the illustrated embodiment, the speed bump is formed monolithically by an injection molding process. The recess regions 96 can be formed by dies of an injection molding machine. [0065] The bottom surface 44 of the base 23 can have spikes, roughened surface, ridges, serrations, or other surface treatment 47 (illustrated schematically in Figure 8) to enhance factional interaction with the road surface 64. An artisan of ordinary skill can select the design of the bottom surface 44 for the appropriate frictional interaction between the speed bump 20 and a road surface. [0066] With respect to Figure 6, the speed bump 20 is interlocked with the speed bump 120. The male portion 90 of the speed bump 20 is received by the female portion 112 of the speed bump 120. The vertical member 34 is generally aligned with the vertical member 134 of the speed bump 120. Thus, a plurality of speed bumps can be interlocked to form a multi-piece speed bump lying on a road surface. The speed bumps can be easily separated from each other for convenient transport. For example, the speed bumps can be separated so that they can be, e.g., carried by an individual or placed into a vehicle, such as a truck. [0067] In operation, the portable modulator speed bump 20 can be carried by an individual to a desired location. The bottom surface 44 of the speed bump 20 can be placed upon a road surface 64 (Figure 3). The vertical member 34 provides an easily discemable structure for increased visibility of the speed bump 20. As vehicles approach the speed bump 20, operators of vehicles may reduce their speed to an appropriate speed when they see the speed bump 20. [0068] To enhance the visibility of the speed bump 20, the speed bump 20 can have visual indicia, such as the reflectors 114 discussed above. The speed bump 20 can be configured so that light is reflected off of the reflectors 114 so that the vehicle operator sees reflected right at various distances or ranges from the speed bump 20 to further enhance the visibility of the speed bump 20. The tires of the transportation vehicle can roll onto the ramp 30. The low profile of the ramp 30 can reduce the likelihood that the speed bump 20 will move when contacted by a tire of a vehicle. That is, a tire can roll easily onto the ramp 30, preferably without causing the speed bump 20 to slide on the road surface. After the tire is on the ramp 30, the vehicle presses down on the ramp 30 to inhibit or prevent movement of the speed bump 20 relative to the supporting road surface. The tire of the vehicle preferably presses downwardly on the ramp 30 to secure the speed bump 20 to the road surface as the tire impacts the upwardly protruding member 34. The operator of the vehicle preferably can feel the impact between the tire and the upwardly protruding member 34. The tire can then roll onto the over the upwardly protruding member 34. Thus, the tire can apply a downward pressure to the ramp 30 and the upwardly protruding member 34 to ensure that the speed bump 20 remains generally stationary during use. Preferably, the automobile does not contact a substantial portion or any portion of the visual indicia when it travels over the speed bump 20. As the automobile travels over the speed bump 20, the vertical member 34 preferably generally remains positioned upright. As the tire rolls down and off of the vertical member 34 and onto the second ramp 32, the tire preferably does not contact a substantial portion of the reflector 114 on the sidewall 52. The tire can then roll down the ramp 32 and off of the speed bump 20. The downward pressure applied by the tire on the ramp 32 can ensure that the speed bump 20 does not slide along the road surface. [0069] An artisan of ordinary skill will recognize the interchangeability of various features from different embodiments disclosed herein. Similarly, the various features and steps discussed above, as well as other known equivalents for each such feature or step, can be mixed and matched by one of ordinary skill in this art to perform methods in accordance with principles described herein. Additionally, the methods which is described and illustrated herein is not limited to the exact sequence of acts described, nor is it necessarily limited to the practice of all of the acts set forth. Other sequences of events or acts, or less than all of the events, or simultaneous occurrence of the events, may be utilized in practicing the embodiments of the invention. [0070] Although the invention has been disclosed in the context of certain embodiments and examples, it will be understood by those skilled in the art that the invention extends beyond the specifically disclosed embodiments to other alternative embodiments and/or uses and obvious modifications and equivalents thereof. Accordingly, the invention is not intended to be limited by the specific disclosures of preferred embodiments herein. Thus, it will be appreciated by those skilled in the art that various modifications and changes may be made without departing from the scope of the invention, and all such modifications and changes are intended to fall within the scope of the invention, as defined by the appended claims.

Claims

WHAT IS CLAIMED IS: 1. A modular speed bump, comprising: a first low profile ramp having a raised inner portion and an outer edge; a second low profile ramp having a raised inner portion and an outer edge; a central body being interposed between the first and second low profile ramps and defining a first wall extending upwardly adjacent to the raised inner portion of the first low profile ramp and a second wall extending upwardly adjacent to the raised inner portion of the second low profile ramp, the raised inner portions of the ramps being connected to the central body, the ramps sloping gradually to their respective outer edges, the central body being configured to support a weight of an automobile while remaining in a generally upright orientation; and first and second end portions located at opposing ends of the speed bump, each end portion being configured to interlock with a modular speed bump.

2. The modular speed bump of Claim 1, wherein the first low profile ramp defines a first generally rectangular surface and the second low profile ramp defines a second generally rectangular surface, the first surface and the first wall define an first angle and the second surface and the second wall define an second angle, and one of the first angle and second angle is greater than about 90 degrees.

3. The modular speed bump of Claim 2, wherein the first and second angles are greater than about 95 degrees.

4. The modular speed bump of Claim 2, wherein the first and second angles are in the range of about 90 to 130 degrees.

5. The modular speed bump of Claim 1, wherein the central body is generally rectangular in cross-section and extends upwardly from the inner portions of the ramps.

6. The modular speed bump of Claim 1, wherein the first end portion is a protrusion and the second end portion has a receiving portion configured to receive and lock with the protrusion of the first end portion.

7. The modular speed bump of Claim 1, the low profile ramps and the central body are a unitary body.

8. The modular speed bump of Claim 1, wherein the first and the second wall are generally parallel.

9. The modular speed bump of Claim 1, further comprising a reflective substrate affixed to at least one of the walls of the central body.

10. The modular speed bump of Claim 1, wherein the central body comprises visual indicia to visually differentiate the central body from at least one of the low profile ramps.

11. The modular speed bump of Claim 10, wherein at least one of the low profile ramps is generally black and the central body is a different color.

12. A speed bump, comprising a first surface and a second surface inclined from a bottom surface towards an elongated raised portion, the elongated raised portion extends generally upwardly from the first and the second surfaces and defines first and second walls extending generally transverse to the bottom surface and an upper support surface therebetween, the elongated raised portion configured to support at least one tire of an automobile while in a generally upright position.

13. The modular speed bump of Claim 12, further comprising a first end and opposing second end, the first end comprising a protrusion having an enlarged portion, and the second end comprising a cut-out having a similar shape as the enlarged portion.

14. The modular speed bump of Claim 13, wherein the first end comprises a male portion and the second end comprises a female portion.

15. The modular speed bump of Claim 12, wherein the first and second walls each have a reflective surface.

16. The modular speed bump of Claim 12, wherein the speed bump is a generally unitary body.

17. The modular speed bump of Claim 12, wherein the elongated raised portion is a generally rigid body.

18. A modular speed bump, comprising: a first ramp having a raised inner portion; a second ramp having a raised inner portion; and a central body being positioned between the first ramp and the second ramp, the central body connected to the inner portions of the ramps and configured to support a tire of an automobile without collapsing.

19. The modular speed bump of Claim 18, further comprising first and second end portions located at opposing ends of the speed bump, each end portion being configured to interlock with a modular speed bump.

20. The modular speed bump of Claim 18, wherein the automobile has a weight that is equal to or greater than about 3,000 lbs.

21. The modular speed bump of Claim 18, wherein the central body comprises visual indicia visible from distance suitable for attracting the attention of a driver of an automobile.

22. The modular speed bump of Claim 18, wherein the visual indicia is a reflector.

23. A portable speed bump, comprising: a sloped elongated base having a generally flat bottom surface defining opposing longitudinal edges and opposing lateral edges; and a longitudinally extending wall protruding upwardly from a central portion of the elongated base and configured to support a tire of an automobile while the wall is in a vertical position, an edge is formed between the wall and the elongated base.

24. The portable speed bump of Claim 23, wherein the edge is a generally rapid change in inclination between the base and the wall, the longitudinal wall extends between opposing ends of the portable speed bump.

25. The portable speed bump of Claim 23, the wall has a width in the range of about 3 inches to about 5 inches and a height in the range of about 3 inches to about 6 inches.

26. The portable speed bump of Claim 23, the at least one of the longitudinal edges has a length in the range of about 30 inches to about 50 inches.

27. A portable speed bump, comprising: a first and second ramp; a generally vertical surface higher than one of the first and second ramps and configured to face a tire coming towards the speed bump; and a means for preventing a tire of an automobile from contacting a substantial portion of the vertical surface located below the tire when the automobile travels over the speed bump.

28. The speed bump of Claim 27, wherein the vertical surface comprises a reflector.