BARRIER FOR ROADWAY

Abstract

A barrier for a roadway (e.g., a highway, bridge, or other road), which can be used to manage vehicular traffic, such as to establish lanes, protect motorists and other people (e.g., pedestrians, construction workers, etc.) against crashes or other impacts, and/or other purposes, and which may be configured to enhance its use and performance, such as by better protecting the motorists and others when impacted by vehicles (e.g., reducing deflection by deflecting less or substantially not deflecting and/or otherwise improving protection provided by the barrier), facilitating transportation, installation, removal, and/or transfer of the barrier at the roadway, and/or enhancing other aspects of the barrier. For example, the barrier may be designed for enhanced mobility such that components of the barrier may move relative to one another to allow the barrier to be transferred by a transfer vehicle from one location at the roadway to another rotation at the roadway as the components of the barrier remain connected.

Description

FIELD

This disclosure relates generally to roadways and, more particularly, to barriers for roadways to manage traffic of vehicles.

BACKGROUND

Barriers for roadways (e.g., highways, bridges, and other roads) are used to manage traffic of vehicles, such as to establish lanes, protect motorists and other people (e.g., pedestrians, construction workers, etc.) against crashes or other impacts, and/or other purposes.

Some barriers are fixed and/or permanent (e.g., such that they remain substantially stationary and/or are integrated into road infrastructures).

Others are movable barriers configured to be transferred between different locations by transfer vehicles (e.g., lifting and moving them), such as for lane management (e.g., reconfiguring lanes, such as for peak traffic times (e.g., “rush hour”), etc.), roadwork (e.g., construction sites to build or repair roads), etc.

While they are certainly useful and have evolved, existing barriers have some issues. For example, some barriers may sometimes deflect too much upon being impacted by vehicles, be expensive, etc.

For these and/or other reasons, there is a need to improve barriers for roadways.

SUMMARY

In accordance with various aspects, there is provided a barrier for a roadway (e.g., a highway, bridge, or other road), which can be used to manage vehicular traffic, such as to establish lanes, protect motorists and other people (e.g., pedestrians, construction workers, etc.) against crashes or other impacts, and/or other purposes, and which may be configured to enhance its use and performance, such as by better protecting the motorists and others when impacted by vehicles (e.g., reducing deflection by deflecting less or substantially not deflecting and/or otherwise improving protection provided by the barrier), facilitating transportation, installation, removal, and/or transfer of the barrier at the roadway, and/or enhancing other aspects of the barrier. For example, the barrier may be designed for enhanced mobility such that components of the barrier may move relative to one another to allow the barrier to be transferred by a transfer vehicle from one location at the roadway to another rotation at the roadway as the components of the barrier remain connected.

For example, in accordance with one aspect, there is provided a barrier for a roadway. The barrier comprises a plurality of barrier modules hingedly connected to one another. The barrier comprises a hinge connecting a given one of the barrier modules to an adjacent one of the barrier modules. The hinge comprises: a connector of the given one of the barrier modules; a connector of the adjacent one of the barrier modules; and a pin to join the connector of the given one of the barrier modules and the connector of the adjacent one of the barrier modules. The connector of the given one of the barrier modules and the connector of the adjacent one of the barrier modules are configured such that the pin is movable relative to at least one of the connector of the given one of the barrier modules and the connector of the adjacent one of the barrier modules along a guided path of travel including a change of direction to allow the given one of the barrier modules to rotate with respect to the adjacent one of the barrier modules.

In accordance with another aspect, there is provided a barrier for a roadway. The barrier comprises a plurality of barrier modules hingedly connected to one another. The barrier is configured to be transferred between different locations at the roadway by a transfer vehicle. The barrier comprises a hinge connecting a given one of the barrier modules to an adjacent one of the barrier modules. The hinge comprises: a connector of the given one of the barrier modules; a connector of the adjacent one of the barrier modules; and a pin to join the connector of the given one of the barrier modules and the connector of the adjacent one of the barrier modules. The hinge is configured such that the given one of the barrier modules is rotatable with respect to the adjacent one of the barrier modules when the pin joins the connectors and the barrier is being transferred between the different locations at the roadway by the transfer vehicle.

In accordance with another aspect, there is provided a barrier for a roadway. The barrier comprises a plurality of barrier modules hingedly connected to one another. The barrier comprises a hinge connecting a given one of the barrier modules to an adjacent one of the barrier modules. The hinge comprises: a connector of the given one of the barrier modules comprising a first opening; a connector of the adjacent one of the barrier modules comprising a second opening; and a pin that is receivable in the first opening and in the second opening to join the connector of the given one of the barrier modules and the connector of the adjacent one of the barrier modules. The first opening comprises a first segment and a second segment oriented differently than the first segment. The pin is configured to be translatable relative to the first segment and the second segment of the first opening to allow the given one of the barrier modules to rotate with respect to the adjacent one of the barrier modules.

In accordance with another aspect, there is provided barrier for a roadway. The barrier comprises a plurality of impact-attenuating modules hingedly connected to one another. Each of the impact-attenuating modules includes a container containing a substance. The container of a leading one of the impact-attenuating modules is only partly filled with the substance.

These and other aspects of this disclosure will now become apparent to those of ordinary skill upon review of a description of embodiments that follows in conjunction with accompanying drawings.

BRIEF DESCRIPTION OF DRAWINGS

A detailed description of embodiments is provided below, by way of example only, with reference to accompanying drawings, in which:

FIG. 1 shows an embodiment of a barrier for a roadway comprising a plurality of barrier modules;

FIG. 2 shows a side elevation view of the barrier of FIG. 1;

FIG. 3 shows a perspective view of a given barrier module of the barrier of FIG. 1 including a front member;

FIG. 4 shows a rear perspective view of the front member of FIG. 3;

FIG. 5 shows a connection between a given barrier module and an adjacent barrier module of the barrier of FIG. 1;

FIG. 6 shows a first isometric view the given barrier module of FIG. 5;

FIG. 7 shows a second isometric view the given barrier module of FIG. 5;

FIG. 8 shows a side elevation phantom view of the given barrier module of FIG. 5;

FIG. 9 shows an exploded view of a connection system of the barrier of FIG. 1;

FIG. 10 shows a view of a body of the barrier module;

FIGS. 11A and 11B show another embodiment of the barrier;

FIG. 11C shows a transfer vehicle that can be used to move the barrier on the roadway in another embodiment;

FIG. 12 shows a schematic of the barrier in a first location;

FIG. 13 shows a schematic of the barrier as transferred to a second location;

FIG. 14 shows schematic of a top view of the barrier deflected upon impact of a vehicle;

FIGS. 15A and 15B show the given barrier module and the adjacent barrier module in a first position;

FIGS. 16A and 16B shows the given barrier module and the adjacent barrier module in a second position;

FIG. 17 shows an end structure;

FIG. 18 shows a phantom view of another embodiment of the barrier module;

FIG. 19A to 19D shows another embodiment of a barrier module;

FIG. 20 shows another embodiment of connectors of the connection system;

FIGS. 21 and 22 show barrier modules being transferred by a forklift from a first location to a second location;

FIGS. 23A and 23B show embodiments of openings of a connecting member of a connector of the connection system;

FIGS. 23C to 23F show paths of travel of a pin of the connection system;

FIG. 24 shows another embodiment of connectors of the connection system;

FIG. 25 shows a barrier module adjacent the end structure and the end structure in a first position;

FIG. 26 shows the barrier module adjacent the end structure and the end structure in a second position; and

FIG. 27 shows another embodiment of a barrier module.

It is to be expressly understood that the description and drawings are only for purposes of illustrating certain embodiments and are an aid for understanding. They are not intended to be and should not be limiting.

DETAILED DESCRIPTION OF EMBODIMENTS

FIG. 1 shows an embodiment of a barrier 10 for a roadway 13 (e.g., a highway, bridge, or other road). The barrier 10 can be used to manage vehicular traffic, such as to establish lanes, protect motorists and other people (e.g., pedestrians, construction workers, etc.) against crashes or other impacts, and/or other purposes.

As further discussed below, in various embodiments, the barrier 10 may be configured to enhance its use and performance, such as by better protecting motorists and others when impacted by vehicles (e.g., reducing deflection by deflecting less or substantially not deflecting and/or otherwise improving protection provided by the barrier 10), facilitating transportation, installation and/or removal of the barrier 10 at the roadway 13, and/or enhancing other aspects of the barrier 10. For example, in some embodiments, this may be achieved by designing the barrier 10 for enhanced mobility such that components of the barrier 10 may move relative to one another to allow the barrier 10 to be transferred by a transfer vehicle from one location at the roadway to another rotation at the roadway as the components of the barrier 10 remain connected.

The barrier 10 comprises a plurality of barrier modules 12 connected to one another. This allows a length of the barrier 10 to be set as desired for the roadway 13. The barrier 10 has a longitudinal direction (along a longitudinal axis LA₁₀), a heightwise direction, and a widthwise direction. Similarly, each barrier module 12 has a longitudinal direction (along a longitudinal axis LA₁₂), a heightwise direction, and a widthwise direction.

In this embodiment, terminal ones of the barrier modules 12, which will be denoted 12C, are part of an impact attenuator 11, which may also be referred to as a “crash cushion” or “crash attenuator”, and which is configured to reduce damage to a vehicle and protect its occupant(s) when the vehicle collides with the impact attenuator 11 by absorbing the vehicle's kinetic energy, such as through deformation of one or more of the barrier modules 12C of the impact attenuator 11. In that sense, in this example, the barrier modules 12C of the impact attenuator 11 of the barrier 10 can be referred to as “impact-attenuating modules” of the barrier 10. In other cases, the impact attenuator 11 may also be redirective in that it can redirect a vehicle that impacts it. In this embodiment, the impact attenuator 11 is connected to a downstream one of the barrier modules 12, denoted 112, that follows and is adjacent to the impact attenuator 11 and that is not primarily intended to deform upon being impacted by a vehicle. The barrier module 112 may be referred to as a rigid end structure of the barrier 10.

In some embodiments, as shown in FIGS. 11A to 13, the barrier 10 may be a movable barrier configured to be transferred between different locations L₁, L₂ at a roadway 13 by a transfer vehicle 20, such as for lane management (e.g., reconfiguring lanes, such as for peak traffic times (e.g., “rush hour”), etc.), roadwork (e.g., construction sites to build or repair roads), etc. One or more features of the barrier 10 when the barrier 10 is movable may be implemented when the barrier 10 is fixed and/or permanent (e.g., such that it remains substantially stationary and/or is integrated into an infrastructure of the roadway 13) in other embodiments (e.g., such as in some cases like that of FIG. 1).

For instance, in this embodiment, the transfer vehicle 20 comprises a conveyor 22 to admit the barrier 10 at the location L₁ at the roadway 13 and transfer it towards and release it at the location L₂ at the roadway 13 as the transfer vehicle 20 travels at the roadway 13, as shown in FIGS. 10 to 12. The transfer vehicle 20, including its conveyor 22, may be implemented in any suitable way. For example, in some embodiments, the transfer vehicle 20, including its conveyor 22, may be implemented as one available from QMB Barrier™ (http://www.qmb.ca/index_en.html), as one available from Barrier Systems™ (http://www.barriersystemsinc.com/), as one described in U.S. Pat. No. 4,653,954, or as any other suitable transfer vehicle.

With additional reference to FIGS. 1 and 2, the barrier 10 comprises a connection system 14 to interconnect respective ones of the barrier modules 12 (denoted 12C, for ease of reference), including to connect the impact-attenuating modules 12C to one another and to an end structure 112. The connection system 14 includes connections 23 of respective ones of the barrier modules 12C that are adjacent. The connections 23 allow impact-attenuating modules 12C to be connected to one another when the barrier 10 is installed and, in some cases, possibly disconnected from one another when the barrier 10 is removed. The connections 23 may also allow the impact-attenuating modules 12C to move (e.g., pivot) relative to one another (e.g., when transferred at the roadway 13). The connections 23 may also reduce movement of the impact-attenuating modules 12C (e.g., pivot) relative to one another (e.g., when impacted).

The connection system 14 also includes a connection 123 of the impact-attenuating module 12C adjacent to the end structure 112 and the end structure 112. The connection 123 allows the impact-attenuating module 12C adjacent to the end structure 112 and to be connected to the end structure 112 when the barrier 10 is installed and, in some cases, possibly disconnected from one another when the barrier 10 is removed. The connection 123 may also allow the impact-attenuating module 12C adjacent to the end structure 112 and to move (e.g., pivot) relative to the end structure 112 (e.g., when impacted and/or transferred at the roadway 13).

As shown in FIGS. 2, 3 and 5, in this embodiment, as part of the connection system 14 of the barrier 10, each connection 23, 123 comprises a hinge 16 such that the impact-attenuating modules 12C are hingedly connected to one another and such that the impact-attenuating module 12C adjacent to the end structure 112 is hingedly connected to the end structure 112.

FIGS. 6 to 8 show a singular impact-attenuating module 12C which will be described below with the understanding that this description may extend to any of the impact-attenuating modules 12C of the barrier 10.

The impact-attenuating module 12C comprises a base portion 30, an upper portion 32, and an intermediate portion 34 between its base portion 30 and its upper portion 32. In this embodiment, the base portion 30 of the impact-attenuating module 12C is substantially the same width as the intermediate portion 34 of the impact-attenuating module 12C. In other embodiments, the base portion 30 of the impact-attenuating module 12C may be wider than the intermediate portion 34 and the upper portion 32 of the impact-attenuating module 12C. This may enhance stability of the impact-attenuating module 12C, while minimizing damage to an impacting vehicle which impacts the impact-attenuating module 12C.

In this embodiment, the upper portion 32 of the impact-attenuating module 12C comprises an overhang 35 configured to be engaged by the conveyor 22 of the transfer vehicle 20 to lift and move the impact-attenuating module 12C. The overhang 35 is also configured to engage an impacting vehicle 19 that impacts the impact-attenuating module 12C and impede movement of the impacting vehicle 19 upwards over the overhang 35. In this case, the upper portion 32 of the barrier module 12 is T-shaped to form the overhang 35.

The impact-attenuating module 12C comprises a first longitudinal end 74 and a second longitudinal end 76 opposite the first longitudinal end 74. The first and second longitudinal ends 74, 76 of the impact-attenuating module 12C define the length L_M of the barrier module 12.

The length L_M of the impact-attenuating module 12C may have any suitable value. For example, in some embodiments, the length L_M of the impact-attenuating module 12C may be at least 1.1 meters (m). In other embodiments, the length L_M of the impact-attenuating module 12C may be shorter or longer. For instance, in some embodiments, the length L_M of the impact-attenuating module 12C may be at least 1 m, in some cases at least 1.5 m, and in some cases at least 3 m.

The impact-attenuating module 12C comprises a first side 24 and a second side opposite the first side 44. The first and second sides 24, 44 of the impact-attenuating module 12C define a width W_M of the impact-attenuating module 12C.

The width W_M of the impact-attenuating module 12C may have any suitable value. For example, in some embodiments, the width W_M of the impact-attenuating module 12C may be at least 18 inches or at least 24 inches.

The impact-attenuating module 12C comprises lateral surfaces 57, 59. In this embodiment, the lateral surfaces 57, 59 are substantially vertical with respect to the heightwise direction of the impact-attenuating module 12C in the base portion 30 and the intermediate portion 34. In this embodiment, the lateral surfaces 57, 59 are inclined relative to the heightwise direction of the impact-attenuating module 12C in the upper portion 32 of the impact-attenuating module 12C. In other embodiments, the lateral surfaces 57, 59 of the impact-attenuating module 12C are inclined relative to the heightwise direction of the impact-attenuating module 12C in the base portion 34, the intermediate portion 34 and the upper portion 32 of the impact-attenuating module 12C, in different degrees in those portions of the impact-attenuating module 12C, such that the barrier module 12 tapers upwardly.

The impact-attenuating module 12C comprises a bottom surface 21 and a top surface 25 opposite the bottom surface 21. The bottom and top surfaces 21, 25 of the barrier module 12 define a height H_M of the impact-attenuating module 12C.

The height H_M of each impact-attenuating module 12C may have any suitable value. For example, in some embodiments, the height H_M of each barrier module 12 may be at least 32 inches or at least 42 inches. In this embodiment, the height H_M of each barrier module 12 is 42 inches.

The impact-attenuating module 12C comprises a body 36. In this embodiment, with additional reference to FIGS. 6 to 8, the body 36 of the impact-attenuating module 12C comprises a container 50 configured to contain a substance 52. The container 50 comprises a shell 60 that has a hollow interior 54 and may form at least part of the periphery of the body 36 of the impact-attenuating module 12C, as shown in FIG. 8. The hollow interior 54 may provide a reduction of mass of the barrier module 12 as compared to a barrier module 12 of similar dimension (i.e., of similar volume) without a container 50 comprising a hollow interior 54 (for example, compared to a barrier module 12 including a body 36 including concrete 38). For example, in some cases, the reduction of mass may be at least 50%, in some cases at least 60%, in some cases at least 70% and in some cases at least 75%.

In various examples of implementation, the substance 52 may be a liquid (e.g., water), sand, gravel, concrete (e.g., poured-in-place concrete), foam (e.g. solid foam), or any other suitable substance (e.g., to add mass, provide cushioning upon impact, etc.). Since they are impact-attenuating in this embodiment, deformable substances such as liquid, sand, foam, etc. may be better suited.

The substance 52 contained in the container 50 may also adjust other characteristics of the container 50 (e.g., density, location of the center of gravity, weight).

In order to facilitate transportation, the shell 60 of the container 50 of the body 36 of the impact-attenuating module 12C may be empty during transport and the substance 52 may be introduced into the hollow interior of 54 of the body 36 of the impact-attenuating module 12C after transportation of the impact-attenuating module 12C.

In some cases, a removable filler cap 26 releasably covers an opening 15 in the impact-attenuating module 12C provided to allow the substance 52 to be introduced into the hollow interior 54 of the body 36. The substance 52 may be introduced into the hollow interior 54 of the body 36 of the impact-attenuating module 12C in any suitable manner (e.g., using a conveyor, a pump, gravitational force etc.). A drain 28 may be provided to allow the body 36 to be emptied. In this embodiment, the drain 28 is provided to allow the container 50 to be emptied. Additionally, or alternatively, the opening in the impact-attenuating module 12C may be configured for emptying the substance 52 contained inside the hollow interior 54 of the body 36. The container 50 of the body 36 of the barrier module 12 may be disassembled to facilitate introducing and/or emptying the substance 52 into the hollow interior 54 of the body 36. The container 50 of the body 36 of the barrier module 12 may be emptied in any suitable manner (e.g., by gravitational force or with any other method such as by water jet, by jet of compressed air, by jet of steam, by suction, by vibration, or by any other force such as by shocks or physical force.)

In some embodiments, as shown in FIG. 27, the container 50 of the impact-attenuating module 12C may be configured for self-draining of excess amounts of the substance 52. For instance, the body 36 of the container 50 may include draining apertures 101. The draining apertures 101 are configured to allow excess amounts of the substance 52 to be drained from the body 36 of the container 50 once the amount of substance 52 in the container 50 exceeds a threshold amount. For instance, as shown in FIG. 27, should the amount of substance contained in the container 50 exceed the line 102 shown on the body 36 of the container 50, the substance 52 will be drained from the container 52 by way of the draining apertures. In some embodiments, the container 50 may be manufactured so as to include the draining apertures 101. In other embodiments, the container 50 may be manufactured to include an indication of where the draining apertures 101 should be placed. For instance, the container 50 may be molded to include markings positioned where the draining apertures 101 should be placed. In this case, the draining apertures 101 may be formed in the container 50 after manufacturing of the container 50. Instructions may be provided to a user to instruct them to form the apertures 101 in the body of the container 50 (e.g., by piercing, puncturing, punching or otherwise forming the apertures 101 in the container 50.

The container 50 may comprise one or more ports to facilitate connection of conduits to the body 36 of the container 50, the conduits configured to introduce jets of water, air or steam into the body 36 of the container 50, to name a few examples.

The container 50 of the body 36 of the barrier module 12 may be implemented in any suitable way.

In this embodiment, the shell 60 of the container 50 comprises polymeric material 62. For instance, the polymeric material 62 may include polyethylene (high, medium or low density), acrylonitrile butadiene styrene (abs), polystyrene, polypropylene, polyurethane (PU), ethylene-vinyl acetate (EVA), nylon, polyester, vinylester, polyvinyl chloride, polycarbonate, and/or any other thermoplastic or thermosetting polymer, or any other suitable polymer. In some examples, the polymeric material 62 may be reinforced (e.g., composite material). For example, the polymeric material 62 may be fiber-reinforced polymeric material comprising fibers disposed in a polymeric matrix. For instance, in some embodiments, the polymeric matrix may include any suitable polymeric resin, such as a thermoplastic or thermosetting resin, like epoxy, polyethylene, polypropylene, acrylic, thermoplastic polyurethane (TPU), polyether ether ketone (PEEK) or other polyaryletherketone (PAEK), polyethylene terephthalate (PET), polyvinyl chloride (PVC), poly(methyl methacrylate) (PMMA), polycarbonate, acrylonitrile butadiene styrene (ABS), nylon, polyimide, polysulfone, polyamide-imide, polyurethane, or any other suitable resin, and the fibers may include carbon fibers, glass fibers, polymeric fibers such as aramid fibers (e.g., Kevlar fibers), boron fibers, silicon carbide fibers, metallic fibers, ceramic fibers, etc.

The polymeric material 62 of the shell 60 of the container 50 may be configured to limit an amount of debris produced upon impact from the impacting vehicle 19 and caused by damage and/or destruction of the container 50. For instance, the shell 60 of the container may be configured to collapse upon impact from the impacting vehicle 19 to limit the amount of debris generated by the impact. Thus, the polymeric material 62 of the shell 60 of the container may be configured to mitigate issues related to the generation of substantial amounts of debris (e.g., issues caused by potential of motorists and other people (e.g., pedestrians, construction workers, etc.), and/or structures, or issues caused by collection of debris underneath the impacting vehicle 19 and causing the impacting vehicle 19 vault or snag on the debris, etc.)

In other embodiments, the shell 60 of the container 50 may comprise metallic material. For instance, in some embodiment, the shell 60 of the container 50 may be made of steel, aluminum or other suitable metal.

In some cases, the shell 60 of the container 50 may be configured to be thin (i.e., walls of the shell 60 of the container 50 may be configured to be thin). In some instances, including instances where the shell 60 of the container 50 is configured to be thin, the shell 60 of the container 50 may comprise reinforcements as will be discussed below.

In this example of implementation, the container 50 is molded. More particularly, in this example, the container 50 is rotomolded or otherwise molded to create its hollow interior 54. In other examples of implementation, the container 50 may include portions formed separately and assembled together (e.g., by being bonded, welded, forged, mechanically fastened, etc.). In yet other examples of implementation, such as where the shell 60 of the container 50 is metallic, it may be welded, forged, punched, hydroformed or made using any other metal forming process.

In some embodiments, a mass of the shell 60 of the container 50 comprising the metallic material may represent between 15% and 50% of the mass of the barrier module 12 that includes concrete 38 (e.g., a concrete casting) at equal volume.

In this embodiment, surfaces of the container 50 of the body 36 of the barrier module 12 are chamfered. In this example of implementation, the lateral surfaces 57, 59 and the longitudinal ends 74, 76 of the container 50 include facets 58.

With reference to FIGS. 21 and 22, the container 50 may be transferred from a first location to a second location using a forklift 78. In this embodiment, the container 50 includes a channel 17 which is configured to facilitate transferring the container 50 by the forklift 78. In this example of implementation, the container 50 includes two channels 17. The channels 17 are included in the bottom surface 21 of the barrier module 12 and extend from the first side 24 to the second side 44 of the container 50. In some embodiments, the channels 17 of the container 50 are configured such that the forklift 78 may simultaneously transfer two impact-attenuating modules 12C from a first location to a second location. For instance, FIG. 21 shows a cross-section forks 29 of the forklift 78 inserted in the channels 17 of two impact-attenuating modules 12C.

With reference to FIGS. 1, 2 and 17, in this embodiment, the end structure 112 is part of a Jersey barrier.

The end structure 112 comprises a first longitudinal end 174 and a second longitudinal end 176 opposite the first end 174. The first and second longitudinal ends 174, 176 of the end structure 112 define a length L_F of the end structure 112. The length L_F of the end structure 112 may have any suitable value. For example, in some embodiments, the length L_F of the end structure 112 may be at least 1 meters (m). In other embodiments, the length L_F of the end structure 112 may be shorter or longer. For instance, in some embodiments, the length L_F of the end structure 112 may be at least 1.5 m, in some cases at least 2 m, and in some cases at least 3 m.

The end structure 112 comprises a base portion 130, an upper portion 132, and an intermediate portion 134 between its base portion 130 and its upper portion 132. In this embodiment, the base portion 130 of the end structure 112 is wider than the intermediate portion 134 and the upper portion 132 of the end structure 112. This enhances stability of the end structure 112, while minimizing damage to an impacting vehicle which impacts the end structure 112.

The end structure 112 comprises a first side 124 and a second side opposite the first side 144. The first and second sides 124, 144 of the end structure 112 define a width W_E of the end structure 112.

The width W_E of the end structure 112 may have any suitable value. For example, in some embodiments, the width W_E of the end structure 112 may be at least 18 inches or at least 24 inches.

The end structure 112 comprises a bottom surface 121 and a top surface 125 opposite the bottom surface 121. The bottom and top surfaces 121, 125 of the end structure 112 define a height H_E of the end structure 112.

A height H_E of the end structure 112 may have any suitable value. For example, in some embodiments, the height H_E of the end structure 112 may be at least 32 inches or at least 42 inches.

The end structure 112 comprises a body 136. In this embodiment, the body 136 of the end structure 112 includes concrete 138 (e.g., a concrete casting). In this example, the concrete 138 forms at least part of a periphery of the body 136 of the end structure 112.

The body 136 of the end structure 112 comprises lateral surfaces 157, 159. Also, in this embodiment, lateral surfaces 157, 159 of the end structure 112 are inclined relative to the heightwise direction of the end structure 112 in the base portion 134, the intermediate portion 34 and the upper portion 32 of the end structure 112, in different degrees in those portions of the end structure 112, such that the end structure 112 tapers upwardly.

In some embodiments, the barrier 10 may reduce deflection, by deflecting less or substantially not deflecting, when impacted by vehicles.

For example, in some embodiments, with additional reference to FIG. 14, the barrier 10 is configured to deflect by no more than 1.6 meters (m) according to MASH, i.e., the Manual for Assessing Safety Hardware produced by the American Association of State Highway and Transportation Officials (AASHTO), published as a 2nd edition in 2016, accessible at https://bookstore.transportation.org/, and incorporated by reference herein. Specifically, the barrier 10 may be configured to deflect by no more than 1.6 m in accordance with MASH test nos. 2-40, 2-41, 2-42, 2-43, 2-44, 2-45, 3-40, 3-41, 3-42, 3-43, 3-44 or 3-45. An example of such a deflection A is shown in FIG. 14. For instance, in some embodiments, the barrier 10 may be configured to deflect by no more than 1.4 m, in some cases no more than 1.2 m, in some cases no more than 1.0 m, and in some cases even less, in accordance with MASH test nos. 2-40, 2-41, 2-42, 2-43, 2-44, 2-45, 3-40, 3-41, 3-42, 3-43, 3-44 or 3-45.

In this embodiment, as mentioned previously, and with continued reference to FIGS. 1 and 2, the impact-attenuating modules 12C are configured to implement the crash cushion 11 of the barrier 10, which is configured to attenuate the impact of an impacting vehicle by absorbing kinetic energy from the impacting vehicle. This may help to protect roadway structures, vehicles, motorists, construction workers, and/or other elements from the impacting vehicle, as well as one or more occupants of the impacting vehicle itself.

The impact-attenuating modules 12C implementing the crash cushion 11 of the barrier 10 are configured to extend from an end of the barrier 10. In this case, the impact-attenuating modules 12C extend from the longitudinal end 174 of the end structure 112 such that the impact-attenuating module 12C adjacent to the end structure 112 is connected to the end structure 112. In this embodiment, the body 36 of the impact-attenuating modules 12C implementing the crash cushion 11 of the barrier 10 comprise the container 50 described in the present disclosure.

The number of impact-attenuating modules 12C forming the crash cushion 11 may vary depending on the speed of traffic flow and the particular application. For example, in some embodiments, six (6) impact-attenuating modules 12C may be provided. In other embodiments, in some cases two (2) impact-attenuating modules 12C may be provided, in some cases five (5) impact-attenuating modules 12C may be provided, and in some other cases twelve (12) impact-attenuating modules 12C may be provided. Any suitable number of impact-attenuating modules 12C may be provided to form the crash cushion 11.

In some embodiments, a content of the container 50 of the first impact-attenuating modules 12C may be different from a content of the container 50 of the second impact-attenuating modules 12C.

In some embodiments, a weight of the content of the container 50 of the first impact-attenuating modules 12C may be different from a weight of the content of the container 50 of the second impact-attenuating modules 12C.

For example, the weight of the content of the container 50 of the first impact-attenuating modules 12C may be less than the weight of the content of the container 50 of the second impact-attenuating modules 12C.

A quantity of the substance 52 contained in the container 50 of the first impact-attenuating modules 12C may be different from a quantity of the substance 52 contained in the container 50 of the second impact-attenuating modules 12C.

The rigidity of the container 50 may be adjusted by the substance contained in the container (e.g., liquid, concrete, sand, air, foam, etc.). The rigidity may be adjusted in order to pass MASH requirements for crash cushions.

In one example, the container 50 of the leading impact-attenuating module 12C may be only partly filled with the substance. For instance, in some cases, the container 50 of leading impact-attenuating module 12C may be at least two-third-filled with the substance (i.e., at least one-third empty), in other cases, the container 50 of leading impact-attenuating module 12C may be at least half-filled with the substance (i.e., at least half empty), in yet other cases, the container 50 of leading impact-attenuating module 12C may be at least one-third-filled with the substance (i.e., at least two-thirds empty). This may help with impact attenuating characteristics, for instance, as defined by MASH requirements (e.g., MASH TL-2 MASH Test Level 2, MASH TL-3 MASH Test Level 3). In some cases, this may prevent downstream ones of the from excessive motion upon impact (e.g., flipping, lifting, vaulting, etc.)

The impact-attenuating modules 12C forming the crash cushion 11 are configured to be engaged by the conveyor 22 of the transfer vehicle 20 to lift and move the impact-attenuating modules 12C from the location L₁ at the roadway 13 to the location L₂ at the roadway 13.

In this embodiment, as part of the connection system 14 of the barrier 10, each barrier module 12 comprises connectors 41, 43 configured to connect a barrier module 12 to one or more adjacent barrier module 12.

For example, considering a given one of the impact-attenuating modules 12C, which is denoted 12_x in FIGS. 1, 2 and 5, and disposed between adjacent ones of the barrier modules that are denoted 12_i and 12_j. The connector 41 of the impact attenuating module 12_x is disposed at the first longitudinal end 74 of the impact attenuating 12_x and the connector 43 of the impact attenuating 12_x is disposed at the second longitudinal end 76 of the impact attenuating 12_x. In this example of implementation, a hinge 16 connects the impact attenuating modules 12_x, 12_i. The hinge 16 comprises the connector 41 of the barrier module 12_x, the connector 43 of the adjacent barrier module 12_i and at least one pin 45. In this embodiment, the hinge 12 comprises two pins 45.

It is to be understood that another hinge 16 similarly connects the impact-attenuating modules 12_x, 12_j.

The connectors 41, 43 are configured to facilitate transfer of the barrier 10 between different locations at the roadway 13 by the transfer vehicle 20. For instance, the connectors 41, 43 are configured to facilitate transfer of the barrier 10 between the different locations L₁, L₂ at the roadway 13 by the transfer vehicle 20 such that the barrier 10, including its impact-attenuating modules 12C, is movable between the different locations L₁, L₂ without disassembly of the barrier 10. Thus, the connectors 41, 43 are configured to facilitate transfer of the barrier 10 between the different locations L₁, L₂ at the roadway 13 by the transfer vehicle 20 such that the barrier 10, including its impact-attenuating modules 12C, is movable between the different locations L₁, L₂ as the barrier 10 remains assembled.

As such, the connectors 41, 43 are configured to facilitate transfer of the barrier 10 such that the conveyor 22 of transfer vehicle 20 may admit the barrier 10 at the location L_i at the roadway 13 and transfer it towards and release it at the location L₂ at the roadway 13 as the transfer vehicle 20 travels at the roadway 13 without disassembly of the barrier 10. Therefore, the connectors 41, 43 are configured to facilitate transfer of the barrier 10 such that the conveyor 22 of transfer vehicle 20 is configured to admit the barrier 10 at the location L_i at the roadway 13 and transfer it towards and release it at the location L₂ at the roadway 13 as the transfer vehicle 20 travels at the roadway 13 as the barrier 10 remains assembled.

For example, the connectors 41, 43 are configured to facilitate transfer of the barrier 10 such that the barrier 10 may be movable between the different locations L₁, L₂ without disconnecting the impact-attenuating modules 12C from one another. Therefore, the connectors 41, 43 are configured to facilitate transfer of the barrier 10 such that the barrier 10 may be movable between the different locations L₁, L₂ without hingedly disconnecting the impact-attenuating modules 12C from one another. As such, the connectors 41, 43 are configured to facilitate transfer of the barrier 10 such that the barrier 10 may be movable between the different locations L₁, L₂ as the impact-attenuating modules 12C remain connected to one another. Thus, the connectors 41, 43 are configured to facilitate transfer of the barrier 10 such that the barrier 10 may be movable between the different locations L₁, L₂ as the impact-attenuating modules 12C remain hingedly connected to one another.

For instance, in this example of implementation, the connector 41 of the given one of the barrier modules 12_x and the connector 43 of the adjacent one of the barrier modules 12_i are configured such that the pin 45 is movable relative to at least one of the connector 43 of the given one of the barrier modules 12_x and the connector 41 of the adjacent one of the barrier modules 12_i along a guided path of travel including a change of direction to allow the given one of the barrier modules 12_x to rotate with respect to the adjacent one of the barrier modules 12_i.

As such, the barrier 10 is a movable barrier configured to be transferred between different locations L₁, L₂ at the roadway 13 by the transfer vehicle 20 and the hinge 16 is configured such that the given one of the barrier modules 12_x is rotatable with respect to the adjacent one of the barrier modules 12_i when the pin 45 is received by the connector 41 of the given one of the barrier modules 12_x and the connector 43 of the adjacent one of the barrier modules 12_i and the barrier 10 is being transferred between the different locations L₁, L₂ at the roadway 13.

For example, the connectors 41, 43 are configured to facilitate transfer of the barrier 10 such that the barrier 10 may be movable between the different locations L₁, L₂ without disconnecting the impact-attenuating module 12C adjacent the end structure 112 from the end structure 112. Therefore, the connectors 41, 43 are configured to facilitate transfer of the barrier 10 such that the barrier 10 may be movable between the different locations L₁, L₂ without hingedly disconnecting the impact-attenuating module 12C adjacent the end structure 112 from the end structure 112. As such, the connectors 41, 43 are configured to facilitate transfer of the barrier 10 such that the barrier 10 may be movable between the different locations L₁, L₂ as the impact-attenuating module 12C adjacent the end structure 112 and the end structure 112 remain connected to one another. Thus, the connectors 41, 43 are configured to facilitate transfer of the barrier 10 such that the barrier 10 may be movable between the different locations L₁, L₂ as the impact-attenuating module 12C adjacent the end structure 112 and the end structure 112 remain hingedly connected to one another.

The connectors 41, 43 are configured to facilitate rotation of the interconnected impact-attenuating modules 12C with respect to one another to facilitate transfer of the barrier 10 between different locations at the roadway 13 by the transfer vehicle 20 as described above. The connectors 41, 43 are configured to allow a range of rotation of the interconnected impact-attenuating modules 12C with respect to one another, in an XZ plane as shown in FIG. 16, the range of rotation being suitable for facilitating transfer of the barrier 10 between different locations at the roadway 13 by the transfer vehicle 20 as described above.

For instance, the connectors 41, 43 are configured to allow a pair of interconnected impact-attenuating modules 12C to rotate with respect to one another in the XZ plane. The connectors 41, 43 are configured to allow a pair of interconnected impact-attenuating modules 12C to rotate with respect to one another in the XZ plane to form an angle of rotation α. The angle of rotation α may be defined as the angle between the longitudinal axes LA₁₂ of each of the interconnected impact-attenuating modules 12C. In some cases, the angle of rotation α may be at least 5 degrees, in some cases at least 10 degrees, and in some cases at least 15 degrees.

Similarly, the connectors 41, 43 are configured to facilitate rotation of the impact-attenuating module 12C adjacent the end structure 112 with respect to the end structure 112 to facilitate transfer of the barrier 10 between different locations at the roadway 13 by the transfer vehicle 20 as described above. The connectors 41, 43 are configured to allow a range of rotation of the impact-attenuating module 12C adjacent the end structure 112 with respect to the end structure 112, in the XZ plane as shown in FIG. 26, the range of rotation being suitable for facilitating transfer of the barrier 10 between different locations at the roadway 13 by the transfer vehicle 20 as described above.

For instance, the connectors 41, 43 are configured to allow the impact-attenuating module 12C adjacent the end structure 112 and the end structure 112 to rotate with respect to one another in the XZ plane to form an angle of rotation β. The angle of rotation beta may be defined as the angle between the longitudinal axis LA₁₂ of the impact-attenuating module 12C adjacent the end structure 112 and the longitudinal axis LA₁₁₂ of the end structure 112. In some cases, the angle of rotation β may be at least 5 degrees, in some cases at least 10 degrees, and in some cases at least 15 degrees.

In this embodiment, as shown in FIGS. 6 and 7, each of the connectors 41, 43 comprises openings configured to receive respective ones of the pins 45. In this embodiment, the connector 41 comprises openings 31 and the connector 43 comprises openings 33. In this case, the pin 45 is receivable in respective ones of the openings 31 of the connector 41 and in respective ones of the openings 33 of the connector 43 to join the connector 41 of the impact-attenuating module 12_x and the connector 43 of the adjacent impact-attenuating module 12_i.

For example, the barrier 10 may be movable between the different locations L₁, L₂ without removing the pin 45 from the hinge 16. Therefore, the barrier 10 may be movable between the different locations L₁, L₂ as the pin 45 remains in the hinge 16. More specifically, the barrier 10 may be movable between the different locations L₁, L₂ as the pin 45 remains in the openings 31, 33 of the connectors 41,43. Thus, the barrier 10 may be movable between the different locations L₁, L₂ without removing the pin 45 from the opening 31 of the connector 41 of the impact-attenuating module 12_x and the opening 33 of the connector 43 of the adjacent impact-attenuating module 12_i.

For instance, the connectors 41, 43 are configured to allow the barrier modules 12_x, 12_i to rotate with respect to one another in the XZ plane when the pin 45 is received in the openings 31, 33 of the connectors 41, 43. The connectors 41, 43 are configured such that the barrier module 12_x is rotatable with respect to the adjacent barrier module 12_i by at least 5 degrees, in some cases by at least 10 degrees, and in some cases by at least 15 degrees, when the pin 45 is received in the opening 31 of the connector 41 of the barrier module 12_x and the opening 33 of the connector 43 of the adjacent barrier module 12_i.

In this embodiment, the pin 45 is configured to move (e.g., translate) relative to the connector 41 of the impact-attenuating module 12_x and the connector 43 of the adjacent impact-attenuating module 12_i along a guided path of travel which includes a change of direction to allow the impact-attenuating modules 12 to rotate with respect to one another. Similarly, the pin 45 is configured to move (e.g., translate) relative to the connector 41 of the end structure 112 and the connector 43 of the impact-attenuating module 12C adjacent the end structure 112 along a guided path of travel which includes a change of direction to allow the impact-attenuating module 12C adjacent the end structure 112 to rotate with respect to the end structure 112.

The path of travel of the pin 45 relative to at least one of the connector 41 of the impact-attenuating module 12_x and the connector 43 of the adjacent impact-attenuating module 12 is guided in that the path of travel along which the pin 45 moves (e.g., translates) is purposefully designed to be followed by the pin 45. The movement (e.g., translation) of the pin 45 relative to at least one of connector 41 of the impact-attenuating module 12_x and the connector 43 of the adjacent impact-attenuating module 12_i may be intentionally constrained to a path so as to allow rotation of the impact-attenuating modules 12 with respect to one another or so as to allow rotation of the impact-attenuating module 12C adjacent the end structure 112 to rotate with respect to the end structure 112.

In another example, the guided path of travel 45 of the pin relative to one of the connector 41 of the impact-attenuating module 12_x and the connector 43 of the adjacent impact-attenuating module 12_i may be at least partly curvilinear path of travel. In one example, the guided path of travel of the pin 45 relative to one of the connector 41 of the impact-attenuating module 12_x and of the connector 43 of the adjacent impact-attenuating module 12_i may be an at least partly arcuate path of travel. In another example, the guided path of travel of the pin 45 relative to one of connector 41 of the impact-attenuating module 12_x and the connector 43 of the adjacent impact-attenuating module 12_i may be at least partly angular. In another example, the guided path of travel of the pin 45 relative to one of the connector 41 of the impact-attenuating module 12_x and of the connector 43 of the adjacent impact-attenuating module 12_i may include an L-shaped portion.

In this embodiment, the pin 45 is configured to move (e.g., translate) relative to at least one of the opening 31 of the connector 41 of the impact-attenuating module 12_x and the opening 33 of the connector 43 of the adjacent impact-attenuating module 12_i along a guided path of travel which includes a change of direction to allow the impact-attenuating modules 12 to rotate with respect to one another. Similarly, the pin 45 is configured to move (e.g., translate) relative to at least one of the opening 31 of the connector 41 of the end structure 112 and the opening 33 of the connector 43 of the impact-attenuating module 12C adjacent the end structure 112 along a guided path of travel which includes a change of direction to allow the impact-attenuating module 12C adjacent the end structure 112 to rotate with respect to the end structure 112.

The path of travel of the pin 45 relative to at least one of the opening 31 of the connector 41 of the impact-attenuating module 12_x and the opening 33 of the connector 43 of the adjacent impact-attenuating module 12_i is guided in that the path of travel along which the pin 45 moves (e.g., translates) is purposefully designed to be followed by the pin 45. The movement (e.g., translation) of the pin 45 relative to at least one of the opening 31 of the connector 41 of the impact-attenuating module 12_x and the opening 33 of the connector 43 of the adjacent impact-attenuating module 12_i may be intentionally constrained to a path so as to allow rotation of the impact-attenuating modules 12 with respect to one another or so as to allow rotation of the impact-attenuating module 12C adjacent the end structure 112 to rotate with respect to the end structure 112.

In another example, the guided path of travel 45 of the pin relative to one of the opening 31 of the connector 41 of the impact-attenuating module 12_x and the opening 33 of the connector 43 of the adjacent impact-attenuating module 12_i may be at least partly curvilinear path of travel. In one example, the guided path of travel of the pin 45 relative to one of the opening 31 of the connector 41 of the impact-attenuating module 12_x and the opening 33 of the connector 43 of the adjacent impact-attenuating module 12_i may be an at least partly arcuate path of travel. In another example, the guided path of travel of the pin 45 relative to one of the opening 31 of the connector 41 of the impact-attenuating module 12_x and the opening 33 of the connector 43 of the adjacent impact-attenuating module 12_i may be at least partly angular. In another example, the guided path of travel of the pin 45 relative to one of the opening 31 of the connector 41 of the impact-attenuating module 12_x and the opening 33 of the connector 43 of the adjacent impact-attenuating module 12_i may include an L-shaped portion.

The connectors 41, 43 may comprise any suitable material 64. For instance, the material 64 may comprise a metallic material (e.g., steel).

In this embodiment, as shown for example in FIGS. 6 to 8, the connectors 41, 43 of the impact-attenuating module 12_x are disposed outside the body 36 of the impact-attenuating module 12_x.

In other embodiments, at least part of the connectors 41, 43 of the impact-attenuating module 12 are integrally formed with the container 50 of the impact-attenuating module 12. For instance, in some embodiments, at least part of the connectors 41, 43 of the impact-attenuating module 12 are integrally rotomolded with the container 50 of the impact-attenuating module 12 during rotomolding of the container 50.

The connectors 41, 43 may include several components (which will be described below). The connectors 41, 43 and their components may be manufactured in accordance with any suitable metal forming process. For instance, the connectors 41, 43 and/or their one or more of the components may be welded, forged, punched, hydroformed or made using any other metal forming process. In some embodiments, the connectors 41, 43 and one or more of the components may be integrally formed. In other examples embodiments, the connectors 41, 43 and one or more of the components may be formed separately and assembled together (e.g., by being bonded, welded, forged, mechanically fastened, etc.).

In this example of implementation, as shown in FIGS. 6 to 9, 15A, 15B and 16A, 16B, each of the connectors 41, 43 of the impact-attenuating module 12_x comprises a connecting member 55.

The connecting member 55 may have any suitable shape. In this example of implementation, the connecting member 55 is polygonally shaped when viewed in the heightwise direction of the barrier 10 and/or the barrier module 12. In some cases, the shape of the connecting member 55 of the connector 41 may be the same as the shape of the connecting member 55 of the connector 43. In other cases, the shape of the connecting member 55 of the connector 41 may be different than the shape of the connecting member 55 of the connector 43.

The connecting member 55 includes a first lateral edge 37, a second lateral edge 39 spaced from the first lateral edge 37 in the widthwise direction of the barrier 10 and/or the barrier module 12, a medial edge 46 and a proximal edge 48 spaced from the medial edge 46 in the longitudinal direction of the barrier 10 and/or the barrier module 12.

The connecting member 55 includes a first surface 47 and a second surface 49 spaced from the first surface 47 in a heightwise direction of the barrier 10 and/or the barrier module 12. As shown in FIGS. 6 to 19, 15 and 16, the connecting member 55 includes the openings 31, 33. The openings 31, 33 extend from the first surface 47 of the connecting member to a second surface 49 of the connecting member 55.

In this embodiment, the openings 31, 33 are closer to a lateral edge 37, 39 of the connecting member 55 than to a centerline 51 of the connecting member 55. In other embodiments, as shown in FIG. 20, the openings 31, 33 may be spaced further from lateral edges 37, 39 towards the centerline 51 of the connecting member 55. In yet other embodiments, the openings 31, 33 may be closer to the centerline 51 of the connecting member 55 than to a lateral edge 37, 39.

The connecting member 55 of the connector 43 will be described hereinbelow.

As shown in FIGS. 23A to 23F, the opening 33 is configured to provide a guided path of travel for the pin 45. In this example of implementation, the opening 33 is shaped to provide a guided path of travel for the pin 45.

As shown in FIG. 23A, the opening 33 is L-shaped when viewed in the heightwise direction the barrier 10 and/or the barrier module 12. In this case, the opening 33 comprises a first segment 53 and a second segment 56 when viewed in the heightwise direction of the barrier 10 and/or the barrier module 12. The first segment 53 is transverse to the second segment 56 when viewed in the heightwise direction of the barrier 10 and/or the barrier module 12. In this example, the guided path of travel of the pin 45 is along the first segment 53 and at least a portion of the second segment 56.

The first and second segments 53, 56 define the L-shape of the opening 33. The first and second segments 53, 56 are joined at a vertex V1. The first and second segments 53, 56 define an angle θ0 when viewed in the heightwise direction of the barrier 10 and/or the barrier module 12. The angle θ may have any suitable value.

The first and second segments may have any suitable length. In this embodiment, a length L₅₃ of the first segment 53 is different than a length L₅₆ of the second segment 56. In other embodiments, the length L₅₃ of the first segment 53 may be the same as the length L₅₆ of the second segment 56.

In other embodiments, as shown in FIG. 23B, the opening 33 is arcuate when viewed in the heightwise direction the barrier 10 and/or the barrier module 12. In other embodiments, the opening 33 is at least partly curvilinear when viewed in the heightwise direction the barrier 10 and/or the barrier module 12.

As shown in FIG. 9, the connecting member 55 extends in the longitudinal direction of the barrier 10 from a base 61. The base 61 interfaces with the second longitudinal end 76 of the impact-attenuating module 12C.

The base 61 includes a first end 63 and a second end 67 extending opposite the first end 63 in widthwise direction of the barrier 10 and/or the barrier module 12. The base 61 includes a first edge 69, a second edge 71 spaced from the first edge 69 in the widthwise direction of the barrier 10 and/or the barrier module 12, a third edge 73 and a fourth edge 75 spaced from the third edge 73 in the heightwise direction of the barrier 10 and/or the barrier module 12.

The base 61 includes a first surface 77 and a second surface 79 spaced from the first surface 77 in a longitudinal direction of the barrier 10 and/or the barrier module 12. The connecting member 55 extends from the first surface 77 of the base 61. The second surface 79 of the base 61 is adjacent to the body 36 of the impact-attenuating module 12C.

The base 61 may be configured to contoured to at least partially conform to an end profile 81 of the second longitudinal end 76 of the body 36 of the impact-attenuating module 12C. For instance, in this case, the base 61 is configured to contour the end profile 81 of the second longitudinal end 76 of the body 36 of the impact-attenuating module 12C such that at least a portion of the second surface 79 of the base 61 contours a portion of the facets 58 of the second longitudinal end 76 of the body 36 of the impact-attenuating module 12C.

The third and fourth edges 73, 75 of the base 61 define a height of the base 61. A height of the base 61 of the connector 43 of the impact-attenuating module 12C may have any suitable value. For instance, in some cases the height of the base 61 of the connector 43 of the impact-attenuating module 12C may span at least one-fifth, and in some cases at least one-quarter of the height H_M of the impact-attenuating module 12C. In some embodiments, the base 61 of the connector 43 may be positioned substantially at a midpoint of the height H_M of the impact-attenuating module 12C.

The first and second edges 69, 71 of the base 61 define a width of the base 61. The width of the base 61 of the connector 43 of the impact-attenuating module 12C may have any suitable value. For instance, in some cases the width of the base 61 of the connector 43 of the impact-attenuating module 12C may span a majority of the width W_M of the given impact-attenuating module 12C.

A width of the connecting member 55 of the connector 43 may have any suitable value. For instance, in some cases, the width of the connecting member 55 may span a majority of the width of the base 61 of the connector 43.

In this embodiment, the connector 43 includes a transversal member 83. In this embodiment, the transversal member comprises a transversal rod 85 as shown in FIG. 9. In this case, the transversal rod 85 is included on the second surface 79 of the base 61. The transversal rod 85 interfaces with the body 36 of the impact-attenuating module 12C. For instance, the transversal rod 85 is configured to be received by an end recess 89 in the second longitudinal end 76 of the impact-attenuating module 12C. In this embodiment, the connector 43 includes two transversal rods 85 spaced from one another in the heightwise direction of the barrier 10 and/or the barrier module 12. In this example of implementation, the body 36 of the impact-attenuating module 12C includes two end recesses 89 and each of the transversal rods 85 interfaces with an end recess 89. It is to be understood that in other embodiments, the connector 43 may include more or less transversal rods 85 and that a corresponding number of end recesses 89 would be provided in the body 36 of the impact-attenuating module 12C.

In other embodiments, the connector 43 may be configured without a transversal member.

In this embodiment, the connector 43 includes a rib 93 interposed between the connecting members 55 and the base 61. The rib 93 may be configured to interconnect the connecting members 55 and the base 61. This may increase the rigidity of the connector 43.

In this embodiment, the connector 43 includes two ribs 93. The ribs 93 are spaced apart in the widthwise direction of the barrier 10 and/or the barrier module 12. It is to be understood that in other embodiments, the connector 43 may include more or less ribs 93.

In other embodiments, the connector 43 may be configured without a rib.

The connector 41 may be configured substantially similarly to the connector 43. For instance, the connecting member 55 of the connector 41 may be configured substantially similarly as the connecting member 55 of the connector 43. For instance, the connector 41 may be configured to include a base 61 and a transversal member 83 as described above with respect to the connector 43. Similar reference numbers are used below to describe features common to both the connecting member 55 of the connector 41 and the connecting member 55 of the connector 43.

As shown in FIG. 9, in this example of implementation, the opening 31 of the connecting member 55 of the connector 41 is configured differently than the opening 33 of the connecting member 55 of the connector 43. In other embodiments, the opening 31 of the connecting member 55 of the connector 41 is configured in the same fashion as the opening 33 of the connecting member 55 of the connector 43.

The opening 31 of the connector 41 of the impact-attenuating module 12C may have any suitable shape. In this embodiment, the opening 31 of the connector 41 is circular when viewed in the heightwise direction of the barrier 10 and/or the barrier module 12. In other embodiments, the opening 31 of the connector 41 of the impact-attenuating module 12C is noncircular (e.g., oblong, etc.) when viewed in the heightwise direction of the barrier 10 and/or the barrier module 12.

In this embodiment, the connector 41 includes a gusset 95 interposed between the first surface 47 of the connecting member 55 and the first surface 77 of the base 61. The gusset 95 may be configured to interconnect the connecting member 55 and the base 61. This may increase the rigidity of the connector 43.

In this embodiment, the connector 41 includes two gussets 95. The gussets 95 are spaced apart in the widthwise direction of the barrier 10 and/or the barrier module 12. It is to be understood that in other embodiments, the connector 43 may include more or less gussets 95.

In this embodiment, the connector 41 also includes two gussets 95 interposed between the second surface 49 of the connecting member 55 and the first surface 77 of the base 61.

In other embodiments, the connector 41 may be configured without a gusset.

The connectors 41, 43 may be affixed to the impact-attenuating module 12C in any suitable fashion. In this embodiment, as shown in FIGS. 5 to 9, the connection system 14 includes a harness 97 to affix the connectors 41, 43 to the impact-attenuating module 12C. In this embodiment, the harness 97 includes a plurality of straps 99 on each side 24, 44 of the impact-attenuating module 12C. A single strap 99 will be described below with the understanding that the other straps 99 may be configured similarly.

In this embodiment, the strap 99 includes a first end 96 and a second end 98 extending opposite the first end 96. The first end 96 of the strap 99 is configured to be affixed to the connector 41 of the impact-attenuating module 12C and the second end 98 of the strap 99 is configured to be affixed to the connector 43 of the same impact-attenuating module 12C. In this embodiment, the first end 96 of the strap 99 is configured to be affixed to the base 61 of the connector 41 and the second end 98 of the strap 99 is configured to be affixed to the base 61 of the connector 43. In this case, the first end 96 of the strap 99 is configured to be affixed to the first end 63 of the base 61 of the connector 41 of the impact-attenuating module 12C and the second end 98 of the strap 99 is configured to be affixed to the second end 67 of the base 61 of the connector 43 of the same impact-attenuating module 12C.

In this example of implementation, each of the first and second ends 96, 98 of the strap 99 include an apertures 92 and each of the first and the second ends 63, 67 of the base 61 include an apertures 94. The apertures 92, 94 are configured to receive a fastener 90 to fasten the strap 99 to the connectors 41, 43 of the impact-attenuating module 12C. In this case, a fastener 90 extends through the aperture 94 of the base 61 and through the aperture 92 of the strap 99. More particularly, in this instance, a first fastener 90 extends through the aperture 94 of the first end 63 of the base 61 and through the aperture 92 in the first end 96 of the strap 99 and a second fastener 90 extends through the aperture 94 of the second end 67 of the base 61 and through the aperture 92 in the second end 98 of the strap 99.

In this example, the fastener 90 is a bolt secured by a nut. The fastener 90 may comprise any suitable fastener.

The strap 99 interfaces with the body 36 of the impact-attenuating module 12C. For instance, the strap 99 is configured to be received by a longitudinal recess 88 in the side 24 of the impact-attenuating module 12C. In this embodiment, the portion of the harness 97 along the side 24 of the impact-attenuating module 12C includes two strap 99 spaced from one another in the heightwise direction of the barrier 10 and/or the barrier module 12 and the body 36 of the impact-attenuating module 12C includes two longitudinal recesses 88. Each of the straps 99 interfaces with a longitudinal recess 88. It is understood that in other embodiments, the harness 97 may include more or less straps 99 and that a corresponding number of longitudinal recesses 89 would be provided in the body 36 of the impact-attenuating module 12C.

The straps 99 may comprise any suitable material 86. For instance, the material 86 may comprise a metallic material (e.g., steel).

The pin 45 may be any suitable pin. For instance, the pin may be a T-pin.

In some embodiments, the pin 45 of the hinge 16 may be installable manually, i.e., without using any mechanized tool such as a hydraulic cylinder, an actuator, a hydraulic hammer, a pneumatic hammer, or any other machine, to join the connector 41 of the impact-attenuating module 12_x and the connector 43 of the adjacent impact-attenuating module 12_i. In some cases, one or more nonmechanized tools such as a hammer or screwdriver may be used to install the pin 45 of the hinge 16. Thus, in some cases, the hinge 16 may be viewed as a “quick-connect” hinge. This is in contrast with conventional movable barriers which have limited deflection but require a hydraulic cylinder, an actuator, a hydraulic hammer, a pneumatic hammer, and/or another machine to install their hinge's pin 45.

The pin 45 may have any suitable dimensions. For instance, the pin 45 may have any suitable length. For example, a dimension of the cross-section of the pin 45 may have any suitable value.

The pin 45 may comprise any suitable material 65. For instance, the material 65 may comprise a metallic material (e.g., steel).

In this embodiment, the pin 45 is configured to translate relative to at least one of the opening 31 of the connector 41 of the impact-attenuating module 12_x and the opening 33 of the connector 43 of the adjacent impact-attenuating module 12_i along a guided path of travel which includes a change of direction to allow the impact-attenuating modules 12_x, 12_i to rotate with respect to one another. For instance, as shown in FIGS. 15A and 15B, the impact-attenuating modules 12_x, 12_i are shown in a substantially aligned configuration. FIG. 15B shows an enlarged view of the hinge 16 with certain elements shown in phantom lines. This configuration may be considered a first relative position of the impact-attenuating modules 12_x, 12_i. In this first relative position, the longitudinal axis LA₁₂ of the impact-attenuating modules 12_x, 12_i (denoted LA_12i, LA_12x) are substantially parallel and are configured to be aligned along the longitudinal axis L₁₀ of the barrier 10.

As shown in FIG. 16A and 16B, the impact-attenuating modules 12_x, 12_i are shown rotated with respect to one another. FIG. 16B shows an enlarged view of the hinge 16 with certain elements shown in phantom lines. This configuration may be considered a second relative position of the impact-attenuating modules 12_x, 12_i. In this second relative position, the longitudinal axis LA₁₂ of the impact-attenuating modules 12_x, 12_i are no longer substantially parallel such that one or both of the longitudinal axes LA_12i, LA_12x impact-attenuating modules 12_x, 12_i are not aligned along the longitudinal axis L₁₀ of the barrier 10. As shown in FIG. 16, in the second relative position, the longitudinal axes LA_12i, LA_12x of the impact-attenuating module 12_x, 12_i define the angle of rotation α.

The hinge 16 connecting the impact-attenuating modules 12_x, 12_i respectively is configured to allow the impact-attenuating modules 12_x, 12_i to transition between the first relative position shown in FIG. 15 and the second relative position shown in the FIG. 16.

The hinge 16 including the connectors 41, 43 may be configured in any suitable fashion so that the impact-attenuating modules 12_x, 12_i can be acquired by the transfer vehicle 20 so that the impact-attenuating modules 12_x, 12_i may be transferred from a first location at the roadway to a second location at the roadway 13 as they remain connected. For instance, the connectors 41, 43 may comprise any suitable number of connecting member 55. Additionally, the connecting members 55 may comprise any suitable number of openings 31, 33. A few non-limiting exemplary embodiments will be described below.

It is to be understood that irrespective of the number of connecting members 55 and irrespective of the number of openings 31, 33 included in the connecting members 55, the hinge 16 is configured such that the pin 45 may translate relative to at least one of the opening 31 of the connector 41 of the impact-attenuating module 12_x and the opening 33 of the connector 43 of the adjacent impact-attenuating module 12_i along a guided path of travel that includes a change of direction, and in some cases more than one change of directions.

The guided path of travel including the change of direction is schematically illustrated in FIGS. 23C and 23D.

More specifically, in this example, the pin 45 translates relative to the first segment 53 of the opening 33 which is along a first direction D1 and translates relative to at least a portion of the second segment 53 of the opening 33 which is along a second direction D2. In some cases, the pin 45 translates relative to the first segment 53 of the opening 33 which is along a first direction and relative to the entirety of the second segment 56 of the opening 33 which is along a second direction.

In some cases, as shown in FIGS. 23C and 23D in this example, the pin 45 translates relative to the opening 33 along a first portion L1 of an L-shaped path L and changes directions to translate along a second portion L2 of the L-shaped path L. As shown in FIGS. 23C and 23D, the path is a transverse path.

In some cases, as shown in FIG. 23E, the pin 45 translates relative to the opening 33 along a first portion C1 of an at least partly curvilinear path C and changes directions to translate along a second portion C2 of the at least partly curvilinear path C.

In some cases, as shown in FIG. 23F, in this example, the pin 45 translates relative to the opening 33 along a first portion A1 of an at least partly arcuate path A and changes directions to translate along a second portion A2 of the at least partly arcuate path A.

The guided path of travel of the pin 45 relative to at least one of the openings 31 (e.g., 311 and/or 312, and/or 313, etc., as will be described below) of the connector 41 of the impact-attenuating module 12_x and the openings 33 (e.g., 331 and/or 332, and/or 333, etc. as will be described below) of the connector 43 of the adjacent impact-attenuating module 12_i provides a sufficient range of motion of the impact-attenuating modules 12_x, 12_i such that the impact-attenuating modules 12_x, 12_i can be acquired by the transfer vehicle 20 so that the impact-attenuating modules 12_x, 12_i may be transferred from a first location at the roadway to a second location at the roadway 13 as they remain connected.

Considering now the connection 23 between the impact-attenuating modules 12_x, 12_i, as shown in FIG. 20. The impact-attenuating modules 12_x, 12_; are configured to be connected by the hinge 16 which comprises the connector 41 of the impact-attenuating module 12_x, the connector 43 of the adjacent impact-attenuating module 12_i and the pin 45. As shown in FIG. 24, to connect the impact-attenuating modules 12_x, 12_i, the connectors 41, 43 are configured to be aligned such that the opening 31 of the connecting member 55 of the connector 41 is aligned with at least a portion of the opening 33 of the connecting member 55 of the connector 43. In this case, the pin 45 is inserted in the hinge 16 such that the pin 45 is receivable in the opening 31 of the connector 41 of the impact-attenuating module 12_x and in the opening 33 of the connector 43 of the impact-attenuating module 12_; to join the connector 41 of the impact-attenuating module 12_x and the connector 43 of the adjacent one of the impact-attenuating modules 12_i.

In this embodiment, when the connectors 41, 43 are configured to be aligned such that the opening 31 of the connecting member 55 of the connector 41 is aligned with at least a portion of the opening 33 of the connecting member 55 of the connector 43, the connecting member 55 of the connector 41 of the impact-attenuating module 12_x is disposed above the connecting member 55 of the connector 43 of the impact-attenuating module 12_i to align the openings 31, 33. As such, the second surface 59 of the connecting member 55 of the connector 41 of the impact-attenuating module 12_x contacts the first surface 47 of the connecting member 55 of the connector 43 of the impact-attenuating module 12_i. It is to be understood that in other embodiments, the connecting member 55 of the connector 41 of the impact-attenuating module 12_x may be disposed above the connecting member 55 of the connector 43 of the impact-attenuating module 12_i to align the openings 31, 33.

As shown in FIG. 24, in this example, the opening 33 is a first opening 33₁ of the connecting member 55 of the connector 43 and the connecting member 55 of the connector 43 comprises a second opening 33₂ spaced from the first opening 33₁ in the widthwise direction of the barrier 10 and/or the barrier module 12. Also, in this embodiment, the opening 31 is a first opening 31₁ of the connecting member 55 of the connector 41 and the connecting member 55 of the connector 41 comprises a second opening 31₂ spaced from the first opening 31₁ in the widthwise direction of the barrier 10 and/or the barrier module 12. It is understood that in other embodiments, each of the connectors 41, 43 may comprise any number of openings 31, 33.

In this embodiment, the pin 45 is a first pin 45₁ and the hinge 16 includes a second pin 45₂. The first pin 45₁ is configured to be received in the openings 31₁, 33₁ of the connectors 43, 41 of the connecting members 55 of the impact-attenuating modules 12_x, 12_i, respectively, and the second pin 45₂ is configured to be received in the openings 31₂, 33₂ of the connectors 43, 41 of the connecting members 55 of the impact-attenuating modules 12_x, 12_i, respectively.

With reference to FIGS. 6, 7 and 9, each of the connectors 41, 43 of the impact-attenuating modules 12_x, 12_i comprises two connecting members 55 (denoted 55_U, 55_B) that are spaced from one another in the heightwise direction of the barrier 10 and/or the barrier module 12. It is understood that in other embodiments, each of the connectors 41, 43 may comprise any number of connecting members 55.

As shown in FIG. 9, in this example, the connecting member 55_U of the connector 43 comprises the first and second openings 33₁, 33₂ and the connecting member 55_U of the connector 41 comprises the first and second openings 311, 312.

in this example, the connecting member 55_B of the connector 43 comprises a third opening 33₃ and a fourth opening 33₄ spaced from the third opening 33₃ in the widthwise direction of the barrier 10 and/or the barrier module 12. In this example, the connecting member 55_B of the connector 41 comprises a third opening 31₃ and a fourth opening 31₄ spaced from the third opening 31₃ in the widthwise direction of the barrier 10 and/or the barrier module 12.

In this embodiment, the connecting member 55_B of the connector 41 of the impact-attenuating module 12_x is disposed below the connecting member 55_B of the connector 43 of the impact-attenuating module 12_i. As such, the first surface 47 of the connecting member 55_B of the connector 41 of the impact-attenuating module 12_x contacts the second surface 59 of the connecting member 55_B of the connector 43 of the impact-attenuating module 12_i.

In this position, the openings 31₁, 31₃, 33₁, 33₃ of the connecting members 55_B of the connectors 41, 43 of the impact-attenuating modules 12_x, 12_i are aligned in the heightwise direction of the barrier 10 and/or the impact-attenuating module 12C and the openings 31₂, 31₄, 33₂, 33₄ of the connecting members 55_B of the connectors 41, 43 of the impact-attenuating modules 12_x, 12_i are aligned in the heightwise direction of the barrier 10 and/or the impact-attenuating module 12C.

In this embodiment, the first pin 45₁ is configured to be received the openings 31₁, 31₃, 33₁, 33₃ of the connecting members 55_B of the connectors 41, 43 of the impact-attenuating modules 12_x, 12_i, and the second pin 45₂ is configured to be received in the openings 31₂, 31₄, 33₂, 33₄ of the connecting members 55_B of the connectors 41, 43 of the impact-attenuating modules 12_x, 12_i.

In other embodiments, each of the connectors 41, 43 of the impact-attenuating modules 12_x, 12_i comprises two connecting members 55 (denoted 55_U, 55_B) that are spaced from one another in the heightwise direction of the barrier 10 and/or the impact-attenuating module 12C. However, each of the connecting members 55_U, 55_B may comprise a single opening 31, 33 such that the connecting member 55_U of the connector 43 comprises the opening 33₁, the connecting member 55_U of the connector 41 comprises the opening 31₁, the connecting member 55_B of the connector 43 comprises the opening 33₃ and the connecting member 55_B of the connector 41 comprises the opening 31₃.

In such embodiments, the pin 45 is configured to be received the openings 31₁, 31₃, 33₁, 33₃ of the connecting members 55_U, 55_B of the connectors 41, 43 of the impact-attenuating modules 12_x, 12_i.

In this embodiment, as shown in FIGS. 1 to 4, the barrier 10 includes a front member 212. In this example of implementation, the front member 212 is configured to be connected to the first impact-attenuating module 12C. The front member 212 of the barrier 10 is configured to collapse about a bumper 18 of the impacting vehicle 19 that impacts the front member 212 of the barrier 10. The front member 212 is configured to capture the bumper 18 of the impacting vehicle 19 so as to retain the bumper 18 (e.g., clamp the bumper 18, restrain the bumper 18, arrest the bumper 18, etc.) within the front member 212. This may facilitate concentration of the kinetic energy of the impacting vehicle 19 at the front member 212. This may also facilitate dispersion and/or absorption of the kinetic energy of the impacting vehicle 19 to downstream ones of the impact-attenuating modules 12C. By concentrating, absorbing and/or redirecting the kinetic energy of the impacting vehicle, this may reduce the damage to structures, vehicles, and motorists resulting from the collision. The front member 212 may also assist in collecting debris generated by the collision.

In this embodiment, the front member 212 is also configured to limit rotation of the impact-attenuating modules 12C in the XY plane. In this example of implementation, the front member 212 is configured to limit rotation of the impact-attenuating modules 12C about the Z axis. This may equal or reduce a tendency for the impacting vehicle 19 to vault or snag upon impacting the barrier 10.

The front member 212 comprises a base portion 230, an upper portion 232, and an intermediate portion 234 between its base portion 230 and its upper portion 232. In this embodiment, the base portion 230 of the front member 212 is substantially the same width as the intermediate portion 234 of the front member 212. In other embodiments, the base portion 230 of the front member 212 may be wider than the intermediate portion 234 and the upper portion 232 of the front member 212.

In this embodiment, the upper portion 232 of the front member 212 comprises a projection 235 and the base portion 230 of the front member 212 comprises a projection 233.

The front member 212 comprises a first longitudinal end 274 and a second longitudinal end 276 opposite the first longitudinal end 74. The first and second longitudinal ends 274, 276 of the front member 212 define a length L_E of the front member 212. The front member 212 comprises a first side 224 and a second side 244 opposite the first side 224. The first and second sides 224, 244 of the front member 212 define a width W_E of the front member 212.

The front member 212 includes a body 236. The body 236 of the front member 212 includes a front surface 223, lateral surfaces 257, 259 and a bottom surface 221. The body 236 of the front member 212 comprises a container 250 configured to contain at least a portion of the first impact-attenuating module 12C. The container 250 comprises a shell 260 that has a hollow interior 254 and may form at least part of the periphery of the body 236 of the front member 212.

The front surface 223 of the front member 212 is straight in a heightwise direction of the front member 232.

The hollow interior 254 defines an internal volume 256 of the front member 212. The internal volume 256 of the front member 212 is configured to receive at least a portion of the first impact-attenuating module 12C. In this embodiment, the first longitudinal end 74 of the first impact-attenuating module 12C is received in the internal volume 256 and faces an internal end surface 278 of the front member 212.

The width W_E and the height H_E of the front member 212 may have any suitable value. The width W_E and the height H_E are respectively greater than the width W_M and the height H_M of the first impact-attenuating module 12C. This allows the first impact-attenuating module 12C to be received in the internal volume 256 of the front member 212.

The bottom surface 221 comprises a floor 245 which extends from the projection 233 along at least a portion of the sides 224, 244 of the front member 212 and in some case along the entirety of the sides 224, 244 of the front member 212. The length L_E of the front member 212 may be such that it is less than half of the length L_M of the first impact-attenuating module 12C received in the internal volume 256 of the front member 212.

In this embodiment, the floor 245 comprises a grating 210. In this example of implementation, the grating 210 includes holes 214 such that accumulation of debris within the internal volume 256 of the front member 212 is reduced.

The front member 212 may comprise a rigid material 222 that is more rigid than the polymeric material 159 of the body 36 of the first impact-attenuating module 12C. For example, the rigid material 222 may be a metallic material.

The front member 212 may include an internal structure 241. The internal structure 241 may be configured to reinforce the front member 212. Additionally, the internal structure 241 may be configured for connecting the front member 212 to the first impact-attenuating module 12C. In this example of implementation, the internal structure 241 includes an opening 231 for receiving a pin 45. For instance, in this embodiment, the internal structure 241 includes a structural member 255 and the opening 231 may extend through the structural member 255. In this case, the connecting member 55 of the connector 41 of the first impact-attenuating module 12C is configured to interface with the structural member 255 such that the openings 231 of the structural member 255 are aligned with the openings 31 of the connecting member 55 of the connector 41 of the first impact-attenuating module 12C to receive the pin 45.

The structural member 255 may be a transverse structural member. In this embodiment, the internal structure 241 also includes a vertical structural member 293.

The connectors 41, 43 may be implemented in various other ways in other embodiments.

The connecting member 55 may include a secondary opening 84. In this embodiment, the opening 85 is located between the openings 33₁, 33₂. In this embodiment, the secondary opening 84 is substantially aligned with the centerline 51 of the connecting member 55.

The hinge 16 includes a secondary pin 82 is configured to be received in the secondary opening 84 to lock the impact-attenuating modules 12. This may prevent a loosening of the connection 23 between the impact-attenuating modules 12 as the barrier 10 is installed at the roadway (e.g., due to vibrations at the roadway, etc.).

The connection 123 between the impact-attenuating module 12C adjacent the end structure 112 and the end structure 112 may be configured similarly to the connection 23 between the impact-attenuating modules 12_x, 12_i. More specifically, in this embodiment, the end structure 112 comprises a connector 141 and the connector 141 is be configured similarly the connector 41 described above. In other embodiments, the connector of the end structure may be configured similarly as the connector 43 described above.

In this embodiment, the connector 141 of the end structure 112 includes components for affixing the connector 141 to the end structure 112.

In this embodiment, the connector 141 includes a first panel 70 affixed to the second surface 79 of the base 61 of the connector 141 of the end structure 112 and a second panel 72 affixed to the second surface 79 of the base 61 of the connector 43 of the end structure 112. The first and second panels 70, 72 are configured to affix the connector 141 of the end structure 112 to the body 136 of the end structure 112. In this example of implementation, the first and second panels 70, 72 include a plurality of apertures 68 which are each configured to receive a fastener to connect the panels 70, 72 to sides 124, 144 of the end structure 112.

In this embodiment, the connector 141 also includes a plurality of additional panels 66 as shown in FIGS. 1, 2 and 17.

With additional reference to FIGS. 19A to 19D, in this embodiment, for respective ones of the barrier modules 12 other than the impact-attenuating modules 12C of the impact attenuator 11 of the barrier 10, the body 36 of the barrier module 12 includes concrete 38 (e.g., a concrete casting). In some cases, the concrete 38 forms at least part of a periphery of the body 36 of the barrier module 12. In this embodiment, each barrier module 12 whose body 36 includes the concrete 38 may include components similar to those described above with respect to the impact-attenuating modules 12C, including the connectors 41, 43 configured to form one or more connections 23 implementing one or more hinges 16 hingedly connecting it to one or more adjacent barrier modules 12.

The barrier 10 (e.g., its impact-attenuating modules 12C) may be implemented in various other ways in other embodiments.

For example, in some embodiments, the first impact-attenuating 12C is taller than downstream ones of the impact-attenuating modules 12C. For instance, in some embodiments, a ratio of a height of impact-attenuating module 12C over a height of the downstream ones of the impact-attenuating modules 12C is at least 1.1, in some cases at least 1.2, in some cases at least 1.3, and in some cases even greater. In other embodiments, the impact-attenuating module 12C is the same height as the downstream ones of the impact-attenuating modules 12C. In some cases, the first impact-attenuating module 12C is taller than the impact-attenuating module 12C adjacent the end structure 112.

In one example of implementation, the impact-attenuating module 12C adjacent the end structure 112 is the same height as the end structure 112 of the barrier 10.

Also, in some embodiments, as shown in FIGS. 18 and 19, the body 36 of the barrier module 12 comprises an armature 40. The armature 40, which may sometimes be referred to as a frame or brace, may comprise any suitable material. For instance, the armature 40 may comprise a metallic material (e.g., steel).

In some embodiments, the armature 40 may be embedded in the body 36 of the barrier module 12, such as in the substance 52 contained in the container 50 or in the concrete 38 (e.g., for reinforcing the body 36 of the barrier module 12 and/or facilitating manufacturing of the impact-attenuating module 12C). In other embodiments, the armature 40 may be connected to and extend inside the container 50 of the body 36 of barrier module 12. In some cases, the armature 40 may be at least partly embedded in the substance 52 contained in the container 50.

A value of the modulus of elasticity of the material of the armature 40 may have any suitable value. In certain embodiments, the material of the armature 40 may have a modulus of elasticity of at least 300 MPa, in some cases at least 400 MPa. The material of the armature 40 may have any suitable hardness.

In other embodiments, the body 36 of the barrier module 12 may be configured without an armature 40. In such embodiments, the body 36 of the barrier module 12 may comprise fiber-filled concrete (e.g., synthetic fibers, glass fibers, metallic fibers).

The container 50 may be modified as a function of its application. For example, the container 50 of the impact-attenuating modules 12C initially functioning as a crash cushion may be modified such that the impact-attenuating modules 12C may function as a barrier 10. For example, the container 50 may be modified to implement include the armature 40.

Certain additional elements that may be needed for operation of some embodiments have not been described or illustrated as they are assumed to be within the purview of those of ordinary skill in the art. Moreover, certain embodiments may be free of, may lack and/or may function without any element that is not specifically disclosed herein.

Any feature of any embodiment discussed herein may be combined with any feature of any other embodiment discussed herein in some examples of implementation.

In case of any discrepancy, inconsistency, or other difference between terms used herein and terms used in any document incorporated by reference herein, meanings of the terms used herein are to prevail and be used.

Although various embodiments have been illustrated, this was for purposes of describing, but should not be limiting. Various changes, modifications and enhancements may be made.

Claims

1. A barrier for a roadway, the barrier comprising a plurality of barrier modules hingedly connected to one another, wherein: the barrier comprises a hinge connecting a given one of the barrier modules to an adjacent one of the barrier modules, the hinge comprising: a connector of the given one of the barrier modules;a connector of the adjacent one of the barrier modules; anda pin to join the connector of the given one of the barrier modules and the connector of the adjacent one of the barrier modules,wherein the connector of the given one of the barrier modules and the connector of the adjacent one of the barrier modules are configured such that the pin is movable relative to at least one of the connector of the given one of the barrier modules and the connector of the adjacent one of the barrier modules along a guided path of travel including a change of direction to allow the given one of the barrier modules to rotate with respect to the adjacent one of the barrier modules.

2. The barrier of claim 1, wherein the guided path of travel comprises a first segment and a second segment transverse to the second segment.

3. The barrier of claim 1, wherein the guided path of travel is at least partly curvilinear.

4. The barrier of claim 3, wherein the guided path of travel is at least partly arcuate.

5. The barrier of claim 1, wherein the guided path of travel is at least partly angular.

6. The barrier of claim 1, wherein the guided path of travel includes an L-shaped portion.

7. The barrier of claim 1, wherein: the barrier is a movable barrier configured to be transferred between different locations at the roadway by a transfer vehicle and the hinge is configured such that the given one of the barrier modules is rotatable with respect to the adjacent one of the barrier modules when the pin is received by the connector of the given one of the barrier modules and the connector of the adjacent one of the barrier modules and the barrier is being transferred between the different locations at the roadway.

8. The barrier of claim 1, wherein the hinge is configured such that the given one of the barrier modules is rotatable with respect to the adjacent one of the barrier modules by at least 5 degrees when the pin is received by the connector of the given one of the barrier modules and the connector of the adjacent one of the barrier modules.

9. The barrier of claim 1, wherein the connector of the given one of the barrier modules comprises a first opening, the connector of the adjacent one of the barrier modules comprises a second opening, the pin is received in the first opening and the second opening, and the first opening is shaped to define the guided path of travel.

10. The barrier of claim 9, wherein the connector of the given one of the barrier modules comprises a first connecting member and the connector of the adjacent one of the barrier modules comprises a second connecting member; and the first connecting member comprises the first opening and the second connecting member comprises the second opening.

11. (canceled)

12. (canceled)

13. (canceled)

14. (canceled)

15. (canceled)

16. (canceled)

17. (canceled)

18. (canceled)

19. The barrier of claim 9, wherein at least the first opening is an L-shaped opening when viewed in the heightwise direction of the barrier.

20. The barrier of claim 9, wherein at least the first opening comprises a first segment and a second segment transverse to the first segment when viewed in the heightwise direction of the barrier.

21. The barrier of claim 20, wherein the first segment and the second segments are joined at a vertex.

22. The barrier of claim 20, wherein the first segment and the second segment define an angle when viewed in the heightwise direction of the barrier.

23. The barrier of claim 9, wherein the first opening is curvilinear when viewed in the heightwise direction of the barrier.

24. The barrier of claim 9, wherein the first opening is arcuate when viewed in the heightwise direction of the barrier.

25. (canceled)

26. (canceled)

27. (canceled)

28. The barrier of claim 1, wherein the barrier further comprises a front member configured to be connected to a body of a first one of the plurality of barrier modules.

29. The barrier of claim 28, wherein the front member is configured to collapse about an impacting vehicle that impacts the front member of the barrier.

30. (canceled)

31. (canceled)

32. The barrier of claim 1, wherein the given one of the barrier modules comprise a container configured to contain a substance.

33. (canceled)

34. (canceled)

35. (canceled)

36. (canceled)

37. (canceled)

38. The barrier of claim 32, wherein the container comprises at least one channel engageable by a forklift to transfer the given one of the barrier modules from a first location to a second location.

39. The barrier of claim 38, wherein the adjacent one of the barrier modules comprises a container configured to contain a substance; and the container of the adjacent one of the barrier modules comprises at least one channel engageable by the forklift to simultaneously transfer the given one of the barrier modules and the adjacent one of the barrier modules from the first location to the second location.

40. The barrier of claim 1, wherein the barrier modules implement a crash cushion.

41. The barrier of claim 40, wherein the barrier modules comprise a body including polymeric material.

42. The barrier of claim 41, wherein the polymeric material is configured to be deformable upon impact to limit an amount of debris produced upon impact.

43. (canceled)

44. (canceled)

45. (canceled)

46. (canceled)

47. The barrier of claim 1, wherein the barrier is configured to deflect by no more than 1.6 meters according to MASH.

48. (canceled)

49. (canceled)

50. (canceled)

51. A barrier for a roadway, the barrier comprising a plurality of barrier modules hingedly connected to one another, the barrier being configured to be transferred between different locations at the roadway by a transfer vehicle, the barrier comprising a hinge connecting a given one of the barrier modules to an adjacent one of the barrier modules, the hinge comprising: a connector of the given one of the barrier modules;a connector of the adjacent one of the barrier modules; anda pin to join the connector of the given one of the barrier modules and the connector of the adjacent one of the barrier modules,

52. A barrier for a roadway, the barrier comprising a plurality of barrier modules hingedly connected to one another, the barrier comprising a hinge connecting a given one of the barrier modules to an adjacent one of the barrier modules, the hinge comprising: a connector of the given one of the barrier modules comprising a first opening;a connector of the adjacent one of the barrier modules comprising a second opening; anda pin that is receivable in the first opening and in the second opening to join the connector of the given one of the barrier modules and the connector of the adjacent one of the barrier modules,

53. A barrier for a roadway, the barrier comprising a plurality of impact-attenuating modules hingedly connected to one another, each of the impact-attenuating modules including a container containing a substance, wherein the container of a leading one of the impact-attenuating modules is only partly filled with the substance.