GB2333114A

GB2333114A - Improvements relating to height adjustable bumps for road traffic control

Info

Publication number: GB2333114A
Application number: GB9800577A
Authority: GB
Inventors: John Gwyn Harvey
Original assignee: Individual
Current assignee: Individual
Priority date: 1998-01-13
Filing date: 1998-01-13
Publication date: 1999-07-14
Anticipated expiration: 2018-01-13
Also published as: GB2333114B; GB9800577D0

Abstract

Speed restricting bumps for installation across a road comprise a contact plate 17 that can be selectively locked in position or be deflected vertically and progressively by a passing road vehicle in relation to a base plate 18. With the contact plate locked into the raised position a passing road vehicle will experience a jolt as it traverses the device. When the contact plate is unlocked the passing vehicle will deflect vertically and progressively the contact plate due to the differential angles of the surfaces of the contact plate 17 and base plate 18. The weight of the road vehicle is either then borne by, or transferred to, the base plate 18, so that the road vehicle passes by relatively unhindered. In an alternative form the contact plate 3 is normally level with the road surface, so that the physical jolt is only imparted when the contact plate is unlocked, and can therefore be deflected vertically so that a dip for the road vehicle to drop into is formed. The locking and unlocking of the contact plate is made by a controlling mechanism whose operation is determined by a speed measuring device. There may be a number of narrow contact plates adjacent each other, or one wide contact plate.

Description

Improvements relating to beight adjustable bumps for road traffic control The road bumps described in UK patent application GB 2266 552 A would tend to fail due to impact fatigue when in use because they would subject to constant high acceleration and deceleration forces from passing road vehicles. This invention lessens these forces, extending the life and reliability of the devices, whilst at the same time being effective in slowing or controlling road traffic.

The term 'contact plate' is used herein in relation to the part of the device that makes contact with a passing road vehicle and reacts to the contact in the ways variously described.

The term 'base plate' is used herein in relation to the part of the device that works in conjunction with the contact plate in the ways variously described.

Accordingly, from one aspect, this invention provides a speed bump comprising a hollow container incorporating a contact plate in the shape of a grid, pivoted in such a way that is it is able to enmesh with a base plate in the shape of a complementary grid. Normally the upper surface of the contact plate is held level with the road surface by a closed latch mechanism. However when the latch mechanism is opened the a wheel of a passing road vehicle will progressively depress the contact plate grid into the base plate grid by turning around the pivot, effectively creating a depression in the road level and transmitting a physical shock to the passing road vehicle. After the road vehicle's wheel has passed the contact plate is returned to its normal position by a counter weight or by the rear wheels of the passing road vehicle. The latch mechanism is also returned to its closed position.

From a second aspect this invention provides a speed bump similar to that of the first aspect except that the uppermost surface of a contact plate is nonnally held above the level of a road surface and becomes effective as a speed bump when the latch mechanism is in a closed position. When the latch mechanism is in the open position the contact plate can be depressed within a base plate whose uppermost surface is level with the road surface.

From a third aspect this invention provides a speed bump comprising a hollow container incorporating a contact plate with part of its lower surface forming a curve, with an upper surface normally level with a road surface and held in this position by a closed latch mechanism. However when the latch mechanism is opened the wheel of a passing road vehicle will progressively depress one side of the contact plate below the level of the road as the centre of turning traverses the curved surface of the contact plate. When the road vehicle's wheel makes contact with the side of the container a physical shock is transmitted to the road vehicle. After the road vehicle's wheel has passed the contact plate is returned to its normal position by a counter weight or by the rear wheels of the passing road vehicle.

The latch mechanism is also returned to its closed position From a fourth aspect this invention provides a speed bump similar to that of the third aspect except that an uppermost surface of a contact plate is normally held above the level of a road surface and becomes effective as a speed bump when the latch mechanism is in a closed position. When the latch mechanism is in the open position the contact plate can be depressed within a base plate so that the uppermost surface of the contact plate is level with the road surface.

The invention may be performed in various ways and preferred embodiments thereof will now be described with reference to the accompanying drawings in which Figure la is a cross section ofa speed bump taken through a base plate showing a contact plate in a raised position level with a road surface.

Figure lb is a similar cross section to Figure la but shows the contact plate in a depressed position.

Figure 1 c is a cross section of a speed bump taken through a contact plate showing the contact plate in a raised position level with a road surface.

Figure Id is a similar cross section to Figure Ic but shows the contact plate in a depressed position.

Figure le is an external perspective view ofthe speed bump indicated in Figures la, lb, Ic and Id.

Figure 2a is a cross section of a speed bump taken through the base plate showing a contact plate in a raised position above a road surface.

Figure 2b is a similar cross section to Figure 2a but shows the contact plate in a depressed position.

Figure 2c is a cross section of a speed bump taken through a contact plate showing the contact plate in a raised position above a road surface.

Figure 2d is a similar cross section to Figure 2c but shows the contact plate in a depressed position.

Figure 2e is an external perspective view of the speed bump indicated in Figures 2a, 2b, 2c and 2d.

Figure 3a is a cross section through a speed bump showing a contact plate in a raised position level with a road surface.

Figure 3b is similar to Figure 3a but shows the contact plate in a partially depressed position.

Figure 3c is similar to Figure 3a but shows the contact plate in a fully depressed position.

Figure 3d is an external perspective view of the speed bump indicated in figures 3a, 3b and 3c.

Figure 4a is a cross section through a speed bump showing a contact plate in a raised position above a road surface.

Figure 4b is similar to Figure 4a but shows the contact plate in a partially depressed position.

Figure 4c is similar to Figure 4a but shows the contact plate in a fully depressed position.

Figure 4d is an external perspective view of the speed bump indicated in Figures 4a, 4b and 4c.

The speed bump shown in Figures la, ib, Ic, Id and le comprises a contact plate 1 and base plate 2 whose uppermost surfaces 3 and 4 are differentially angled in relation to a pivot 5. The contact plate 1 is attached to a counter weight 6 that together can turn about the pivot 5. Attached to the counter weight 6 is a protrusion 11. The contact plate 1 is normally held in a position where its uppermost surface 3 is held level with a road surface by a latch 7. The latch 7 can be moved about a second pivot 8 by an actuator 9 via a rod 10. The aforementioned are enclosed by a body 12 except for the greater part of the uppermost surface 3 of the contact plate 1, the uppermost surface 4 of the base plate 2 and the uppermost surface of the protrusion 5. Both the contact plate 1 and base plate 2 form complementary grid so that when the contact plate 1 turns about the pivot 5 it meshes with the base plate 2. When installed in a road the uppermost surfaces of the speed bump are level with the road surface and orientated so that road vehicles traverse the speed bump from the counterweight 6 end towards the latch 7 end. Normally, with the latch 7 in the closed position the contact plate is held as shown in Figures la, 1 c and le so that a passing road vehicle traverses the speed bump unhindered.

However an approaching speeding vehicle will be sensed by a speed measuring device that will then cause the actuator 9 to move the latch 7 to an open position as in Figures lb and Id. When a road wheel of the speeding vehicle then passes over the bump, its weight will then depress the contact plate 1 into the grid formed by the base plate 2. This depression will take place progressively as the road wheel moves across the speed bump because of the differential angles formed by the uppermost surfaces 3 and 4 of the contact plate 1 and base plate 2. The contact plate does not become depressed to the maximum extent as shown in Figures 1 b and 1 d until the road wheel is adjacent the latch 7, after which the road wheel then makes contact with a now exposed part 13 of the body 12. Because the road vehicle is travelling at speed this contact transmits an impact shock to the road vehicle. After the passing of the road vehicle the contact plate 1 is returned to its original position by the action of the counter weight 6. In the event of the contact plate 1 being jammed in the depressed position by a foreign body the action of following road wheels impacting upon the protrusion 11 will return the contact plate to its raised position. The latch 7 is also returned to its closed position by the actuator 9 under the control of the speed measuring device.

Figures 2a, 2b, 2c, 2d and 2e show an alternative method of operation to that of the speed bump described in Figures la, lb, lc, lid and le. Here the difference is that a contact plate 14 has an uppermost surface 17 normally positioned above the level of a road surface as shown in figures 2a, 2c and 2e, with the latch 15 in the open position as shown in figures 2b and 2d. in this configuration the wheels of a passing road vehicle will progressively depress the contact plate 14 into a base plate 16 whose uppermost surface 18 is flush with the road surface as shown in Figures 2b and 2d, thus allowing the road vehicle to pass unhindered. However if the latch 15 is in the closed position as shown in Figures 2a and 2c the contact plate 14 stays in the raised position as the road vehicle passes and so becomes effective as a bump.

Another method of operation is shown in figures 3a, 3b, 3c and 3d. A contact plate 19 has a curved lower surface 20. Attached to the contact plate 19 is a counter weight 21 that has a protrusion 22. The contact plate 19 is normally held in position by a latch 23. An actuator 25 moves the latch 23 via a rod 26. A fixed rod 27 passes through a larger hole 28 that allows a limited amount of movement acting as a retainer keeping the contact plate 19 in place. The aforementioned are enclosed by a body 31 except for the greater part of an upper surface 30 of the contact plate 19 and the upper surface of protrusion 22. When installed in a road the uppermost surfaces of the speed bump are level with the road surface and orientated so that road vehicles traverse the speed bump from the counterweight 21 end towards the latch 23 end. Normally, with the latch 23 in a closed position the upper surface 30 of the contact plate 19 is held flush with the road surface as shown in Figures 3a and 3d. so that a passing road vehicle traverses the speed bump unhindered. An approaching speeding vehicle will be sensed by a speed measuring device which will then cause the actuator 25 to move the latch 23 to an open position as shown in Figures 3b and 3c. When a road wheel of the speeding vehicle then passes over the bump its weight will then depress the contact plate 19 into the body 31. This depression will take place progressively as the road wheel moves across the speed bump, because of the curved surface 20 rolls along a flat base plate surface 29 as shown in Figures 3a and 3c. Effectively the centre of tuning moves with the traversing road wheel. The contact plate 19 does not become depressed to the maximum extent as shown in Figure 3c until the road wheel is adjacent the latch 23 after which the road wheel then makes contact to a now exposed part 32 ofthe body 31. Because the road vehicle is travelling at speed this contact transmits an impact shock to the road vehicle. After the passing of the road vehicle the contact plate 19 is returned to its original position by the action ofthe counter weight 21. In the event of the contact plate 19 being jammed in the depressed position by a foreign body the action of following road wheels impacting on protrusion 22 will return the contact plate 19 to its raised position.

The latch 23 is also returned to its closed position by the actuator 25 under the control of the speed measuring device.

Figures 4a, 4b, 4c and 4d show an alternative method of operation to that of the speed bump described in Figures 3a, 3b, 3c and 3d. Here the difference is that a contact plate 33 is normally positioned so that an upper surface 34 is held above the level of a road surface as shown in Figure 4a, with a latch 35 in an open position as shown in Figures 4a and 4c. In this configuration the wheels of a passing road vehicle will progressively depress the contact plate33 over a flat base plate surface 36 by the force exerted by the passing road wheel, making the contact plate 33 roll along its lower curved surface 37, thereby allowing the road vehicle to pass uslhindered. However if the latch 35 is kept in a closed position as shown in Figure 4a the contact plate 33 stays in the raised position as the road vehicle passes and so becomes effective as a bump as shown in Figure 4a Whilst the devices shown in the drawings illustrate how height adjustable bumps can be improved it is appreciated that there are other latch mechanism that could be used. the force used to return the contact plate to its normal position could come from a hydraulic, electrical, magnetic, pneumatic or mechanical device such as a spring or ram. the actuator that controls the movement of the latch could any appropriate mechanism such as a hydraulic, electrical, magnetic, pneumatic or mechanical device. the speed measurement of vehicles could be made by any appropriate electronic or mechanical device and incorporate time delay and feedback mechanisms. the height adjustable bumps could be controlled by other devices such as computers. the grid shape or pattem could be other than that described. the bumps can be used as single or as multiple installations.

Claims

Claims 1. A speed obstacle for use on roads, the speed obstacle comprising a contact plate (as hereinbefore defined) mounted on a base plate (as hereinbefore defined) connected to a controlling mechanism such that the controlling mechanism can control selectively a vertical deflection of the contact plate in relation to the base plate as a wheel from a road vehicle traverses the contact plate where the vertical deflection is continuously progressive and dependant on the position of the road wheel to the contact plate.

2. A speed obstacle according to Claim I wherein the contact plate forms a complementary grid pattern with the base plate allowing substantial enmeshment of the contact plate and the base plate during the vertical deflection of the contact plate.

3. A speed obstacle according to Claims 1 and 2 wherein uppermost surfaces of the contact plate and the base plate are angled differentially enabling the progressive vertical deflection as the road wheel traverses the contact plate.

4. A speed obstacle according to Claim 1 wherein a lower surface of the contact plate and an upward facing surface of the base plate are curved differentially enabling the progressive vertical deflection to take place as a rolling action during the traverse of the contact plate by the road wheel.

5. A speed obstacle according to Claims 1 to 4 wherein the contact plate normally protrudes above an uppermost surface of the base plate and can be deflected vertically so that an uppermost surface of said contact plate is level with the uppermost surface of the base plate.

6. A speed obstacle according to Claims 1 to 4 wherein an uppermost surface of the contact plate is normally level with an uppermost surface of the base plate and can be deflected vertically so that the uppermost surface of the contact plate is lower than the uppermost surface of the base plate.

7. A speed obstacle according to Claims 1 to 6 wherein the controlling mechanism can either lock the contact plate in position rendering the contact plate substantially immobile or unlock the contact plate enabling the contact plate to be deflected vertically by the road wheel.

8. A speed obstacle according to Claims 1 to 7 wherein the controlling mechanism is actuated by mechanical, magnetic, electrical, pneumatic, or hydraulic means or a combination thereof 9. A speed obstacle according to Claims 1 to 8 wherein the operation of controlling mechanism is initiated by a measuring device.

10. A speed obstacle according to Claims 1 to 8 wherein the measuring device measures the speed of the road vehicle.

11. A speed obstacle according to Claims 1 to 10 wherein the measuring device measures any attribute of the road vehicle or differentiates between the road vehicle and another road vehicle.

12. A speed obstacle according to Claims 1 to 11 wherein the contact plate is pivoted in such a way as to enable the vertical deflection to take place about the pivot.

13. A speed obstacle according to Claims 1 to 12 wherein a force is applied to the contact plate so that the contact plate is returned to its original position after vertical deflection by the road wheel has occurred.

14. A speed obstacle according to Claims 1 to 13 wherein the force applied to the contact plate comes from an action of a spring, hydraulic, electrical, pneumatic, magnetic, or counterweight device or combination thereof.

15. A speed obstacle according to Claim 1 to 14 wherein an element attached to the contact plate is raised above the level of the uppermost surface of the contact plate during the vertical deflection of the contact plate. r6. A speed obstacle according to Claims 1 to 15 wherein the element attached to the contact plate makes contact with another road wheel therefore applying a force to the contact plate returning the contact plate to its original position.

17. A speed obstacle according to Claims 1 to 16 wherein a number of speed obstacles are positioned adjacent to each other across the carriageway of a road.

18. A speed obstacle according to any one of Claims 1 to 17 and substantially as herein described with reference to the accompanying drawings.

19. A method of selectively inhibiting the passage of road vehicles using a speed obstacle according to any one of the Claims 1 to 18 wherein the speed obstacle is placed in a road surface so that in one form a contact plate is uppermost at the same level as the road surface, either, imparting a physical shock to a passing road vehicle by allowing the weight of the road vehicle to deflect vertically the contact plate in relation to a base plate so that a road wheel of the vehicle drops below the level of an uppermost surface of the base plate so that the road wheel makes violent contact with a side of the base plate with the contact plate being returned to its original position by the action of a counterweight after the road wheel passes or by the weight of another road wheel acting upon a raised element, or by allowing the road vehicle to pass unhindered by the contact plate being locked in position level with the road surface, otherwise in an alternative form the contact plate protrudes above the road surface, either, imparting a physical shock to the passing road vehicle by remaining in the protruding position so that the road wheel makes violent contact with the protruding contact plate, or permitting the road vehicle to pass relatively unhindered by the weight of the road vehicle deflecting vertically the contact plate in relation to the base plate until the contact plate is level with the road surface with the contact plate being returned to its original position by the action of a counterweight after the road wheel passes or by the weight of another road wheel acting upon a raised element, with the aforementioned vertical deflections being continuously progressive as the contact plate reacts to the passage of the road wheel.

20. A method according to Claim 20 and substantially as herein described.