WO1994019544A1

WO1994019544A1 - Vehicle speed deterrent apparatus

Info

Publication number: WO1994019544A1
Application number: PCT/GB1994/000334
Authority: WO
Inventors: Idris Charles Davies
Original assignee: Idris Charles Davies
Priority date: 1993-02-20
Filing date: 1994-02-18
Publication date: 1994-09-01
Also published as: GB9303459D0; AU6040794A

Abstract

A speed deterrent apparatus for road vehicles comprises an element (31) mounted for movement between a first position substantially level with the road surface, and a second position e.g. raised above the road surface. A control means, such as a similar element (30) responds to an approaching vehicle to operate a link (32) and cam (34), preventing the element (31) from being depressed by the vehicle wheel for a predetermined time period. Thus if the vehicle is travelling at greater than a predetermined speed, the element (31) presents a raised obstruction over which the vehicle wheel must pass.

Description

Vehicle Speed Deterrent Apparatus

This invention relates to a speed deterrent apparatus for road vehicles.

It is common for local authorities and other bodies to build or install ramps across a road in built-up areas, in order to limit traffic speed. Such ramps vary in shape and size and there is no standard design: ramps may vary from a small rib of a few inches height, to a raised platform large enough to accommodate the entire wheel-base of a car.

It is found that different vehicles are affected in different ways by the various speed ramps. Some vehicles can negotiate some designs of ramp more comfortably at high speed than at low speed.

I have now devised a speed deterrent apparatus which alleviates these problems. In accordance with this invention there is provided a speed deterrent apparatus for road vehicles, the apparatus comprising a deterrent element mounted for movement between a first position in which it is substantially level with a road surface and a second position in which it is raised above or lowered below said first position, and control means responsive to an approaching vehicle to prevent or delay said deterrent element moving to its said first position or to maintain said element in its said second position when the vehicle is approaching at greater than a predetermined speed. The deterrent element may be normally raised, or be raised upon the approach of a vehicle, and so form a raised obstruction. The apparatus determines whether each approaching vehicle is travelling at greater than a predetermined speed: if it is, the obstruction remains in its raised position and forms a ramp over which the vehicle must pass, with consequent jolting. On the other hand, if the vehicle is approaching at less than the predetermined speed, the obstruction moves to its lowered position (preferably flush with the road surface) and the vehicle passes over the obstruction without jolting. Preferably the obstruction moves to its lowered position under the pressure of the vehicle wheels, unless it is prevented from lowering in this manner because the vehicle speed is too great.

Any form of vehicle sensing means may be provided to determine whether the vehicle is approaching at greater than the predetermined speed. Preferably however, the apparatus includes a timing arrangement which is triggered by arrival of a front wheel of the vehicle at a position upstream of the movable obstruction, and locks the obstruction against lowering for a predetermined time delay. Preferably this time delay is adjustable.

Preferably the apparatus comprises a member over which the vehicle's front wheel passes, the wheel pressure thus triggering the timing arrangement. This member preferably comprises another obstruction normally in raised position but which lowers under the wheel pressure, to actuate a mechanical lock for the main obstruction: means are provided to return this further obstruction to its raised position and release the lock, with time delay, once the vehicle's front wheels have passed over it. Preferably the two obstructions are interlinked so that the apparatus operates equally for vehicles travelling in opposite directions.

Instead of forming a raised obstruction, the deterrent element may drop to form a channel over which the vehicle passes with a jolt if the vehicle is travelling too fast. Whilst operation of the apparatus has been disused upon arrival of the vehicle's front wheels, it will be appreciated that the apparatus operates again, and in similar manner, upon arrival of the vehicles's rear wheels.

Embodiments of this invention will now be described by way of examples and with reference to the accompanying drawings, in which:

FIGURE 1 is a diagrammatic section through a first embodiment of speed deterrent apparatus, shown installed in a road; FIGURES 2 and 3 are similar sections through a bidirectional form of the apparatus shown in Figure 1;

FIGURE 4 is a diagrammatic plan view of the apparatus shown in Figures 2 and 3;

FIGURES 5 and 6 are diagrammatic sections through a second embodiment of speed deterrent apparatus, shown installed in a road and showing the apparatus in its normal and actuated conditions, respectively;

Figures 7 and 8 are diagrammatic sections through a third embodiment of speed deterrent apparatus, shown in its normal and actuated conditions, respectively;

Figure 9 is a diagrammatic section through a modified form of the speed deterrent apparatus of Figures 8 and 9;

Figures 10 and 11 are diagrammatic sectional views through a fourth embodiment of speed deterrent apparatus, shown in its normal and actuated conditions, respectively; and

Figure 12 is a diagrammatic sectional view through a fifth embodiment of speed deterrent apparatus, shown in its normal condition. Referring to Figure 1 of the drawings, there is shown a vehicle speed deterrent apparatus which comprises an obstruction in the form of a plate 1 having a downwardly- extending section 3 and biased into a raised position by a spring 2. The end of the section 3 is received in a recess 4 in the surface of the road 5. A roller 6 is mounted in the recess 4 on rotary bearings 7. The roller 6 has a rib 8 which projects above the normal road surface. This rib, or some other part of the roller, carries a locking bar 9 which is lightly biased by a spring 10 away from the section 3 of the plate 1. When a vehicle approaches, travelling in the direction indicated by the arrow A, its front wheels impact against the rib 8 to turn the roller 6, and drive the bar 9 towards the plate section 3. If the vehicle speed is great, the bar 9 will be driven so far as to lie below the plate section 3 and so prevent lowering of the plate l: then, as the vehicle moves forwards, its wheels will strike the plate section 3 and ride up onto the main part of the plate 1, causing pressure to be applied to the bar 9 to hold it in place. The vehicle is therefore subjected to a jolting effect. However, if the vehicle approaches at less than a predetermined speed, the displacement of rib 8 and roller 6 will not be significant and the bar 9 is not inserted below the plate section 3. Then as the wheel meets the plate section 3, it will press the main plate 1 downwardly against the bias of the spring 2, to a position flush with the road, and hence a relatively smooth ride will be experienced.

The apparatus shown in Figures 2 and 3 comprises a pair of obstructions arranged back-to-back so that the apparatus will act equally for vehicles travelling in either direction. For example, a vehicle travelling at a low speed from the right will cause one obstruction or plate 1 to be lowered and subsequently press down the other plate 1A. However, a vehicle travelling at a substantial speed will find the plate 1 locked against it (as shown in Figure 3) although the other plate 1A will again be automatically depressed as the wheels ride over it. Preferably the sections 1 and 3 of each obstruction plate are painted with warning signs, such as black and yellow bars as shown in Figure 4. Since each plate 1 is normally held in a raised position, the plate section 3 will be readily visible to an approaching driver.

Preferably the rib 8 has an upwardly projecting face directed towards the oncoming traffic with an angled or curved face leading back therefrom. Fast moving traffic, upon striking the rib, will force it forwards and hold it down. Slow moving traffic will, however, tend to ride over the upper corner of the rib and react against the angled or curved face on the other side so as to tend to push the rib rearwardly rather than forwardly. Figures 5 and 6 show a second embodiment of speed deterrent apparatus, which includes an arrangement for locking the obstruction plate 1 against lowering for a predetermined time delay. Thus, the apparatus includes an actuator plate 20 which is depressed by the front wheel or wheels of the vehicle, to displace a rod 21 against the bias of a damped spring 22: a locking bar 23 is linked to the rod 21 and is accordingly moved to a position below the downwardly projecting section 3 of the obstruction plate 1, to prevent the latter from lowering. If the vehicle is travelling at less than a predetermined speed, then once its front wheel or wheels have passed over the actuator 20, the spring 22 will have time to return the actuator 20 and locking bar 23 to their normal positions (shown in Figure 5) : then the obstruction plate 1 will lower under the vehicle's wheel pressure. However, if the vehicle is travelling at greater than the predetermined speed, the locking bar 23 will still be in position below the section 3 of the obstruction plate, and the vehicle front wheels will have to ride over the raised obstruction. The time delay, and hence the predetermined limiting vehicle speed, can be adjusted by altering the spring bias at 24.

Figures 7 and 8 show a third embodiment of speed deterrent apparatus. The apparatus comprises two elongate obstructions 30, 31 mounted across the road and spaced apart along the road, each obstruction 30, 31 being mounted for rotation about its longitudinal axis. Each obstruction 30, 31 is shaped in section (for example triangular) so that normally it projects above the road surface, as shown in Figure 7, but upon rotation will lie substantially flush with the road surface, as shown in Figure 8. The obstruction 30 is connected by a link 32 to a cam 34 rotatably mounted below the obstruction 31, and is also connected to a damped spring 35. As shown in Figures 7 and 8, when a vehicle approaches the obstruction 30, its front wheels press against this obstruction and rotate it to its position in which it lies flush with the road. This movement turns the cam 34, via the link 32, to a position as shown in Figure 8, in which the obstruction 31 is prevented from turning to its lowered position. Once the vehicle's front wheels have passed over the obstruction 30, the spring 35 will, with a time delay, return the obstruction 30 and the cam 34 to their original positions, so that the obstruction 31 can again be lowered. If the vehicle is travelling at less than a predetermined speed, then its front wheels will be able to press against the obstruction 31 and turn it to its lowered position (i.e. in which it lies flush with the road) . However, if the vehicle is travelling at greater than the predetermined speed, the cam 34 will still be in position to prevent the obstruction 31 being lowered, and the vehicle will have to ride over this obstruction. In the embodiment shown in figures 7 and 8, each obstruction 30, 31 has a pair of flaps e.g. 38, 39 pivoted to its sides to close gaps between those sides and the opposite edges of the recesses in which the obstructions are mounted: normally these flaps project from the opposite sides of the obstruction to lie flush with the road. However, as each obstruction turns to bring one of its sides flush with the road surface, the corresponding flap pivots to lie flush with that side of the obstruction, as shown in Figure 8 for flap 39. In Figures 7 and 8, the obstruction 31 is preferably biassed towards its normal, raised position. However, as shown in Figure 9, each obstruction may be coupled to a cam underneath the other obstruction, via a link 32 or 32A, and also coupled to a damped spring 35 or 35A, so that the apparatus operates equally for vehicles travelling in opposite directions.

Figures 10 and 11 diagrammatically show a further embodiment in which a pivoted actuator member 40 will be depressed by the wheel of a vehicle moving in the direction of the arrow A, to raise a pivoted obstruction 42 via a link 44. The obstruction 42 remains in its raised position for a predetermined period of time before it lowers again, at the same time raising the actuator member 40. Preferably the obstruction 42 reaches an over-centre position when raised, so that it is not depressed under the weight of the vehicle.

Figure 12 diagrammatically shows a yet further embodiment in which an element 50 is normally supported level with the road surface, by a cam 52. A pivoted actuator member 54 is depressed by the wheel of a vehicle moving in the direction of the arrow A, to turn the cam 52 such that the element 50 drops to a position below the road surface: alternatively the element 50 is no longer supported so that it will drop under the weight of the vehicle. In either case the cam returns to its normal position, to raise the element 50 and actuator member 54 again, after a predetermined time. Thus if the vehicle is travelling at greater than a predetermined speed, its front wheel will drop into the transverse channel formed because the element 50 has dropped, imparting a jolt to the vehicle. A similar actuator mechanism may be situated on the opposite side of the element 50, for operation by vehicles approaching from the opposite direction.

It will be appreciated that although the operation of each speed deterrent apparatus has been described in relation to arrival of the vehicle's front wheels, the apparatus will operate in similar manner again upon arrival of the vehicle's rear wheels.

Claims

1) A speed deterrent apparatus for road vehicles, the apparatus comprising a deterrent element mounted for movement between a first position in which it is substantially level with a road surface and a second position in which it is raised above or lowered below said first position, and control means responsive to an approaching vehicle to prevent or delay said deterrent element moving to its said first position or to maintain said element in its said second position when the vehicle is approaching at greater than a predetermined speed.

2) A speed deterrent apparatus as claimed in claim 1, in which said control means includes a timing arrangement which is triggered by arrival of a front wheel of the vehicle at a position upstream of the movable element, to maintain the movable element in its said second position or preventing it from moving to its said first position for a predetermined time delay.

3) A speed deterrent apparatus as claimed in claim 2, further comprising a member over which said vehicle front wheel passes, and responsive to the pressure of said wheel to trigger said timing arrangement.

4) A speed deterrent apparatus as claimed in claim 3, in which said member is normally in a raised position relative to the road surface but lowers under the wheel pressure, to actuate a mechanism for maintaining said element in its said second position or preventing it from moving to its said first position.

5) A speed deterrent apparatus as claimed in claim 4, in which said member returns to its said raised position after said time delay.

6) A speed deterrent apparatus as claimed in claim 5, in which said element and said member form obstructions normally raised relative to said road surface, and are interlinked so as to operate in complementary manner for vehicles travelling in opposite directions.

7) A speed deterrent apparatus as c^"1aimed in any one of claims 1 to 5, in which said element is normally in its said position substantially level with the road surface and is moved to its said second position in response to the approach of a vehicle.