SYSTEM AND METHOD FOR REGULATING THE VEHICLE SPEED

Description

Technical area

[0001] The invention relates to a system and a method for regulating a driving speed of a vehicle. State of the art

[0002] In road traffic, dangerous collisions can occur at critical traffic intersections, such as poorly visible intersections, traffic-calmed zones, company entrances and exits, and pedestrian crossings, if speed limits are ignored. To counteract this problem, various systems exist that can be incorporated into or applied to the road surface. Furthermore, there are systems that provide a preventative, visual reminder to road users that they are in a traffic-calmed section of the road. There are static speed bumps integrated into the road surface, such as so-called raised paving, and active systems that use radar to monitor a road user's speed and trigger a speed trap if the speed limit is exceeded (e.g., the system known as "Actibump").

[0003] WO 2014 / 165935 A1 discloses a collapsible speed bump assembly comprising a speed bump normally held in a raised position, wherein the speed bump collapses when a vehicle travels over the speed bump slowly enough. Retraction of the speed bump is prevented by a block if the vehicle travels too fast. The speed bump body has a downwardly projecting flange with a leading edge, wherein the leading edge is adapted, upon downward movement of the speed bump body, to meet or miss the top surface of a displaceable and retractable rod or stop block, depending on whether the block has had sufficient time to retract. This depends on the speed at which a vehicle wheel travels onto the speed bump body.

[0004] The vehicle's wheel provides the driving force to retract the block. If the leading edge hits the block before it retracts, the vehicle's weight prevents it from retracting further, and the speed bump remains in its raised position. If the vehicle is traveling slowly enough, the block has time to retract, the leading edge misses the block, and the speed bump retracts.

[0005] EP 29 40 215 B1 discloses a foldable, intelligent road threshold that can be adjusted between a minimum and maximum height. It comprises a threshold body that can be moved vertically upwards and downwards. A lifting mechanism of the platform is connected to an actuation system via a transmission system. When the actuation system is activated, an electric motor is activated, which lowers the threshold body via the transmission system and a wedge system.

[0006] WO 2017 / 009180 A1 discloses a traffic calming device. In one embodiment, the device comprises a threshold body. During operation, a pump conveys fluid from a hydraulic accumulator through a supply line to a hydraulic cylinder, thus filling the cushion. When a vehicle's wheel applies pressure to the cushion, the cushion empties by releasing fluid through the hydraulic cylinder's discharge valve. Therefore, the obstacle facing the vehicle can be reduced for vehicles traveling at or below the speed limit.

[0007] WO 2004 / 026632 A2 discloses a system for limiting vehicle speed using a fluid. A threshold body serves to generate an impact on the vehicle's suspension system resulting from contact between the surface and the vehicle's tires. A first fluid volume is capable of adjusting and maintaining a height of the surface by supporting the surface, while a second fluid volume, in conjunction with the first fluid volume, acts as a reservoir for the first fluid volume. Using a fluid transfer means (e.g., a pump), a height of the surface can be varied independently of the vehicle by fluid transfer with the second fluid volume. An actuator pushes a piston against a fluid-filled bladder to raise the threshold body.

[0008] WO 1997 / 000181 A2 discloses a speed-dependent speed bump comprising a pivotable ramp element hinged at one end. A piston and cylinder assembly supports the pivotable speed bump body. A first flow control valve acts to control the response of the pivotable speed bump body.

[0009] The speed bump response can be essentially proportional to the square of the speed of a vehicle passing over the ramp assembly. The rate of air evacuation from the cylinder depends on its passage through an orifice, allowing the level of damping effect of the bumper to be adjusted so that, when the impact on the ramp element is light, the bumper retracts smoothly and almost unnoticeably to the driver of a vehicle. If the impact is more severe, such as at higher vehicle speeds, the bumper retraction takes longer, and the driver perceives a shock effect.

[0010] EP1698729 A1 describes a variable speed bump whose height decreases under the influence of the weight of a passing vehicle. Such a speed bump can be designed so that the height decreases significantly only when the passing vehicle complies with the speed limit, or only for vehicles with exceptional weight (e.g., trucks). The damping force of a damper increases sharply with increasing overrun speed above an activation speed and remains constant as the overrun speed increases further above a braking speed. Technical task

[0011] The object of the invention is to propose a system that is cost-effective to install and requires little maintenance, and a cost-effective, safe and effective method for regulating a driving speed of a vehicle, which minimizes disturbances to vehicles traveling at a speed below a speed limit and avoids damage or accidents caused by vehicles traveling at a speed above a speed limit. Technical solution

[0012] The object of the invention is solved by the independent claims. Further embodiments of the invention are described by the dependent claims.

[0013] In a first aspect, the invention relates to a system for regulating a driving speed of a vehicle on a roadway with at least one road threshold, at least one bearing device and at least one damping device,

[0014] The road hump is mounted on the bearing device so that it can move relative to the roadway between a rest position and a passing position, making it easier for a vehicle to drive over the road hump compared to the rest position. The road hump can be deflected from the rest position to the passing position by driving over the road hump with a vehicle at a deflection speed v that depends on the vehicle's speed. The damping device for damping a deflection movement of the road hump from the rest position is connected to the road hump and the roadway. The damping device has a damping force that depends on the deflection speed v.

[0015] The system is designed so that the deflection speed v can be in a passing range P from 0 up to an activation speed va , in a switching range S from the activation speed va up to a braking speed vb or in a braking range B which follows above the braking speed vb.Driving over the speed bump at a target speed causes the speed bump to deflect at the activation speed va, the damping force F being greater at a deflection speed v in the braking range B than at a deflection speed v in the passing range P, and an increase in the damping force F compared to the deflection speed v at a deflection speed v in the switching range S being greater than in the passing range P and in the braking range B, characterized in that the system is designed such that the braking range B extends from the braking speed vb up to a maximum speed v max, the damping force F being smaller at a deflection speed v above the maximum speed v max than at a deflection speed v in the braking range B.

[0016] In particular, the damping force F is a continuous, in particular monotonically increasing, function depending on the deflection speed v for a deflection speed v in the passing range P, in the shifting range S, and / or in the braking range B. The assignment "a damping force F at a deflection speed v in a range" preferably means that the described property and / or condition applies at least to an average damping force in the range, in particular to each damping force at all deflection speeds v within the corresponding range.

[0017] Preferably, the damping force F in the braking region B is at least 10 times, 20 times, 30 times or a multiple greater than the damping force F in the passing region P. For example, the damping force in the braking region can be from 40 N to 800 N, preferably from 100 N to 400 N, in particular about 200 N. The damping force in the passing region can be, for example, from 1 kN to 25 kN, preferably from 3 kN to 12 kN, in particular about 6 kN.

[0018] The greater the difference between the damping force F in the passing area P compared to the damping force F in the braking area B, the more noticeable the difference between the corresponding driving speeds when driving over the speed bump is for the driver, the greater the preventive or deterrent effect of the speed bump for the driver of the vehicle and the sooner the system takes effect to regulate the driving speed of the vehicle.

[0019] In particular, the gradient of the damping force F is a continuous function depending on the deflection speed v for a deflection speed v in the passing range P, in the shifting range S, and / or in the braking range B. The assignment "a gradient of a damping force F at a deflection speed v in a range" preferably means that the described property and / or condition applies at least to an average gradient in the range, in particular to every gradient at all deflection speeds v within the corresponding range.

[0020] Preferably, the gradient of the damping force F in the shift range S is at least 10 times, 20 times, 30 times or a multiple greater than the gradient of the damping force F in the passing range P and / or the braking range B.

[0021] The greater the gradient difference between the gradient of the damping force in the shift range S compared to the gradient of the damping force F in the passing range P and / or the braking range B, the greater the difference between the damping force F in the passing range P compared to the damping force F in the braking range B. In particular, with a steep gradient in the shift range there is a sudden increase in the damping force when the activation speed va is exceeded. As a result, a vehicle that passes the speed bump at a speed above the target speed is impeded to a much greater extent than a vehicle with a speed below the target speed.

[0022] The rest position refers to the position of the speed bump when no external force, such as the weight of a vehicle, acts on it. The passing position refers to the position of the speed bump when a force sufficient to deflect the speed bump acts on the speed bump and the speed bump has reached its maximum deflection.

[0023] The deflection speed v is directly related to the speed of the vehicle crossing the speed bump. Each deflection speed v is uniquely assigned to a specific speed. In particular, the activation speed va corresponds to the target speed, in other words, the local maximum permissible speed for vehicles.

[0024] The passing range P refers to a range of deflection speed v in which the vehicle travels over the speed bump sufficiently slowly, i.e., slower than the activation speed va, so that the speed bump can be deflected. "Deflection" in the context of the present invention also means, in particular, "lowering."

[0025] The braking range B refers to a range of deflection speed v in which the vehicle travels over the speed bump at or faster than the braking speed vb, so that the damping device dampens the deflection of the speed bump.

[0026] The switching range S refers to a range of the deflection speed v in which the vehicle crosses the speed bump at or faster than the activation speed va and slower than the braking speed vb.

[0027] The system of the present invention, with a speed-dependent damping effect, ensures that the movement of the speed bump is not blocked when the target speed is exceeded, but is merely damped with an increased, yet still finite, damping force. Despite exceeding the target speed, the speed bump does not remain on the road as a rigid barrier, but rather yields, albeit slowly and inertly, to the weight of the vehicle by deflecting at a significantly reduced speed. This protects the speed bump and / or the vehicle from damage or accidents caused by the speed bump locking, and reduces the likelihood of an accident caused by the speed bump. Description of the execution types

[0028] In one embodiment, a threshold top surface of the roadway threshold projects upwards above a roadway top surface in the rest position. Preferably, the threshold top surface is flush with the roadway top surface in the passing position.

[0029] If the top of the threshold protrudes above the road surface in the rest position, the speed bump can take effect. The speed bump is then visible to the driver of an approaching vehicle and reminds them of the target speed. If the vehicle exceeds the target speed, the damping force F counteracts the lowering of the speed bump and penalizes the driver's misconduct.

[0030] If the top of the speed bump is flush with the road surface in the passing position, the driver's behavior is rewarded if the driver maintains or undershoots the target speed. The speed bump can then be crossed by the vehicle without it being an obstacle. Ideally, the driver will not notice the vehicle crossing the speed bump.

[0031] In one embodiment, the braking range B extends from the braking speed vb up to a maximum speed v max , wherein the damping force F at a deflection speed v above the maximum speed v max is smaller than or approximately the same as at a deflection speed v in the braking range B. In other words, the damping device reduces or stabilizes its damping effect when the vehicle is traveling so fast that the deflection speed v exceeds the maximum speed v max.

[0032] The damping force F depending on the deflection speed v is preferably a continuous, in particular constant or a monotonically decreasing, function for a deflection speed v in the range above the braking range B.

[0033] If the vehicle approaches the speed bump too quickly, the damping force F and inertia mean the speed bump does not have time to lower and clear the road. The further a vehicle's wheel rolls onto the speed bump, the greater the proportion of the vehicle's weight acting on the speed bump. If this happens too quickly, the pressure on at least one damping device increases, and thus the force acting on the damping device. If the combined forces—i.e., the vehicle's weight and the damping force F—are too great, the damping device or other system components may be damaged.

[0034] Stabilising or lowering the damping force F at a deflection speed v above the maximum speed v max reduces the forces on the damping device and thus the probability that the damping device or another component of the system will be damaged if the vehicle crosses the speed bump so quickly that the deflection speed v exceeds the maximum speed v max.

[0035] In a particularly advantageous embodiment, the damping force F at a deflection speed v above the maximum speed v max is only a fraction of the damping force F, for example, at most half, one-third, or one-quarter of the damping force F, in the braking range. The lower the damping force F at a deflection speed v above the maximum speed v max, the lower the probability of damage to the damping device, another component of the system, or the vehicle due to excessive vehicle speed.

[0036] In a further embodiment, the at least one damping device comprises at least one fluid damper and preferably an oil-hydraulic damper.

[0037] Fluid dampers, and especially oil-hydraulic dampers, have the advantage over other dampers, such as slip clutches, that the damping force can be adjusted using a variety of damper parameters. For example, the damping force of a fluid damper can be adjusted using the viscosity of the fluid used or by varying the flow cross-sections in the lines or components of the damper. Furthermore, fluid dampers exhibit significantly lower wear than other damper types.

[0038] In a further embodiment, the at least one fluid damper comprises a piston which is axially displaceable in a cylinder by the deflection of the road threshold and which divides an interior of the cylinder into a first fluid chamber and a second fluid chamber which are filled with a damping fluid, wherein the fluid damper comprises at least one passage which connects the two fluid chambers to one another in a fluid-conducting manner and an adjusting element for adjusting a flow resistance of the passage.

[0039] The diameter of at least one passage can be used to adjust the flow of fluid that occurs in the passage when the speed bump is deflected from the first fluid chamber into the second fluid chamber, or vice versa. The more fluid that can flow from the first fluid chamber into the second fluid chamber, the lower the damping of the fluid damper. If the diameter is too small, the damping force is too great, meaning that the speed bump can no longer be effectively deflected. If, however, the diameter is too large, the damping is too low and the speed bump is deflected with little force, even when the activation speed is exceeded, and thus loses its effectiveness.

[0040] The diameter of the at least one passage is preferably adapted to the viscosity of the fluid used. High-viscosity fluids require larger diameters than low-viscosity fluids to achieve the same effect.

[0041] The adjusting element is designed to adjust the flow resistance of the at least one passage, for example its diameter. For example, the adjusting element can be designed to open and / or close the passage or to narrow and / or widen it. The flow resistance is preferably adapted to the local boundary conditions, such as the target speed, before and / or during installation of the system in the roadway. Furthermore, the adjusting element can be designed to be readjusted even after installation of the system, for example during maintenance. Some fluids have different viscosities at different temperatures. The damping of the fluid damper can therefore also depend on the local temperature.

[0042] The adjustment element can be designed, in particular, as a valve, preferably as a shut-off valve or throttle valve. The adjustment element is preferably a solenoid valve. Solenoid valves can advantageously be automated and / or remotely controlled. The adjustment element can also be designed as a spring with a dam element, wherein the dam element is designed to generate a dam pressure of the fluid that counteracts a spring force of the spring element.

[0043] The adjustment element allows the system to be adapted or fine-tuned to local conditions, particularly the locally individually controlled target speed, temperature fluctuations, weather, or other boundary conditions. Preferably, the adjustment element can be adjusted to the different weather conditions of the current season during maintenance, and the fluid damper can be adjusted accordingly.

[0044] The damping effect can also be adjusted by changing the volume of the fluid used. At a finite piston displacement, the diameter of the cylinder and the piston determine how much pressure the vehicle's weight transfers to the fluid, and thus how quickly the fluid is forced through at least one passage. The larger the diameter of the piston or cylinder relative to the passage diameter, the higher the flow resistance and the greater the damping.

[0045] When configuring the system, and especially when adjusting the passage, it is important to note that for small passage diameters and high fluid viscosities, frictional effects of the fluid on the passage walls can occur, which can influence the damping properties of the fluid damper. The greater the frictional effects, the higher the damping of the fluid damper.

[0046] In a further embodiment, the adjusting element comprises at least one spring element and a closure element, wherein the closure element is designed to to be held in a passing position by the spring element at a deflection speed v in the passing range P, to be moved from the passing position into a braking position by a dynamic pressure of the damping fluid at a deflection speed v in the switching range S and to be held in the braking position by the dynamic pressure at a deflection speed v in the braking range B, wherein the closure element opens the at least one passage in the passing position and closes it in the braking position.

[0047] The spring element can be designed in particular as a leaf spring or torsion spring.

[0048] In a particularly preferred embodiment, the closure element is formed as part of the spring element. For example, part of a leaf spring closes the passage in the braking position.

[0049] The spring element has its own restoring force. Depending on how the spring element's restoring force is set or selected—depending on the spring element's design—the activation speed va can be shifted to higher or lower deflection speeds v. If the spring element's restoring force is increased, more force is required to move the closure element from the passing position to the braking position, so the activation speed va increases.

[0050] Preferably, the course of the function of the damping force F can be adapted to different target speeds by means of the locking element and the spring element.

[0051] In a further embodiment, the adjustment element comprises at least one switching element and one closure element, wherein the switching element is designed to switch the at least one closure element between an open position that releases the at least one passage and a closed position that closes the passage. The system further comprises at least one control device that is communicatively connected to the switching element for controlling the switching element and has a receiving unit for receiving, preferably wirelessly, a control signal for switching the at least one closure element.

[0052] The switching element is, in particular, electromagnetic. The switching element is preferably powered via the road network. Alternatively, the switching element can also be self-sufficient. For example, a self-sufficient switching element comprises a power supply and an accumulator or battery. The power supply can be provided, for example, by a solar system.

[0053] The control signal is preferably an electromagnetic and / or a digital control signal, which is particularly preferably received wirelessly via a radio frequency. The radio frequency can, for example, comprise a radio frequency reserved for emergency vehicles.

[0054] Advantageously, the switching element allows an emergency vehicle or emergency control center to move the speed bump into the passing position. This eliminates the need for the emergency vehicle to brake or subject a patient transported in the vehicle to vibration. Furthermore, damage to the speed bump and / or the emergency vehicle due to a speed exceeding the target speed is avoided.

[0055] In a further embodiment, the fluid damper comprises at least one further spring element, wherein at least one further closure element is designed to be held in a braking position by the further spring element at a deflection speed v within the braking range B and to be moved from the braking position into a passing position by a dynamic pressure of the damping fluid at a deflection speed v above the braking range B and to be held there, wherein the further closure element opens at least one further passage between the first fluid chamber and the second fluid chamber in the passing position and closes it in the braking position. In other words, the further passage is designed as a switchable bypass.

[0056] The spring element is preferably designed as a leaf spring and particularly preferably as part of the closure element. This simplifies the design of the damping device.

[0057] The additional passage is opened at a deflection speed v above the braking range B, with the braking range having an upper limit at the maximum speed v max. The maximum speed v max is, in particular, a deflection speed v at which the probability increases that the speed bump and / or other system components will be damaged by the vehicle hitting the speed bump. The additional spring element serves to keep the additional opening closed. The maximum speed v max can preferably be adjusted via the restoring force of the additional spring element.

[0058] The further passage is opened to reduce the back pressure of the fluid and thus avoid damage caused by excessive forces.

[0059] In a further embodiment, the system is characterized by at least one return element, wherein the return element is connected to the speed bump and the roadway for returning the speed bump from the passing position to the rest position. The return element preferably comprises at least one spring. The at least one damping device is particularly preferably designed as a spring damper and comprises the return element.

[0060] At this point, it is emphasized that the return element for returning the speed bump and the spring element or the further spring element of the piston are different components of the system, although the return element preferably comprises a spring and thus also represents a spring element.

[0061] The return element advantageously ensures that the speed bump returns to its original position after being deflected into the passing position and then returns to the braking position. This prevents the speed bump from remaining in the passing position after a vehicle has crossed over the speed bump at a set speed, thereby lowering it. If a faster vehicle is following behind and is ignoring the set speed, the speed bump can fulfill its function of alerting the driver of the faster vehicle to the set speed.

[0062] The integration of the return element as a spring into a spring damper advantageously simplifies the structure of the system.

[0063] In a further embodiment, the system is characterized by at least one coupling device, wherein the at least one damping device is coupled to the road threshold via the coupling device, wherein the coupling device is designed to transmit the deflection movement of the road threshold to the damping device, wherein the coupling device preferably couples the deflection of the road threshold to a displacement of a piston of a fluid damper in the fluid damper. The coupling device preferably spaces the damping device horizontally from the road threshold. The coupling device preferably translates a deflection direction and / or deflection amplitude of the deflection into a different displacement direction and / or displacement amplitude of the displacement. The coupling device preferably comprises a clutch, preferably an overload clutch, for separating the road threshold from the damping device.

[0064] The damping device can preferably be spaced far enough from the road hump that, when installed, it is not installed in the roadway but next to it.

[0065] The translation of the deflection direction and / or the deflection amplitude into a different displacement direction and / or displacement amplitude can be achieved, for example, by a gear, a lever, or a drive belt. Advantageously, the fluid damper does not have to dampen the deflection movement in the direction of the deflection movement of the road hump. This allows the fluid damper to be installed oriented in any direction.

[0066] Advantageously, the damping device can be positioned next to the roadway due to the horizontal spacing from the speed bump, making it more accessible. A maintenance technician, for example, can maintain and / or readjust the damping device without having to enter or even open the roadway.

[0067] The use of an overload clutch has the advantage of preventing damage to the system caused by excessive load on the speed bump.

[0068] In a further aspect, the invention relates to a method for regulating a driving speed of a vehicle on a roadway using a system as described above, the method comprising the following steps: Deflecting the road threshold with a deflection speed v due to the action of a weight force of a vehicle on the road threshold and damping the deflection of the road threshold with a first damping force F 1 if the deflection speed v is less than or equal to an activation speed va, damping the deflection of the road threshold with a second damping force F 2 if the deflection speed v is greater than an activation speed va and less than a braking speed vb, and damping the deflection of the road threshold with a third damping force F 3 if the deflection speed v is greater than or equal to the braking speed vb, wherein the second damping force F 2 is greater than the first damping force F 1 and wherein the third damping force F 3 is greater than the second damping force F 2, wherein the deflection speed v in a passing range P from 0 up to the activation speed va,in a switching range S from the activation speed va up to the braking speed vb or in a braking range B adjoining above the braking speed vb, wherein driving over the speed bump at a target speed causes a deflection of the speed bump at the activation speed va, wherein the damping force F is greater at a deflection speed v in the braking range B than at a deflection speed v in the passing range P, and wherein a gradient of the damping force F compared to the deflection speed v is greater at a deflection speed v in the switching range S than in the passing range P and in the braking range B, characterized in that the braking range B extends from the braking speed vb up to a maximum speed v max,where the damping force F is smaller at a deflection speed v above the maximum speed v max than at a deflection speed v in the braking range B. ,

[0069] Deflecting the speed bump preferably involves lowering the speed bump. Deflecting the speed bump opens the roadway for vehicles. Damping force F1, damping force F2, and damping force F3 preferably represent an average damping force F, in particular for each damping force F in the passing zone P, the shifting zone S, or the braking zone B. Short description of the drawings

[0070] Further advantages, objects, and features of the invention will be explained with reference to the following description and the accompanying drawings, which illustrate exemplary objects according to the invention. Features that are at least substantially identical in function in the figures may be identified by the same reference numerals, although these features need not be numbered and explained in all figures. Figure 1 shows a diagram in which the damping force F of a damping device of a system according to the invention is plotted against the deflection speed v; Figure 2 shows an embodiment of the system in plan view; Figure 3 shows another embodiment of the system in side view; Figure 4 shows another embodiment of the system in plan view; Figure 5 shows another embodiment of the system in side view; Figure 6shows a detailed view of an embodiment of the damping device. Fig.1

[0071] Figure 1 shows a diagram illustrating the dependence of the damping force F of a damping device of a system according to the invention on the deflection speed v. For small deflection speeds v, the damping force F is significantly lower than for large deflection speeds v. With a low damping force F, the speed bump yields to the weight of a vehicle more easily than if a damping device has a high damping force F.

[0072] The deflection speed v can be roughly divided into three ranges. In a passing range P, in which the deflection speed v is less than or equal to an activation speed va, the damping force F is low, so that the road hump can easily give way to the weight of the vehicle. In a braking range B, in which the deflection speed v is greater than a braking speed vb, the damping force F is high, so that the road hump does not give way to the weight of the vehicle, or does not give way easily. Preferably, the damping force F in the passing range and / or the braking range increases only slowly or, more preferably, not at all with the deflection speed v, so that the damping force in these ranges is as constant as possible or at least changes only slightly compared to the change in the switching range S.

[0073] Between the passing range P and the braking range B lies the switching range S, in which the damping force F increases sharply with the deflection speed v.

[0074] If a vehicle crosses the speed bump at a local target speed, its weight causes the speed bump to deflect at the activation speed va . Depending on the system's configuration, the activation speed va can be selected to be higher or lower, allowing the system to be adapted to its location and the locally applicable target speed. Fig.2

[0075] Figure 2 shows an embodiment of the system 100 in a plan view, as it is installed in a roadway 200. The roadway 200 is schematically shown as being laterally delimited by the median strip 210 and a road marking 220.

[0076] The system 100 comprises a road hump 110. The road hump 110 preferably extends as far as possible across the width of the roadway 200 so that the road hump 110 cannot be bypassed by a vehicle.

[0077] The road threshold is movably mounted on a bearing device 112. The bearing device 112 can, as shown here, support the road threshold 120 on one side, so that the road threshold 120 protrudes from the roadway 200 like a ramp (see also Figure 3 ). Alternatively, the bearing device 112 can also support the road threshold 110 centrally, so that the road threshold is supported like a seesaw.

[0078] In the illustrated embodiment, the system 100 includes three damping devices, depicted as fluid dampers 130. Alternatively, the system may include only one damping device, two damping devices, or more damping devices. Fig.3

[0079] Figure 3 shows the embodiment of the system 100 from Figure 2 in a side view, as it is installed in the roadway 200. The road hump 100 is, as shown Figure 2 As already described, it is movably mounted on the bearing device 112. To ensure that the speed bump returns to its upright position after deflection, a return element 120 is provided, which in this embodiment is designed as a spring. The return element pushes the speed bump 110 upward if it is not being pushed downward by the weight of a vehicle.

[0080] In the deflected state (not shown here), the sleeper top surface 111 of the roadway sleeper 110 is aligned with the roadway top surface 201 of the roadway 200. This is indicated by the dashed line in Figure 3 indicated.

[0081] The fluid damper 130 includes a piston 132 that is movably mounted inside the damper. Details of the piston are described in Figure 6 shown. Fig.4

[0082] Figure 4 shows a further embodiment of the system 100 in plan view. In this embodiment, the damping device, here again a fluid damper 130, is positioned horizontally spaced from the road hump 110. The fluid damper 130 is coupled to the road hump 110 via a coupling device 150 and the bearing devices 112.

[0083] If a vehicle crosses the speed bump 110, its weight is transferred to the damping device via the coupling device 150. The deflection movement is then damped more or less depending on the deflection speed v (compare Figure 1 ).

[0084] In the Figure 4In the illustrated embodiment, a return element 120 is positioned between the fluid damper 130 and the environment. The return element 120 not only moves the speed bump 110 into its rest position, but also the fluid damper. For the effect of the invention, it is irrelevant whether the return element is positioned between the damping device and the speed bump (see Figure 3 ) or positioned between the damping device and the environment, as shown here. For the purposes of the invention, it is only important that it is designed to move the speed bump into its rest position. Fig.5

[0085] Figure 5shows another side view of an embodiment of the system 100 in the roadway 200. In this embodiment, the damping device is shown as a spring damper 125. Furthermore, the spring damper 125 is coupled to the road hump 110 via a coupling device 150. The coupling device 150 is designed here as a rod assembly to which the spring damper 125 and the road hump 110 are coupled via levers. Fig.6

[0086] Figure 6 shows a section through a damping device of a system according to the invention, designed as a fluid damper 130. The fluid damper 130 comprises a cylinder 131, inside which a piston 132 attached to a piston rod 139 is displaceably mounted along the stroke axis H. The piston 132 divides the interior of the cylinder 131 into a first fluid chamber 133 and a second fluid chamber 134, which are filled with a fluid, in particular an oil.

[0087] When the piston 132 is displaced along the stroke axis H in the cylinder 131 by means of the piston rod 139, the fluid is forced from the first fluid chamber 133 into the second fluid chamber 134 (or vice versa) through nozzles 140 provided for this purpose in the piston 135. To prevent the fluid from flowing laterally past the piston 132, the piston 132 is preferably provided with a seal 138.

[0088] In order to achieve an inventive curve of the damping force F of the fluid damper 130 depending on the deflection speed v of the road threshold, the Figure 6 The illustrated embodiment of the fluid damper 130 is equipped with a passage 135. The passage 135 connects the first fluid chamber 133 to the second fluid chamber 134, for example, with a bore through the piston rod 139.

[0089] In Figure 6In the resting state shown, the passage 135 is open. In the resting position, a spring element 137, for example a compression spring, presses a closure element 136, which may be part of the piston 132, into a position in which the closure element 136 leaves the passage 136 free.

[0090] If the piston 132 is moved with the aid of the piston rod 139 along the stroke axis H by a deflection movement of the road threshold 110 of the system 100 in the fluid damper 130 (e.g. to the right in the figure), the fluid, for example in the first fluid chamber 133, generates a dynamic pressure on the closure element 136, in particular on the piston 132 with the closure element 136, which counteracts the spring force of the spring element 137.

[0091] With increasing deflection speed, the dynamic pressure on the spring element 137 also increases. As soon as the dynamic pressure overcomes the restoring force of the spring element 137, in particular as soon as the deflection speed v exceeds the activation speed va, the closure element 136, in particular with the piston 132, is moved along the piston rod 139 (e.g. to the left in the figure) so that it closes the passage 135.

[0092] Because the passage 135 is closed, the flow resistance that the fluid must overcome to move from the first fluid chamber 133 into the second fluid chamber 134 increases dramatically. As a result, the damping force F of the fluid damper 130 also increases abruptly as soon as the deflection velocity v exceeds the activation velocity va.

[0093] Since the nozzles 140 are not closed by the closure element 136, the flow resistance and the damping force F are finite even at a deflection speed v above the activation speed va. The damper therefore does not block the deflection movement of the speed bump 110. List of reference symbols 100 system 200 roadway 110 Speed ​​bump 201 Road surface 111 sleeper top 210 central reservation 112 Storage device 220 Road markings 120 Reset element 125 spring damper 130 Fluid damper B Braking range 131 cylinder H lifting axis 132 Pistons P Passing area 133 first fluid chamber S Switching range 134 second fluid chamber v Deflection speed 135 passage V a Activation speed 136 locking element V b Braking speed 137 spring element vmax Maximum speed 138 seal 139 piston rod 140 nozzle 150 Coupling device

Claims

1. A system (100) for controlling a driving speed of a vehicle on a roadway (200) comprising: a. at least one speed bump (110), b. at least one bearing device (112) and c. at least one damping device, d. wherein the speed bump (110) is mounted on the bearing device (112) to be movable relative to the roadway (200) between a rest position and a passing position for a vehicle to pass over the speed bump (110) more easily than in the rest position, e. wherein the speed bump (110) can be deflected from the rest position into the passing position by driving over the speed bump (110) with the vehicle at a deflection speed (v) dependent on the driving speed of the vehicle, f. wherein the damping device is connected to the speed bump (110) and the roadway (200) for damping a deflection movement of the speed bump (110) from the rest position, g. wherein the damping device has a damping force (F) that is dependent on the deflection speed (v), h. wherein the system (100) is designed so that the deflection speed (v) can lie in a passing range (P) from 0 to an activation speed (va), in a switching range (S) from the activation speed (va) to a braking speed (vb), or in a braking range (B) above the braking speed (vb), i. wherein the system (100) is designed so that driving over the speed bump (110) at a target speed causes the speed bump (110) to deflect at the activation speed (va), j. wherein the system (100) is designed so that the damping force (F) is greater at a deflection speed (v) in the braking range (B) than at a deflection speed (v) in the passing range (P), and k. wherein the system (100) is designed so that a gradient of the damping force (F) versus the deflection speed (v) is greater at a deflection speed (v) in the switching range (S) than at a deflection speed (v) in the passing range (P) and in the braking range (B), characterised in that l. the system (100) is designed so that the braking range (B) extends from the braking speed (vb) to a maximum speed (vmax), m. wherein the system (100) is designed so that the damping force (F) is smaller at a deflection speed (v) above the maximum speed (vmax) than at a deflection speed (v) in the braking range (B).

2. The system (100) according to claim 1, characterised in that an upper side (111) of the speed bump (110) protrudes upwards above an upper side (201) of the roadway (200) in the rest position and is preferably aligned with the upper side (201) of the roadway (200) in the passing position.

3. The system (100) according to one of claims 1 to 2, characterised in that the at least one damping device comprises at least one fluid damper (130), preferably an oil-hydraulic damper.

4. The system (100) according to claim 3, characterised in that the at least one fluid damper (130) comprises a piston (132), which is axially displaceable in a cylinder (131) by the deflection of the speed bump (110), and which divides an interior of the cylinder (131) into a first fluid chamber (133) and a second fluid chamber (134), which are filled with a damping fluid, wherein the fluid damper (130) comprises at least one passage (135) connecting the two fluid chambers (133, 134) to one another in a fluid-conducting manner and an adjusting element for adjusting a flow resistance of the passage (135).

5. The system (100) according to claim 4, characterised in that the adjusting element comprises at least one spring element and one closing element (136), wherein the closing element (136) is designed for: a. being held in a passing position by the spring element at a deflection speed (v) in the passing range (P), b. being moved from the passing position to a braking position by a dynamic pressure of the damping fluid at a deflection speed (v) in the switching range (S), and c. being held in the braking position by the dynamic pressure at a deflection speed (v) in the braking range (B), wherein the closing element (136) opens the at least one passage (135) in the passing position and closes it in the braking position.

6. The system (100) according to one of claims 4 or 5, characterised in that the adjusting element comprises at least one switching element and one closing element (136), wherein the switching element is designed to switch the at least one closing element (136) between an opening position opening the at least one passage (135) and a closing position closing the passage (135), and wherein the system (100) comprises at least one control device communicatively connected to the switching element for controlling the switching element and having a receiving unit for receiving, preferably wirelessly, a control signal for switching the at least one closing element (136).

7. The system (100) according to one of claims 4 to 6, characterised in that the fluid damper (130) comprises at least one further spring element, wherein at least one further closing element is configured for: a. being held in a braking position by the further spring element at a deflection speed (v) within the braking range (B), and b. being moved from the braking position into a passing position and to be held there by a dynamic pressure of the damping fluid at a deflection speed (v) above the braking range (B), wherein the further closing element opens at least one further passage between the first fluid chamber (133) and the second fluid chamber (134) in the passing position and closes it in the braking position.

8. The system (100) according to any one of claims 1 to 7, characterised by a. at least one resetting element (120), wherein the resetting element (120) is connected to the speed bump (110) and the roadway (200) for resetting the speed bump (110) from the passing position to the rest position, b. wherein the resetting element (120) preferably comprises at least one spring, c. wherein the at least one damping device is particularly preferably designed as a spring damper (125) and comprises the resetting element (120).

9. The system (100) according to any one of claims 1 to 8, characterised by at least one coupling device (150), wherein the at least one damping device (130) is coupled to the speed bump (110) via the coupling device (150), wherein the coupling device (150) is designed to transmit the deflection movement of the speed bump (110) to the damping device, wherein the coupling device (150): a. spaces the damping device horizontally apart from the speed bump (110), b. translates a deflection direction and / or deflection amplitude of the deflection into a different displacement direction and / or displacement amplitude of the displacement, and / or c. comprises a clutch, preferably an overload clutch, for separating the speed bump (110) from the damping device.

10. A method of controlling a driving speed of a vehicle on a roadway (200) using a system according to any one of claims 1 to 9, comprising the following steps a. deflecting the speed bump (110) at a deflection speed (v) due to the action of a weight force of a vehicle on the speed bump (110) and damping of the deflection of the speed bump with a first damping force (F1), if the deflection speed (v) is less than or equal to an activation speed (va), b. damping the deflection of the speed bump (110) with a second damping force (F2) if the deflection speed is greater than the activation speed (va) and less than a braking speed (vb), and c. damping the deflection of the speed bump (110) with a third damping force (F3) if the deflection speed (v) is greater than or equal to the braking speed (vb), wherein the second damping force (F2) is greater than the first damping force (F1), and wherein the third damping force (F3) is greater than the second damping force (F2), d. wherein the deflection speed (v) can lie in a passing range (P) from 0 to the activation speed (va), in a switching range (S) from the activation speed (va) to the braking speed (vb), or in a braking range (B) above the braking speed (vb), e. wherein driving over the speed bump (110) at a target speed causes the speed bump (110) to be deflected at the activation speed (va), f. wherein the damping force (F) is greater at a deflection speed (v) in the braking range (B) than at a deflection speed (v) in the passing range (P), and g. wherein a gradient of the damping force (F) versus the deflection speed (v) is greater at a deflection speed (v) in the switching range (S) than at a deflection speed (v) in the passing range (P) and in the braking range (B), characterised in that h. the braking range (B) extends from the braking speed (vb) to a maximum speed (vmax), i. wherein the damping force (F) at a deflection speed (v) above the maximum speed (vmax) is lower than at a deflection speed (v) in the braking range (B).