• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a speed safety system arranged and intended to be located at a road section intended for driving a vehicle in order to cause a single vehicle driver to reduce the speed of the vehicle along a road section, that said speed safety system comprises a speed barrier (4) comprising two interconnected sections, which sections form a lower surface section (41) and an upper surface section (42), respectively, where the speed barrier is arranged to be able to occupy a first inactive position (L1) and a second active position (L2), that an upper surface section of the speed barrier is adapted to assume a position which is flat with the upper surface of the road section, or substantially flat at said first inactive position (L1), and that the upper surface section of the speed barrier is adapted to assume a position raised relative to the upper surface of the road section at said second active position (L2), accommodates an interior space which is completely or partially fillable with one non-compressible cavity (36), said velocity securing system comprises a pressure generating means (30) for filling said inner space with the non-compressible cavity, said inner cavity having a first connection (7, 9) from a reservoir (35). for the non-compressible surface (36) via said pressure generating means (30).
    公开号:SE0850152A1
    申请号:SE0850152
    申请日:2008-12-18
    公开日:2010-06-19
    发明作者:Joakim Lindberg；Jan Lindberg
    申请人:
    IPC主号:
    专利说明:

    101520253035inner space of said speed locking system there is a first connection from areservoir fed the non-compressible fluid via said pressure generating means.
    Thanks to the invention, a system that is more reliable is obtained by someonebuild-up of pneumatic pressure is not required for the interior space of the speed bumpmust be able to be pressurized and take an active position.
    According to further aspects of the invention there is provided a speed system constructed ina chassis that involves easy movements and installations. Furthermore, the system entailsthe advantage that renewable energy can be used as the main energy source for operationof the system. Because the system only uses a non-compressible för uidum forpressurization of the speed barrier, a system has been created that is more fl visible than previously knownsystems where at least some of the supplied energy from the pressure generating means canrecycled. In addition, enables faster regulation between active andinactive mode by allowing the non-compressible fluid to flow back to saidreservoir in a return line when the inner space of the speed bump is depressurized and that itthe pressure generating means thereby momentarily has access to the required amountpressure generating fl uidum when new activation is to take place.
    BRIEF DESCRIPTION OF FIGURESThe invention will be described in more detail below with reference to thoseattached to the drawing fi gurema, in which:Fig. 1 shows in a side view the speed safety system mounted on ahand-drawn transport trolley, sack type,Fig. 2 shows the speed assurance system in rigged design along a road section,Fig. 3 shows the speed safety system as a vehicle approaches,Fig. 4 schematically shows the constituent components of the system,Fig. 5 shows the speed barrier placed on a road section in a view from the short side,Fig. 6 shows an alternative embodiment of the system, andFig. 7 shows the speed barrier according to the alternative embodiment placed on a road section ina short side view.
    DETAILED DESCRIPTION OF FIGURESFig. 1transport trolley, type sack cart,shows in a side view the speed safety system loaded on a handheld101520253035Fig. 2 shows the speed assurance system in rigged design along a road section,Fig. 3 shows the speed safety system as a vehicle approaches,Fig. 4 schematically shows the constituent components of the system,Fig. 5 shows the speed barrier placed on a road section in a view from the short side,Fig. 6 shows an alternative embodiment of the system, andFig. 7 shows the speed barrier according to the alternative embodiment placed on a road section ina short side view.
    Figure 1 shows the speed safety system loaded for transport on a hand towedtransport trolley. In the preferred embodiment, a chassis 1 is designed as a compact cabinet whichmounted on the transport trolley. The transport trolley preferably consists of a sack cart witha pair of wheels 3 and handles 2 to enable easy and smooth movement withhand power. The figure schematically indicates how a speed recording reader (radar)10, a camera 11, a speed tag 12, a solar cell 13 and a traffic symbol board 14arranged for compact transport on the transport trolley. Furthermore, at least one is seen, butsuitably fl your adjustable feet 6 in connection with the chassis of the transport trolley, andthe speed barrier 4 in the folded / rolled-up position attached to the chassis with a pair of straps 5.
    In addition, a conduit 7 is seen for the non-compressible fluid which comprises onecoupling means 8, preferably a quick coupling of a suitable type, for interconnectingan inner space of the speed barrier 4 with a reservoir for the non-compressible surfaceand the pressure generating member located inside the chassis.
    Figure 2 schematically describes how the system is installed on the roadway. Chassis 1 isset up and fixed with the adjustable feet 6. Speed barrier 4, ie. carpet 4, isrolled out over the roadway and a first connection for the non-compressible fl uidet iscreated by connecting a first pressure line 9 from the speed barrier with asecond pressure line 7 from the chassis via quick coupling 8. A solar cell 13 is raised andis held in position by means of a gas spring 15. When the solar cell generates electricity, a battery 26 is charged (seeFig. 4) which supplies the equipment with electricity. A traffic symbol board 14 that warms oneThe vehicle driver for the speed bump is mounted in the designated place at the top of the chassis.
    Furthermore, a speed mark 12 is mounted on the chassis, which informs the driverabout the maximum speed limit on the road section. The speed mark andthe traffic symbol board are both in the form of electric light signs that can be lit up withboth steady and flashing light. Furthermore, a reading unit / radar 10 is seen which registersthe speed of the approaching vehicle and in connection with that of the implementing vehiclespeed, time and date. In addition to using this information to activatethe speed barrier also entails the advantage of being able to take a log file of a vehicle without a camera101520253035and in text form then get out the vehicle's speed, time and date which may bevaluable for evaluating the system's efficiency, producing statistics, etc. The system canalso equipped with a camera 12 which, if desired, can take pictures of the vehiclelicense plate and its vehicle driver exceeding the maximum permitted speed. Thisis a simple addition to the system that is already equipped with a basic versionPC device to achieve the control functions and activation.
    With reference to Figures 3 and 4, the course of events and its function will now be discussedthe speed assurance system according to the invention is described. To be able to most easilyTo illustrate the course of events, different views have been chosen for carpet vehicles andtransport trolley.
    To the left of Figure 3, a view from above shows a speed barrier 4 laid out on the roadway and oneapproaching vehicle 18. In a preferred embodiment, the speed barrier comprises an expandable onehose section placed between two, as a mat structured and on top of each otherplaced sections, which form a lower surface section and an upper surface section, respectively (see figure5). The carpet is suitably anchored in the roadway. For example, asphalt screws 16threaded through holes 19 in the mat may be a suitable way but other means of anchoring the matcan of course be used.
    To the right in figure 3 is shown in a view from the side the transport trolley set up and ready for operation. Onefirst pressure line 9 from the carpet is connected to a second pressure line 7 fromthe transport trolley via a quick coupling 8. Transport trolley with associated chassis 1 isfirmly lined up next to the roadway. Preferably it is adjusted in horizontal position viaan adjustable foot 6, i.a. to ensure a safer reading with the reading unit 10.
    The course of events is as follows: A vehicle 18 is approached at too high a speed compared towhat the reading unit / radar 10 is set to. A control circuit receives a signal from the readerand activates the track symbol board 14, and the speed mark 12, which start flashing belowa certain preset time or until the vehicle 18 is at a predetermined distancefrom the speed barrier which the reading unit registers and gives a signal about. Brakes the vehicle 18 downat the current speed during this preset time or before the vehicles have reached itspecified distance stops the whole procedure and the traffic symbol board 14 andthe speed mark 12 goes out.
    On the other hand, the vehicle 18 would continue at too high a speed compared to what the reading unit / radar is10 is set to so passes after a certain predetermined time or a pre-given101520253035distance from the speed limit sign symbol 14 and speed mark 12 in solid lightat the same time as the speed barrier is pressurized so that a road bump is formed, ie. the speed bump takes oneother active mode.
    With continued reference to Figure 4, the very principle of pressurization andpressure relief of the interior space of the speed barrier is described, as well as the components thatcollaborate to achieve this.
    Inside the chassis 1 there is a container 35 for the non-compressible surface 36. To the containerthere is an outlet for the non-compressible fluid to a filling line 7 ”which leadsto a pressure generating means 30, preferably a pump. The pressure generating means isconnected to a first line 7 which in this preferred embodiment constitutes both the fillingand drain line. This line is connected to a second line 9 atthe speed barrier via a coupling member 8 mounted at each end of the respective line.
    According to the inventive concept, the container 35 contains a volume of the non-compressiblefl uidet 36 which is at least sufficient to fill and pressurize the interior space40 so that a second active position L2 can be taken. This presupposes the interior spacecontains a certain amount of fl uidum when connecting the speed barrier with the operating unit(pump, container, etc.) which could be the case if an operating unit is used toservice several speed bumps located in different places. Preferably, the container containshowever, a larger volume of the non-compressible fl uidet. More specifically, it isadvantageous if the container contains a volume of the non-compressible som uidet asat least is sufficient to fill the interior space so that a non-pressurized position L1can be taken in as well as fill and pressurize the inner space so that a second active position canintagas.
    Downstream of the pressure generating means there is a first valve 31 which is then closed as requiredpressure obtained in the interior space. Preferably, this first valve is a non-return valve.
    This first valve ensures that the pressure is maintained in the interior space during that timewhich the speed barrier must be in a second active position. Thus, the pressure generating means canis switched off when the correct pressure is reached, which reduces the system's energy consumption. Furtherthis first valve 31 prevents the pressure generating means from being unnecessarily exposedload in the form of the pressure wave that occurs when a vehicle passes over the speed barrier thenit is pressurized.101520253035Downstream of said first valve in the first line 7 there is a branch toreturn line 34 for a return fl fate of the non-compressible fl uidid from the interior space40 to the container 35. The return line comprises a second valve 32, preferably onesolenoid valve, which is normally open, but which then closes a pressurization of the interiorthe space is initialized.
    As described in connection with figure 3, the speed barrier is activated if a vehicle is too highspeed as it approaches the speed bump. On a signal from a control unit (PC), they closeboth valves 31, 32 and pump 40 are started. The interior space 40 in the speed bumppressurized with the non-compressible medium 36 from the container 35 and a road bumpformed in the speed barrier. The pressurized position is maintained for a sufficiently long timefor the approaching vehicle to pass the obstacle in pressurized position (provided that itcontinues its journey forward and does not make a very sharp deceleration alternatively stops)but short enough for any subsequent vehicles to maintain the correct speedbe able to pass the obstacle in a non-pressurized position. If several vehicles in a row are too highspeed, the time difference between the vehicles is registered and the corresponding time is added tothe time the speed bump is kept pressurized.
    When the current time for pressurisation for fl utit takes place an instantaneous pressure relief of the interiorthe space 40 by opening the second valve 32 in the return line 34. The firstand the second line 7, 9 now loses its pressure and the non-compressible surface 36returns via the return line 34 back into the liquid container 35, thanks to the container35 includes a vent valve 38 which is open to the surrounding atmosphere.
    Since the container 35 is located at an elevated level relative to the speed barrierthe first and second lines 7, 9 will remain filled with the non-compressible fl uidet. This means that the interior space can be pressurized very quickly.
    Due to the fact that the inner space according to a preferred embodiment consists of an expandable,fl visible hose section, a passing vehicle will push away any fl uiduminside the hose and completely collapse the walls of the hose and the vehicle can pass withoutsome noticeable discomfort. This is not experienced worse than driving over a manhole cover inthe roadway.
    According to the invention, advantages are achieved thanks to the system using the principle of onefl fatal open fluid system which means that as long as the system is not under pressureso fl surface fl uidet 36 freely in the conduits 7, 9 and 34 between the inner space andthe container 35. All return of liquid 36 to the container 35 is based on the principle that a101520253035expanded hose section pushes back fl uidet into the container then the second valve 32opens. Furthermore, the pressure that a passing vehicle creates also contributesthe hose section to press back id uidet to the container 35.
    The figure also shows a solar cell 13 that provides renewable energy (electricity) to a battery 26. Electricityis passed on to a PC unit 29 after first being converted by a converter 28. Theseunits 13, 26, 28, and 29 are connected via a terminal block 27 andall are enclosed in a junction box 37. The reading unit (radar) 10, is connected toThe PC device 29.
    It is further advantageous if the speed safety system comprises a warning siren 39which is arranged on the outside of the chassis 1 and has its direction towards a Road Worker orpedestrian. The warning siren 39 is activated when the vehicle has too high a speed and does notslows down.
    Figure. 5 shows the speed barrier 4 in a cross section placed on top of the roadway. Asphalt screws 16 (ejscale) for fixing the speed bump can also be seen. The speed bump includes two, whicha mat 4 structured and superimposed sections, which sections forma lower surface section 41 and an upper surface section 42, respectively. Between these surface sections there areinner space 40. The speed barrier is arranged to be able to assume a first inactive position L1and a second active position L2 which is indicated by the upper surface section of the speed bumpadapted to assume a position elevated in relation to the upper surface of the road section (thedashed line in fi guren). In the first inactive position, the upper surface section ofthe speed barrier adapted to occupy at least to some extent one with the upper surface of the road sectionflat, or substantially flat position, which is achieved when a vehicle passes the speed bumpand the interior space, in sections of the vehicle's tires, collapses as beforedescribed.
    Figure. 6 schematically describes how the system is built in case one wishes for oneactivation in two steps. The system is here expanded with another speed barrier, ie.an additional interior space in the form of a second expanding hose section 40 ”whichplaced, in the direction of travel, after the first hose section. A required thirdline 7B comprising a third valve 33 runs between the inner space 40 ”and itfirst line 7. To relieve pressure the second inner space 40 ”there is a secondreturn line 43 from the third line 7B to the second line 7. The secondthe return line comprises a, when the system is in active position, closed fourth valve 44 which101520253035opens when the system is to be depressurized. The fourth valve 44 can also be one against itfirst line 7 closed non-return valve.
    When activating the first speed barrier, the course of events is as follows: An approachvehicle 18 comes at too high a speed (H1) compared to a first preset speed(H0) on which the reading unit / radar 10 is set and thus triggers the traffic symbol board14 and the speed mark 12 which now flashes for a certain set time or one in advancegiven distance. Braking the vehicle 18 down to the current speed stops the entire procedureand the traffic symbol board 14 and the speed mark 12, go out. Would, however, the vehicle18 continue at too high a speed compared to what the reading unit / radar 10 is set topasses after a certain predetermined time or a predetermined distancethe traffic symbol board 14 and the speed mark 12 in steady light and the pump 30 startsat the same time as solenoid valve 32 closes. Now the first and second lines 7, 9 are pressurizedand the inner space 40 with fl uidum 36 from the container 35. The inner space(hose section) 40 expands and raises the upper surface section 42 to a certainlevel difference in relation to the roadway 20. The first speed barrier 4 is now, thanks tohose section, rigid for a predetermined period of time.
    Should the vehicle 18, also exceed a second preset speed (H2) which is higher thanthe first preset speed (H1) then occurs in addition to those described abovesequence of events as follows;When activating the second speed bump, the course of events is as follows: The thirdthe valve 33 is opened and the pump 30, which may still be in operation, is alternatively switched offon, pressurizes the second hose section 40 ”but fl uidum from the container 35 via itthird line 7B. When sufficient pressure is reached, the third valve andthe pump 30 is switched off, which helps to minimize the system's energy consumption.
    Alternatively, the third valve is kept open and the pump continues to run until the systemshall be pressure relieved when it is switched off. In such a procedure, the second return line can43 slopas.
    Figure 7 shows a proposal for a permanent installation of a speed barrier adapted fortwo-stage activation. The upper and lower mat sections are fixed and fixed in onebottom plate 21 via a clamping strip 22. The fixing in the bottom plate 21 takes place by means ofsuitable fastening means, preferably screws 17. The bottom plate 21 is fixed inthe roadway 20. In order not to expose the speed barrier to unnecessary wear, the roadway 20 is providedwith a recess 24 arranged in the pavement in which the speed barrier is located. IN1015at the bottom of the depression, under the bottom plate, there is a layer of a material with goodadhesion ability, e.g. asphalt glue 23 which helps to anchor the speed barrier.
    Any remaining joints around the base plate 21 and the road surface are filled in againpavement 20 suitable asphalt or leveled in another suitable way.
    The acquisition is not limited by what has been described above, but can be varied withinthe framework of the appended claims. It will be appreciated, for example, that non-compressible fl uidet (liquid) can be obtained from a nearby watercourse and thatpressure relief can be done by emptying the system of the liquid. Furthermore, the container canconstitute a separate entity, e.g. a tank on a tanker truck. It will be appreciated that the pressure generatingthe body does not have to be a pump but can be someone else for the purposesuitable power source, e.g. a static pressure increase d. Furthermore, it is understood that the inner space does notneed to consist of a separately expandable component without the Upper surface section ofthe mat can form this expandable component. The drive unit can of course be providedwith electricity from elsewhere, e.g. an internal or external diesel generator or a mains connection.
    权利要求:
    Claims (1)
    [1]
    10 15 20 25 30 35 10 PATENT REQUIREMENTS Speed locking system arranged and intended to be located at a road section intended for driving a vehicle in order to cause a vehicle driver to reduce the speed of the vehicle along a road section, said speed locking system comprising a speed barrier (4) comprising two, as a mat structured and superimposed sections, which sections form a lower surface section (41) and an upper surface section (42), respectively, where the speed barrier is arranged to be able to occupy a first inactive position (L1) and a second active position ( L2), that an upper surface section of the speed barrier is adapted to at least partially assume a position flat with the upper surface of the road section, or substantially flat at said first inactive position (L1), and that the upper surface section of the speed barrier is adapted to occupy one relative to the upper section of the road section surface raised position at said second active position (L2), that said speed barrier also accommodates an inner space which is completely or is partially fillable with a non-compressible cavity (36), said velocity securing system comprising a pressure generating means (30) for filling said inner space with the non-compressible cavity, characterized in that to said inner space there is a first connection (7, 9) from a reservoir (35) for the non-compressible fluid (36) via said pressure generating means (30). Speed assurance system according to claim 1, characterized in that said reservoir (35) comprises a container (35) which comprises an outlet (..) for a filling fl of the non-compressible fluid via a filling line (7 °), which filling line comprises said pressure generating means. means (30) and a first valve (31), that the container also comprises an inlet (..) for a return fl of the non-compressible fl uid via a return line (34) from said inner space to the container which return line comprises a second valve (32), that said filling line (7 ') and said return line (34) constitute two separate lines. Speed locking system according to claim 2, characterized in that said return line (34) forms a direct connection between the inlet of the container and the inner space. Speed assurance system according to claim 2, characterized in that said return line (34) forms an indirect connection between the inlet of the container and the inner space 10 in that said return line (34) is connected to the first connection (7, 9). ) in a position downstream of said pressure generating means (30). Speed assurance system according to claim 2, characterized in that said reservoir (35) houses a volume of the non-compressible fluid (36) which is at least sufficient to fill and pressurize the internal system so that a second active position (L2) is occupied. Speed assurance system according to claim 2, characterized in that said reservoir (35) contains a volume of the non-compressible fluid (36) which is at least sufficient to fill the internal system so that a first inactive position (L1) is taken up and to fill and pressurize the internal system so that a second active position (L2) is taken. Speed assurance system according to claim 2, characterized in that it comprises a reading unit (10), e.g. a radar, which is arranged to record a speed of a vehicle (18) approaching said road section, a control circuit (__) arranged to initiate filling of the interior space with said non-compressible fl uidum (36) when the vehicle has a speed (H1) exceeding a first predetermined speed (H0), the inner space thereby being pressurized and the speed obstacle occupying a second active position (L2). Speed assurance system according to claim 7, characterized in that said second valve (32) is a solenoid valve which is set in the closed position when the speed barrier is initiated to assume the second active position, said return fl in the return line (34) being stopped, said second valve (34) being set in an open position when the second position has been active for a certain predetermined time, whereby the non-compressible surface is thereby allowed to move in the direction of return out of the inner space to the container via said return line (34) causing a pressure drop of the inner space. Speed locking system according to claim 7, characterized in that said speed barrier further comprises at least one inner space, where filling of the non-compressible fluid is initiated by a second speed (H2) of the vehicle, which second speed (H2) is higher than said first speed (H1). ). Speed assurance system according to any one of the preceding claims, characterized in that said speed assurance system is of such a size that it can accommodate a smaller, preferably hand-drawn, transport trolley, for example a sack cart, and thus constitutes a mobile unit. Speed assurance system according to one of the preceding claims, characterized in that it comprises a speed camera in order thereby to be able to take pictures of the vehicle's registration plate and its vehicle driver in the event that the driver exceeds the maximum permitted speed.
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    同族专利:
    公开号 | 公开日
    WO2010071592A1|2010-06-24|
    SE533808C2|2011-01-18|
    EP2370640A1|2011-10-05|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2622034A1|1987-10-16|1989-04-21|Masair|Audible warning-decelerator device intended for equipping a traffic lane|
    AU2003275080A1|2002-09-20|2004-04-08|Brett Hall|A vehicle restrictor for the impedance of vehicle movement|
    GB2409698A|2003-12-31|2005-07-06|Alan Martin Walker|Variable traffic calming system|
    SE529195C2|2005-08-23|2007-05-29|Asr Traffic Ab|Cruise barriers in connection with a trailer-related arrangement|ITMS20110004A1|2011-03-15|2012-09-16|Antonio Azzarini|RDN |
    CN106284117B|2016-08-23|2019-01-15|武汉理工大学|Air spring type intelligent speed bump|
    法律状态:
    2015-08-04| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE0850152A|SE533808C2|2008-12-18|2008-12-18|The speed management system|SE0850152A| SE533808C2|2008-12-18|2008-12-18|The speed management system|
    EP09833755A| EP2370640A1|2008-12-18|2009-12-18|Speed securing device|
    PCT/SE2009/051467| WO2010071592A1|2008-12-18|2009-12-18|Speed securing device|
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