Technical field

The present invention relates to a movable artificial hump that is particularly suitable for being integrated into the road paving and rising and lowering according to need.

Background Art

As is known, an artificial hump is a raised element placed transverse to the carriageway that creates an obstacle that is such as to moderate the travel speed of vehicles.

In fact, the artificial hump is also defined as a speed hump or, sometimes is known as a speed bollard as it is a tool provided precisely for limiting the speed of vehicles in built- up areas.

Currently, a hump can be circular, parabolic o sinusoidal and can be made of rubber, of plastics and be applied to the road bottom or be constructed with bitumen conglomerate or paving. In particular, the speed at which a vehicle can pass over a hump decreases with the height of the hump, which can vary from 3 cm to 15 cm; further, the humps can vary in length from less than 30 cm to almost 3 m and are used to slow traffic in residential districts.

In greater detail, in Italy the Highway Code Implementation Regulation (Italian Presidential Decree 495/1992, as amended by Italian Presidential Decree 610/1996) in article 179 (article 42 of the Highway Code) prescribes for speed breakers: "Artificial humps can be implemented only on residential roads, in public and private parks, in residences, etc.; they can be installed serially and must be preannounced. It is forbidden to use them on roads used as preferential itineries for vehicles normally used for rescue or emergency services".

The humps currently in use admittedly perform their task of speed breakers but have revealed a series of problems. In fact, although the speed humps are very effective in keeping the speed of vehicles low, the use thereof is often opposed by motorists as they can cause noise and damage to vehicles if they are taken at high speeds. Another problem arises with poorly designed road humps that are often located in private car parks (too high, the climbing angle too large for the permitted speed) and are rather difficult to pass over for vehicles the bottoms of which are too close to the ground such as, for example, sports cars, even at very low speeds.

Further, one important problem arises from the fact that the humps hinder or slow access to certain areas by emergency vehicles. In fact, the roads along which rescue, police or emergency vehicles travel most frequently or bus lanes, very often do not have humps, so the desired slowing down cannot be obtained.

Another problem highlighted by studies and research is that it has been found that humps kill more people than they save, mainly because of the aforesaid delays to emergency services. Further, it has been found that humps give rise to an increase in pollution in the areas in which they are present.

A further problem arises from the fact that in most cases the humps are not designed according to a common standard and with sufficient precision. In fact, the corner of a hump, if it is not correctly built can, for example, damage the wheels of a bicycle and be the cause of accidents.

In addition, the fact that the humps currently used are a nuisance, different from one another and hazardous and the hazardousness thereof has led to an increase in the intolerance towards these structures that often do not comply with directives and are often used arbitrarily.

Last but not least, the humps are deformations of the road, bother the occupants of the vehicle and greatly stress the wheels, the chassis and suspension. Disclosure of Invention

The object of the present invention is substantially that of solving prior-art problems by overcoming the difficulties disclosed above by means of a movable artificial hump that is able to be completely integrated into the road surface and to be raised and lowered rapidly so as to enable the stretch of road to be travelled along without obstacles and slowing down being forced on emergency vehicles and police vehicles in the line of duty, without such vehicles having to slow, when journey time may be fundamental for the person requesting assistance.

A second object of the present invention is that of making a movable artificial hump that is able to offer the convenience of being able to be used or not in certain places like near schools, public buildings, places of worship, etc and in particular periods of time like those of heavy traffic in order to be able to manage the flow of traffic better.

A third object of the present invention is to make a movable artificial hump that enables the movable artificial hump to be installed where the installation thereof is forbidden by the highway code because of the transit of emergency vehicles.

Another object of the present invention is to have a movable artificial hump of prefabricated type that has a sturdy structure, withstands the stress due to the transit of heavy vehicles, has a simple structure with limited overall dimensions that is easily and conveniently assembled and dismantled.

A further object of the present invention is to have a movable artificial hump that offers excellent operation and safety with any environmental condition.

An object that is not the last object of the present invention is to make a movable artificial hump that is easy to make and has good efficiency.

Brief Description of Drawings These objects and still others, which will become clearer in the course of the present description, are substantially achieved by a movable artificial hump, as claimed below. Further features and advantages will appear to be clearer from the detailed description of a movable artificial hump, according to the present invention, given below with reference to the attached drawings, which are provided merely by way of non-limiting example, in which:

figure 1 shows, schematically and in a perspective view, a movable artificial hump that is the object of the present invention in an operating condition;

figure 2 shows, schematically and in a perspective view, the movable artificial hump of figure 1 in the non-operating condition;

figure 3 shows in a schematic and partially exploded manner a component of the hump of figure 1 ;

figure 4 shows, in a schematic manner, a second component of the hump in question;

- figure 5 shows a side view of the component of figure 4;

figure 6 shows a front view of the component of figure 4;

figure 7 shows, schematically and in a perspective view, a third component of the hump of figure 1 ;

figure 8 shows in a detailed perspective view the third component of figure 7 in the non-operating condition;

figure 9 shows in a detailed perspective view the third component of figure 7 in the operating condition;

figure 10 shows a top view of elements of the third component of the hump in question; figure 1 1 shows a side view of the third component of figure 7 in the operating condition;

figure 12 shows a side view of the third component of figure 11 in the non- operating condition;

figure 13A shows a front view of the hump in question in the operating condition;

figure 13B shows a partially sectioned front view of the hump of figure 13 A; figure 13C shows a front view sectioned further of the hump of figure 13B; figure 13D shows a side view of the hump in question in the operating condition; figure 13E shows a partially sectioned side view of the hump of figure 13D; figure 13F shows a side view sectioned further of the hump of figure 13C;

figure 14A shows a front view of the hump in question in the non-operating condition;

figure 14B shows a partially sectioned front view of the hump of figure 14A; figure 14C shows a front view sectioned further of the hump of figure 14B; figure 14D shows a side view of the hump in question in the operating condition; figure 14E shows a partially sectioned side view of the hump of figure 14D; figure 14F shows a side view sectioned further of the hump of figure 14C;

figure 15 shows in a perspective view the elements of figure 10 of the third component of the hump in question;

figure 16A shows the street housing for the hump of figure 1 ;

figure 16B shows other details of the hump in question;

figure 17 shows the diagram of the hydraulic plant for the hump according to the present invention. With reference to the quoted figures, and in particular figure 1 , with 1 a movable artificial hump has been indicated overall, according to the present invention.

Best Mode for Carrying Out the Invention

The movable artificial hump 1 substantially consists of four blocks: a first block consisting of a lifting unit 2, a second block consisting of a housing unit 3, a third block consisting of a containing body 4 provided for receiving internally the housing unit that in return receives the lifting unit 2 and a fourth block consisting of an upper cover 10. The first block, shown in figure 7 and consisting of the lifting unit 2, substantially comprises three beams, a lower beam 20, an intermediate beam 22 and an upper beam 23 that are made of steel. In greater detail, the lower beam 20 has a hollow rectangular section, of a length that is equal to the dimension of the carriageway and comprises an arm 21 provided for engaging a thrust device 6. Further, the beam 20 has on each side a guide pin 5a, shown in figure 7, and the function of which will be illustrated below. On the lower beam 20, the intermediate beam 22 rests that has a width that is the same as the preceding width, has a full rectangular section and has, on the upper face, at least three full trapezoid wedges 220, that are equidistant from one another, of a height that is the same as the vertical sliding that it is desired to supply to the hump. In greater detail, the beam 22 is connected to the appropriately sized thrust device 6 that is placed laterally to the street seat and outside the street seat, such that when driven it provides the beam 22 with horizontal sliding in a direction that is transverse to the road axis. According to the present embodiment, the upper beam 23, as wide as the others, has a hollow rectangular section and has, on the lower face, at least three full trapezoidal wedges 230, that are equidistant from one another, have the same geometry as those on the upper face of the beam 22. Further, the beam 23 has on each side a guide pin 5b, shown in figure 7, which is similar to the pin 5a of the beam 20. In particular, on the beam 22 a pair of high-low control plates 7 is engaged, each plate of which is located on a side of the beam 22. Each control plate 7 comprises a plate 75 fixed to the beam 22 from which two arms 76 and 77 lead away that are opposite one another that at the free end bend orthogonally with a geometry provided in such a manner as to be able to slide on the guide pins 5a and 5b inserted into the beams 20 and 23 and protruding therefrom.

In fact, the pins 5a and 5b have the task of limiting the rise of the lifting unit and of ensuring recompacting thereof during the lowering step.

According to the present invention, the second block consisting of the housing unit 3 is provided for receiving and protecting the lifting unit 2. The unit 3 mainly consists of a plurality of hollow metal "U"-shaped beams 30 with a square section that are welded to the lower beam 20 and are shown in figure 13E.

Inside the "U"-shaped beams 30, guards 8 and 9 are provided, as shown in figure 4 and in figure 6, made of sheet metal to be bolted onto the beam 23 to protect the zone of the wedges from inclusion of external material that could compromise the operation thereof. The two guards 9 present between the central "U"-shaped beams have a geometry that is such as to enable high-low control plates 7 to be housed. The other guards 8 can be made with a simple rectangular geometry.

Further, the sheet metal guards 8 and 9, fixed to the upper beam 23, extend as far as covering part of that lower beam 20 even with the hump raised and protect the components of the lifting unit from infiltrations of sand.

In particular, to the end "U"-shaped beams 30 two steel plates 80 are fixed, which have the function of preventing horizontal sliding of the beam 23. In detail, the hollow ends of the "U"-shaped beams 30 are closed by plates of suitable dimensions that are welded to the "Ι -shaped beams 30. In addition to what has been illustrated so far, the "U"-shaped beams 30 are provided with particular "T"-shaped protrusions 35 provided for enabling better adhesion thereof to the concrete cast, as shown in figure 5.

Still according to the present invention, the third block consisting of the concrete containing body 4 is provided for receiving internally another two blocks. In particular, the containing body 4, shown in figure 3, has suitable seats 40 provided for inserting "U"-shaped beams 30 and a seat 41 for housing the lower beam 20, which will be partially immersed in the cast. In particular, two manhole covers 42 are provided that are made of cast iron or of another suitable material that will close the cavities of the containing body that are not covered by the upper cover 10 of the hump.

In greater detail, the containing body 4 is configured in such a way as to be externally like a parallelpipedon whereas, internally, it has hollow spaces for the access to the components in the event of necessity (maintenance and possible cleaning of the bottom). Further, it is also possible to unbolt the high-low control plates 4 to possibly remove during work the beams 22 and 23. The containing body is prepared in the facility, with the help of suitable formwork, after positioning the "U"-shaped beams in the correct configuration so as to create a single body of the second and the third block.

According to the present embodiment, the lifting unit 2 and the housing unit 3 are situated below road level, but this positioning does not rule out, prevent or limit operation even if it is immersed in water, nevertheless there is provided a system of drainage by drilling the bottom of the containing body 4.

As indicated previously, the end zones, i.e. the resting zone of the thrust device and the opposite zone, i.e. the edge zone of the beam 22, which protrude laterally from the hump, are closed at ground level by the inspectable manhole covers 42. The artificial hump in question has a fourth block that comprises the upper cover 10 that constitutes the hump portion that emerges from the road seat and comes directly into contact with the vehicles. As shown in figures 10 and 15, the upper cover 10 consists of a series of elements that are: a metal plate 13 with a rectangular section welded or bolted to the beam 23, two metal wings 14 and two sliding plates 15 for the wings. In particular, the two sliding plates 15 are welded to the "U"-shaped beams 30 and fixed to the containing body 4.

In the present embodiment, the plate 13 has a wing 14 for each side, as shown in figure 15, and the plate 13 is hinged on the wings 14 by hinging pins 16 so as to enable the wings to be rotated. Further, the wings 14 and the sliding plates 15 are suitably shaped so as to be perfectly coplanar with the road seat when the hump is in a non-operational, i.e. lowered configuration, as shown in figure 14E.

In addition, two springs 18 are provided that are hooked to trapezoidal metal plates 17 that are welded under the wings 14. The springs 18 ensure correct positioning of the wings in both the operational and non-operational configurations (raised and lowered). In particular, the plates 17, in addition to providing the hooking seat for the springs 18, close the interstices that are created to the side of the mechanism in the operational/raised configuration.

Lastly, the upper faces of the plate 13 and of the wings 14 can be made visible in yellow-black stripes according to the highway code.

In addition to what has been illustrated until now, the geometry of the wings 14 and of the respective sliding plates 15 is constructed in such a manner as to prevent the passage of dirt, stones and small objects that could interfere with the operation of the lifting unit: in fact, whenever the wings 14 are lowered by sliding on the plates 15, the conformation thereof helps to raise and remove possible deposited residues. The trapezoidal hump, as specified by the highway code, provides set heights, widths and gradients that are appropriate to the speed limit that it is wished to set. The previously disclosed elements of the upper cover 10 are suitably sized to be able to comply with the size dimensions prescribed by the highway code.

As indicated previously, all the components of the artificial hump according to the present invention, except for elements making up the surface cover that emerge from the road surface, are all located below the level of the road surface.

In particular, in order to install the hump in roads with crossfall, it is necessary to prepare the adjacent road surface by progressively connecting the part of the road surface so that near the hump it is perfectly horizontal, as set out in figure 16.

As already mentioned, the hump in question comprises, moreover, a thrust device 6 located in a cabin placed on the surface on the road side. In fact, in order to drive the lifting unit 2, it is possible to use any thrust system the position and speed of which is controllable with sufficient precision like, for example, the hydraulic cylinder 6 used in the present embodiment of the hump and shown in figure 7 and in figure 14C, but also mechanical pushers or any other mechanism that performs the same function.

The hump according to the present invention comprises a drive and control system for moving beams 22 and 23 and the intermediate beam 22 is connected to the cylinder 6 coaxially as shown in figure 13B.

The drive system for driving the cylinder 6 provides a hydraulic plant, shown schematically in figure 17, an electric plant and a radio control plant.

In the present embodiment, the hydraulic plant substantially comprises the thrust device, i.e. the cylinder 6 moved by a motor 60 and managed by a solenoid valve 61 with corresponding magnets 610. Further, the plant comprises an accumulator 65 maintained at a constant pressure by a pair of pressure switches 62 and 63 or with other equivalent systems, a pump 66 for maintaining pressure with corresponding check valve 67 and a maximum pressure control valve 68, an on/off valve 69 and a gauge 70 in addition to a tank 71.

The movable hump in question is set up for rising and lowering following a command received and the rising time of the upper cover of the hump is about two seconds, just like the levelling time; the speed is such as not to constitute a hazard for possible vehicles in transit at that moment of time.

In fact, the upper cover of the hump is set up to stop moving if a vehicle is in transit. This stop to movement occurs inasmuch as the pressure accumulator 65 is present that in presence of a load cushions the thrust of the cylinder so as not to create counterblows that are unpleasant or hazardous for the vehicle.

Hump movement is activated through the command given by a radio transmitter of the "telepass" type, i.e. a transceiver device located in the vehicle and carriageway side. In fact, following a pulse given by the transmitter, the upper cover of the hump lowers, going to the non-operating condition before the actual transit of the vehicle with the resulting raising of the hump after the transit of the vehicle, all in an automatic manner. Further, the movement of the hump is activated through a system that recognises the two-tone signals of the sirens of the emergency vehicles and police vehicles.

It is also possible to use a transmission system (vehicle-hump communication) other than the radio frequency.

The drive system of the cylinder is supplied by batteries that are rechargeable from the grid that are fitted with an uninterruptible power supply provided for reasons of safety in the event of a temporary power cut. Further, it is possible to provide for the use of solar panels that are suitable for accumulating energy for the operation of the electric motor 60 that drives the cylinder 6. In greater detail, the carriageway-side receiver is provided for driving the electric motor present in the hydraulic plant that moves the cylinder for the rising and lowering movement of the movable bollard. Any movable bollard that is installed has a hydraulic unit and electrical unit with transmitters and receivers that will operate on the same waves of frequency so that, if there are several bollards on the same road, they have the same conditions and movement modes.

The drive system for driving the hump in question provides for the electric plant being fitted with a three-level master switch to have three operating modes: off/manual/automatic.

In greater detail, in off mode, all the functions of the movable bollard and all the systems thereof, both electrical and hydraulic, are inhibited, because the system is disconnected from the battery and from the network, so that everything remains inactive. In manual mode, the system is controlled by a person on the carriageway side, where the electrical unit is positioned, and that person can decide at will by means of a switch, whether to lower or raise the movable bollard. The switch will control the electric motor 60 and corresponding magnet of the solenoid valve 61 for the lowering or lifting of the upper cover.

Further, the system can be remote-controlled from a central seat of the traffic control. In automatic mode, the movable hump is in a raised position for most of the time and the hump will be induced to descend only when the vehicle fitted with a transmitter approaches the receiver, being "hooked" by the latter or the assigned system recognises the two-tone signals of the sirens of the emergency vehicles. The "hooking" signal will give an electric command to the motor 60 and to the magnet of the solenoid valve so as to move the cylinder 6, which by sliding the intermediate beam 22 and moving the wedges away from one another, as shown in figure 14C, will lower the elements making up the upper cover of the hump as shown in figure 14D. As soon as the vehicle has exited the range of action of the receiver the system will return to the initial position, returning the bollard to the raised position. "Unhooking" from the frequency will give electric consent to the motor 60 and to the magnet of the solenoid valve to move the cylinder and return the wedges of the intermediate beam in contact with those of the upper beam, as shown in figure 13C, thus raising the elements making up the upper cover of the hump as shown in figure 13D. In greater detail, the solenoid valve 61 is fitted with a pulsed electric control that maintains the hydraulic position by internal detent.

In particular, the cylinder 6, when it comes to the end of both the rising and the descending stroke, is monitored by a first limit switch 62 that is suitably calibrated (100 bar) that is provided to switch off the electric motor 60 and remain in an energy-saving condition.

In addition to what has been illustrated until now, road-side sensors are provided that are positioned at a due distance from the hump to ensure operation also for vehicles travelling at a considerable speed like, for example, emergency vehicles.

In greater detail, the hydraulic circuit is provided for maintaining the cylinder connected to the movable bollard, in a raised position without there being able to be any accidental descent. This condition is obtained by the accumulator 65 present on the pressure line that maintains the thrust pressure always constant (e.g. at 100 bar). If the line pressure falls below a preset threshold (e.g. 80 bar), the second pressure switch 63, which is calibrated at 80 bar, will activate the motor 60 which will "turn" the pump 66 so as to restore pressure to 100 bar and then disconnect upon activating the first limit switch 62. As already partially mentioned, when the hump moves, the lower beam 20 remains fixed and stationary in the seat thereof, the intermediate beam 22 is slid exclusively horizontally transversely to the road axis, which sliding is imposed by the hydraulic cylinder 6, and the upper beam 23, consequently and through the effect of the slipping of the wedges, undergoes exclusively vertical lifting.

Sliding the beams 22 and 23 in the provided directions is ensured by the housing unit 3 and by the high-low control plates 4.

As illustrated previously, the movable artificial hump in question is conceived to operate from a non-operational condition in which it is lowered to an operating condition in which it is raised with respect to the road surface.

From what has been disclosed in a prevalently structural direction, the operation of the invention in question is as follows.

When the intention is to dissuade motorists from travelling at high speeds, the movable artificial hump is activated by raising the elements of the upper cover so as to create a rise of the road surface so as to force the motorists to reduce transit speed, whereas, if it is desired to have a smoother and faster traffic flow, for example, during the rush hour, it is enough to lower the hump. In particular, when a rescue or emergency vehicle has to transit, the hump is placed in the non-operating and lowered condition. This change of condition occurs either through activation by an operator or through a command obtained from the dialogue between a transmitter and a receiver or through the recognition of the two-tone signals of the sirens lowering the surface cover of the hump by activating the thrust device, which moves the intermediate beam. The hump is of course naturally indicated both as a presence on the road and it is also indicated whether the condition of the hump is operational/raised or non-operational/lowered.

This invention thus achieves the proposed objects.

In fact, the movable artificial hump in question permits raising and lowering very rapidly so as to permit travel along the road section without obstacles and forced slowing of rescue vehicles, emergency vehicles and police forces in the line of duty without having to slow down, when journey time is extremely important for the person who has requested assistance.

Advantageously, the hump, once it is positioned, is completely integrated into the road surface so that it can be installed and used even where it is now forbidden by the highway code for the transit of rescue and emergency means. Further, the hump according to the present invention permits great flexibility of use because it can be used or not used in given places like schools, public buildings, places of worship, etc and in particular periods of time like very busy times in order to be able to manage traffic flow as well as possible.

One advantage of the movable artificial hump is due to the fact that it is prefabricated, so that installation time on the road is greatly reduced and the usability of the road is not compromised; further, the hump has a sturdy structure so as to resist stress due to the transit of heavy vehicles but at the same time it is a simple structure with limited overall dimensions so that it can be easily and conveniently assembled and dismantled.

In addition, owing to the structural simplicity of the hump according to the present invention, the hump does not require particular maintenance and consequently management of the hump becomes hardly onerous.

Another advantage is that the hump can be raised/lowered even in the absence of an electric power supply.

In addition, the hump, owing to the structural simplicity of the lifting system, enables good efficiency over time to be ensured and also in the presence of water and sandy detritus. In particular, even if the containing body is submerged by the water (an unlikely condition because of the presence of drainage holes in the containing body) the hump is nevertheless able to operate as inside the containing body no electric components are present.

In addition to what has been shown so far, the movable hump being radio-controlled enables the emergency vehicles, suitably provided with a control, to be able to travel along the road without having to slow down, in complete safety when journey time can make the difference in timely interventions as the hump levelling control is operational already at a due distance and levelling time is about two seconds.

Advantageously, the movable artificial hump in question offers optimal operation and safety and is operational in any environmental condition.

Not the last advantage of the present invention is that it is significantly easy to use, easy to make and very functional.

Naturally numerous modifications to and variations on the present invention can be made, all of which are part of the inventive concept that characterises the invention.