BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 illustrates a perspective view of a one-way speed bump according to one embodiment of the present invention showing the front face, top portion and anchor holes.
FIG. 2 illustrates a top view of the speed bump of FIG. 1.
FIG. 3 illustrates a rear view of the speed bump of FIG. 1 showing the rear face of the speed bump.
FIG. 4 illustrates a side view of a one-way speed bump showing the recess, dimensions, H1, H2, H3, W1, W2, and angles α and β according to one embodiment of the present invention.
FIG. 5 illustrates a speed bump with a rounded front face and a round rear face.
FIG. 6 is a side cross-sectional view of a speed bump along an anchor holes according to one embodiment of the present invention showing an anchor hole and a countersunk portion.
FIG. 7 is a perspective view of a one-way speed bump showing the rear face, recess and indicia according to one embodiment of the present invention.
FIG. 8 is cross-sectional perspective view of the speed bump along one of the anchor holes showing a means for mounting the speed bump to the pavement including an anchor and bolt according to one embodiment of the present invention.
DETAILED DESCRIPTION
A one-way speed bump 1 according to one embodiment of the present invention shown in FIGS. 1-3. The speed bump 1 has a generally flat bottom surface 2, which faces the ground. In one embodiment, the ground may comprise pavement. The term “pavement” as used herein is not meant to be one of limitation and can be, for example, a roadway, highway, aisle way, row or parking lot. The speed bump 1 may be positioned to traverse all or a portion of a road. As used herein, “road” may be used interchangeably with aisle or any other surface upon which vehicles travel. The length of the speed bump, shown as L in FIG. 1, varies depending on the on the width of the road and may be of whatever length is necessary to control traffic. This may include aligning more that one speed bump 1 alongside others. It should be apparent that the length of the speed bump is not a limitation of the device. Rather, length is a function of the road or aisle to be controlled. In one embodiment, L is 36 inches. In another embodiment, L is 72 inches. As seen in FIGS. 1-3, the speed bump may have anchor hole 12 with countersunk portions 14. Bolts (not shown in FIGS. 1-3) may pass through the anchor holes 12 to affix the speed bump 1 to the pavement.
The speed bump 1 has a front face 4 having a relatively shallow front angle. The speed bump 1 may have sides 3 at each end. The shallow front face 4 is the face of the speed bump 1 that a driver sees if approaching from the correct direction. The shallow front face 4 is designed to allow a vehicle traveling at a safe speed and in the correct direction to pass over the speed bump with little effect on the vehicle or driver. The shallow front face 4 may be set at an acute angle, shown as a in FIG. 4, relative to the bottom, for example, an angle of about 10° to about 35°, typically about 15°.
Referring still to FIG. 4, the speed bump 1 also has a rear face 6 having a relatively steep angle which impedes traffic going in the wrong direction. Even at a slow speed, the steep rear face 6 of the speed bump acts as a significant obstacle and deterrent for vehicles traveling in the wrong direction. The steep rear face 6 is positioned at an angle, shown as β, relative to the bottom, for example, about 35° to about 100°, typically about 60°.
In one embodiment of the invention, a top portion 8 may be located between the rear face 6 and front face 4. In a particular embodiment, the top portion 8 is a substantially flat surface generally parallel to the ground or pavement. The top portion 8 may have a dimension, shown as W2, of for example 0 inch to 6 inches, for example 2.1 inches. In another embodiment, the top portion 8 may have a radiused width or radially transition from the front face 4 to the rear face 6.
In another embodiment shown in FIG. 5, the substantially flat front face 4 and rear face 6 may be replaced with curved/or faceted surfaces so as long as the overall angle of each surface is more shallow on the front face 4 than the rear face 6. The overall angle refers to an angle relative to the bottom and a best-fit plane passing through the face. The dashed lines in FIG. 5 illustrate examples of best-fit planes for the front face 4 and the rear face 6.
Referring again to FIG. 4, the speed bump 1 has an overall height, shown as H1, sufficient to provide an impediment to vehicles traveling in the wrong direction or at a high speed in either direction. H1 can be, for example, between 1½ and 6 inches, for example about 2.5 inches.
The shallow front face 4 and the bottom 2 of the speed bump 1 may be connected by a transition region, such as a short vertical edge 10 as shown in FIG. 4. The vertical edge 10 may have a height, shown as H2, of for example 0 inch to 1½ inches, for example about 0.5 inch. Similarly, the rear face 6 and the bottom 2 of the speed bump 1 may be connected by a transition region, such as a short vertical edge 11 as shown in FIG. 4. The vertical edge 10 may have a height, shown as H3, of for example 0 inch to 4 inches, for example about 0.4 inch.
As identified in FIG. 6, the speed bump 1 may have a recess 16 in the steep rear face 6. The recess 16 may be provided with warning indicia located thereon so that drivers of vehicles approaching the speed bump 1 from the wrong direction will be advised of such. An overhang 17 above the recess 16 protects the recessed indicia from tire contact and wear. In one embodiment, the recess 16 may have a dimension, shown as D in FIG. 6, of for example 0 to ½ inch into the surface of the steep face, for example 0.2 inches.
As shown in FIG. 6, speed bump 1 may have anchor holes 12. The anchor holes 12 are used for mounting the speed bump 1 to the pavement. The holes may be for example ⅜ inch to ¾ inch diameter, for example 0.625 inch. The anchor holes 12 create an opening from the front face 4 to the bottom 2 of the speed bump 1 in a direction that is substantially perpendicular to the pavement. The anchor holes 12 are spaced along the length of the speed bump 1 to adequately secure the speed bump 1 to the pavement. In one embodiment, the anchor holes are spaced 30 inches apart. Countersunk portions 14 are provided to transition from the sloped surface of the front face 4 to the anchor holes 12. The countersunk portions 14 have a bottom that is substantially parallel to the pavement so that the head of an anchor bolt may rest flushly thereon.
Referring now to FIG. 7, warning indicia 20 can be seen in recess 16. The warning indicia 20 may be painted on the recess 16 or may consist of a label, stencil or any other means of marking the surface so that a driver approaching from the rear face 6 is able to see the indicia. In one embodiment, the warning indicia 20 are raised or recessed letters molded as part of the speed bump 1. The warning indicia may recite for example “WRONG WAY” or “DO NOT ENTER”. It is also contemplated that other signage could be on the pavement or other surface in front of the steep rear face 6.
Speed bump 1 may be attached to the pavement using spikes, lag bolts or other hardware. In the embodiment shown in FIG. 8, pre-drilled holes 26 are aligned with the anchor holes 12. The anchor 24 may be an expansion type anchor secured in the pre-drilled holes. The anchor 24 has female threads for receiving a bolt 22. The bolt 22 passes through a washer 23, through the anchor hole 12 and into the anchor 24 to hold the speed bump 1 in place. In the embodiment shown in FIG. 8, the speed bump 1 is removable when the bolts 22 are removed. Threaded plugs (not shown) may be provided with the anchors 24. The threaded plugs may be installed in the anchors 24 when the speed bump 1 and bolts 22 are removed. In this way the anchors 24 do not become packed with dirt and debris while the speed bump 1 is removed. This provides for easy installation of the bolts 22 when the speed bump 1 is replaced. The ability to remove and reinstall the speed bump 1 is helpful in climates where snowfall is likely and plowing of snow is needed.
The speed bump 1 may be made of plastic to allow the weight to be kept low while still maintaining durability. However, other materials, such as, steel, aluminum, concrete and asphalt may be used in fabrication of the speed bump 1 so long as the structure remains substantially non-collapsible, i.e. the speed bump 1 should be able to withstand vehicular traffic without collapsing or substantial deformation. It has been contemplated that the speed bump 1 may be of modular or one-piece construction.
Whereas particular embodiments of this invention have been described above for purposes of illustration, it will be evident to those skilled in the art that numerous variations of the details of the present invention may be made without departing from the invention as defined in the appended claims.
Patent Application
20070258764
