MODULAR ROAD BARRIER

This application claims priority to Italian Application Serial No. 102021000028742, titled “Modular Road Barrier” filed Nov. 11, 2021, which is incorporated herein by reference in its entirety for all purposes.

TECHNICAL FIELD

The present invention refers to a road barrier having a modular structure, that is, including a plurality of modules that can be assembled together. More particularly, the present invention relates to a road barrier having a modular structure in which one or more road barrier modules are equipped with instrumentation on board

BACKGROUND ART

Road barriers (also called “guard rails”) are in wide use along the edges of roadways. In general, said road barriers can extend substantially continuous along the entire roadway, such as a motorway network or expressway. In these applications, if the roadway is two-way, the road barriers are generally placed both at the edges of the roadway on both sides, and centrally to function as a traffic divider barrier. There are also situations in which road barriers extend along very short stretches of the roadway, such as in winding roads, particularly in foothills or mountainous areas where road barriers are generally used in more dangerous stretches of the roadway, e.g., stretches that run along cliffs or escarpments, hairpin bends, and other similar features. In these applications, road barriers are usually permanently mounted along roadways. Road barriers can also be installed temporarily on a roadway, for example in the case of construction sites or temporary deviations. From the above, it is therefore evident that the presence of road barriers implies the possibility of accidents or other events that pose a risk to motorists who travel on the roadway. Indeed, as in the case of construction sites, road barriers are commonly the first element to be installed. Road barriers have a variety of uses but are primarily utilized to prevent a vehicle from inadvertently leaving the road and entering a dangerous or protected area, such as oncoming traffic, wooded areas, or construction zones, thereby minimizing injury to the vehicle passengers and/or other motorists.

SUMMARY OF INVENTION

In accordance with an aspect, there is provided a road barrier module, e.g., a module part of a road barrier system. The module may include a first longitudinal beam comprising a first hollow portion along its length. The module may include a second longitudinal beam disposed below the first longitudinal beam, the second longitudinal beam comprising a second hollow portion along its length. The module further may include a first upright connected to a first end of the first longitudinal beam and a first end of the second longitudinal beam. The module may include a second upright connected to a second end of the first longitudinal beam and a second end of the second longitudinal beam. The second longitudinal beam may have a width that is greater than any of the first upright and second upright. The module further may include a connection system disposed on the first upright and the second upright. The connection system may be constructed and arranged to provide for mechanical connections to adjacent modules. The module additionally may include protective elements spanning the length of the first longitudinal beam and second longitudinal beam and connected to the first upright and second upright.

In further embodiments, the module may include a third upright disposed between the first upright and the second upright.

In some embodiments, the second longitudinal beam may have an outward tapered profile. The protective elements may be connected to the outward tapered profile of the second longitudinal beam.

In further embodiments, the module may include a source of electrical power disposed in the first longitudinal beam or second longitudinal beam. The source of electrical of power may include a connection to an electrical grid. Alternatively, on in addition, the source of power may include a photovoltaic panel. In further embodiments, the source of electrical power may include a battery. The photovoltaic panel may be disposed on the first longitudinal beam e.g., on a top surface.

In some embodiments, the connection system further provides electrical continuity between adjacent modules.

In further embodiments, the module may include one or more lighting devices positioned on the first longitudinal beam, second longitudinal beam, or the protective elements. The one or more lighting devices may be positioned horizontally or vertically along on the protective elements. In some embodiments, the one or more lighting devices may be positioned horizontally or vertically along on the first horizontal beam. In specific embodiments, the one or more lighting devices may include light emitting diodes.

In further embodiments, the module may include one or more electrical devices attached to the first longitudinal beam, second longitudinal beam, or the protective elements.

In some embodiments, one or both of the first hollow portion of the first longitudinal beam or the second hollow portion of the second longitudinal beam may be constructed and arranged to house the one or more electrical devices.

In further embodiments, the module may include a source of electrical power operatively coupled to the one or more lighting devices or the one or more electrical devices. In some embodiments, the one or more electrical devices include imaging devices, one or more sensors, RADAR, LIDAR, charging devices, or communications devices. In specific embodiments, the one or more sensors are selected from the group consisting of temperature sensors, humidity sensors, visibility sensors, and traffic detection sensors. In some embodiments, the communications devices include WiFi transmitters or cellular data transmitters.

In further embodiments, the module may include a control unit constructed and arranged to operate the one or more lighting devices and the one or more electrical devices. The control unit may be constructed and arranged to operate the one or more lighting devices responsive to a measurement of a parameter from the one or more sensors. For example, the control unit may be constructed and arranged to change one or more colors of the one or more lighting devices responsive to measurement of a parameter from the one or more sensors. In another example, the control unit may be constructed and arranged to change one or more illumination patterns of the one or more lighting devices responsive to measurement of a parameter from the one or more sensors.

In some embodiments, the module may be made from a material selected from the group consisting of wood, polymers, and metals. In further embodiments, the material of the module may include an outer layer of polyurethane, fiberglass, or a pultruded composite material.

In accordance with an aspect, there is provided a modular road barrier system. The system may include one or more road barrier modules. Each of the one or more road barrier modules may include a first longitudinal beam including a first hollow portion along its length, a second longitudinal beam disposed below the first longitudinal beam and including a second hollow portion along its length, a first upright connected to a first end of the first longitudinal beam and a first end of the second longitudinal beam, a second upright connected to a second end of the first longitudinal beam and a second end of the second longitudinal beam having a width that is greater than any of the first upright and second upright, a connection system disposed on the first upright and the second upright constructed and arranged to provide for mechanical connections to adjacent modules, and protective elements spanning the length of the first longitudinal beam and second longitudinal beam connected to the first upright and second upright. The modules of the system may include one or more lighting devices operatively connected to the module. The modules of the system may include one or more electrical devices positioned to measure one or more parameters around the module.

The modules of the system further may include a photovoltaic panel disposed on a top surface of the module operatively coupled to the one or more lighting devices or the one or more electrical devices. The modules of the system additionally may include a control unit constructed and arranged to operate the one or more lighting devices and the one or more electrical devices.

In further embodiments, each module of the system includes a third upright disposed between the first upright and the second upright.

In some embodiments, the second longitudinal beam of each module has an outward tapered profile. The protective elements connected to each module follow the outward tapered profile of the second longitudinal beam.

In further embodiments, each module may include a connection to an electrical grid. Alternatively, or in addition, each module further may include a battery.

In some embodiments, the connection system of each module further may provide electrical continuity between adjacent modules.

In some embodiments, the one or more lighting devices of each module may be positioned on the first longitudinal beam, second longitudinal beam, or the protective elements. In some embodiments, the one or more lighting devices of each module may be positioned horizontally along on the protective elements of each module. In some embodiments, the one or more lighting devices of each module may be positioned horizontally along on the first horizontal beam of each module.

In some embodiments, the one or more electrical devices are positioned on the first longitudinal beam, second longitudinal beam, or the protective elements of each module. For example, the one or more electrical devices may include imaging devices, one or more sensors, RADAR, LIDAR, charging devices, and communications devices. In some embodiments, the one or more sensors may be selected from the group consisting of temperature sensors, humidity sensors, visibility sensors, and traffic detection sensors. In some embodiments, the communications devices include WiFi transmitters or cellular data transmitters.

In some embodiments, one or both of the first hollow portion of the first longitudinal beam or the second hollow portion of the first longitudinal beam of each module may be constructed and arranged to house the one or more electrical devices.

In some embodiments, the control unit may be constructed and arranged to operate the one or more lighting devices responsive to a measurement of a parameter from one or more sensors. In some embodiments, the control unit may be constructed and arranged to change one or more colors of the one or more lighting devices responsive measurement of a parameter from one or more sensors. In some embodiments, the control unit may be constructed and arranged to change one or more illumination patterns of the one or more lighting devices responsive measurement of a parameter from one or more sensors.

In some embodiments, each of the modules may be made from a material selected from the group consisting of wood, polymers, or metals. In further embodiments, the material of each of the modules may include an outer layer of polyurethane, fiberglass, or a pultruded composite material.

The disclosure relates to a road barrier having a modular structure, i.e., comprising a plurality of modules arranged adjacent to each other and associated with each other. Generally, each module of said road barrier includes at least a first upright, a second upright, and one or more longitudinal beams arranged between said first and said second upright, in which said first upright is provided with a first connector and said second upright is provided with a second connector, said first and said second connectors being structured in such a way as to be able to cooperate, so as to be able to achieve a connection between adjacent modules.

The first connector on the first post of a first module will cooperate therefore with the second connector provided on the second upright of a second module, arranged adjacent to the first module, to connect said first and said one to each other second module, while the second connector on the second upright of said the first module will cooperate with the first connector provided on the first upright of a third module, arranged adjacent to said first module on the opposite side with respect to said second module, to connect said first and said third module together. Preferably, each module further includes one or more intermediate uprights which are mounted between said first and said second upright and complete the supporting structure. Furthermore, each module includes protection elements, made for example in sheet metal, which are applied on one of the sides or on both opposite sides of said structure carrier.

According to the disclosure, each module can be pre-assembled in the factory of production and then transported to the installation site. This greatly simplifies the installation operations to be carried out directly on the roadway, limiting both the risks for operators and the inconvenience for motorists. Moreover, it is also possible to provide for connecting several modules together already in the factory productive, forming groups of modules to be transported together to the site of installation, which further reduces the operations to be carried out at the time of final assembly.

According to the disclosure, one or more modules of the modular road barrier arc equipped with one or more instrumentation devices. In one embodiment of the disclosure, said instrumentation devices include a lighting device. In one embodiment of the disclosure, said devices of instrumentation include a detection device and a signaling device associated with it. In one embodiment of the disclosure, said devices of instrumentation include a detection device and a lighting device which also has the function of a signaling device associated with said device detection. In one embodiment of the disclosure, the module or modules of the barrier roads equipped with instrumentation devices are also equipped with a power supply for said instrumentation devices, such as for example, a battery.

In one embodiment of the disclosure, said modules are also provided with energy generation de, preferably based on renewable sources such as a solar panel or a wind turbine, connected to the power supply. In one embodiment of the disclosure, each module provided with instrumentation devices has a completely autonomous operation and independent of the remaining modules. In one embodiment of the disclosure, the modular barrier includes several modules equipped with instrumentation devices and said modules are also equipped with communication devices to communicate with each other and/or with a central remote control. According to this embodiment, the data relating to the operation of the devices of instrumentation of one module can be transmitted to the other modules. According to this embodiment, the modules will also preferably be equipped with a control unit capable of processing data from the other modules.

BRIEF DESCRIPTION OF DRAWINGS

Further features and advantages of the invention will become more evident from the detailed description of an embodiment thereof, given by way of non-limiting example with reference to the attached drawings, in which

FIG. 1

FIG. 1 illustrates a modular road barrier according to the invention;

FIG. 2a

FIG. 2a is a perspective view of a module of the road barrier of [FIG. 1];

FIG. 2b

FIG. 2b is an exploded perspective view of a module of the road barrier of [FIG. 1];

FIG. 3

FIG. 3 schematically shows the connection between two adjacent modules of the barrier road of [FIG. 1];

FIG. 4a

FIG. 4a is a view showing in greater detail the connection between adjacent modules of [FIG. 3];

FIG. 4b

FIG. 4b is a further view showing in greater detail the connection between adjacent modules of [FIG. 3];

FIG. 5

FIG. 5 is a schematic cross-sectional view showing one module of the barrier road of FIG. 1 equipped with instrumentation devices;

FIG. 6a

FIG. 6a illustrates a schematic of the internal components of a road barrier module, according to an embodiment;

FIG. 6b

FIG. 6b illustrates a rendering of the road barrier module illustrated in [FIG. 6a];

FIG. 7a

FIG. 7a illustrates a schematic of the road barrier module of [FIG. 6a] with protective elements;

FIG. 7b

FIG. 7b illustrates a rendering of the road barrier module illustrated in [FIG. 7a] with different components attached;

FIG. 7c

FIG. 7c illustrates a further rendering of the road barrier module illustrated in FIG. 7a with different components attached;

FIG. 7d

FIG. 7d illustrates a further rendering of the road barrier module illustrated in FIG. 7a with different components attached;

FIG. 7e

FIG. 7e illustrates a further rendering of the road barrier module illustrated in FIG. 7a with different components attached;

FIG. 7f

FIG. 7f illustrates a further rendering of the road barrier module illustrated in FIG. 7a with different components attached;

FIG. 8a

FIG. 8a illustrates an embodiment of an anchoring system having recessed pins;

FIG. 8b

FIG. 8b illustrates an embodiment of an anchoring system having a channel;

FIG. 9

FIG. 9 illustrates an embodiment of a road barrier module including external mounting points for roadway devices; and

FIG. 10a

FIG. 10a illustrates in greater detail the connection between adjacent modules of FIGS. 6a-7c, namely a schematic of a male-female connection system;

FIG. 10b

FIG. 10b illustrates a rendering of the male-female connection system illustrated in [FIG. 10a];

FIG. 10c

FIG. 10c illustrates two joined modules using the male-female connection system of [FIG. 10a];

DESCRIPTION OF EMBODIMENTS

Examples of the methods and systems discussed herein are not limited in application to the details of construction and the arrangement of components set forth in the following description or illustrated in the accompanying drawings. The methods and systems are capable of implementation in other embodiments and of being practiced or of being carried out in various ways. Examples of specific implementations are provided herein for illustrative purposes only and are not intended to be limiting. In particular, acts, components, elements, and features discussed in connection with any one or more examples are not intended to be excluded from a similar role in any other examples.

Also, the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. Any references to examples, embodiments, components, elements or acts of the systems and methods herein referred to in the singular may also embrace embodiments including a plurality, and any references in plural to any embodiment, component, element or act herein may also embrace embodiments including only a singularity. References in the singular or plural form are not intended to limit the presently disclosed systems or methods, their components, acts, or elements. The use herein of “including,” “comprising,” “having,” “containing,” “involving,” and variations thereof is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. References to “or” may be construed as inclusive so that any terms described using “or” may indicate any of a single, more than one, and all of the described terms. In addition, in the event of inconsistent usages of terms between this document and documents incorporated herein by reference, the term usage in the incorporated references is supplementary to that of this document; for irreconcilable inconsistencies, the term usage in this document controls.

As discussed above, road barriers are in wide use along the edges of roadways. Road barriers generally include a plurality of uprights and longitudinal beams that together form the load-bearing structure of the road barrier onto which protective elements, such as sheet metal layers, are applied. These components are typically transported separately to the installation site where the barrier is to be installed and assembled. This method of installation involves risks for the workers who carry out the assembly of the road barrier. For example, installation may occur in low light conditions and without the possibility of stopping road traffic during installation. These risks are further increased as road barriers are often the first component to be installed along a stretch of roadway, even before adequate lighting devices and the appropriate road signs are provided.

At present, there are systems for detecting and signaling elements of risk for motorists traveling on a roadway. Such elements of risk may include, for example, accidents, traffic congestion, adverse weather conditions and so on. Such detection and signaling systems are usually based on dedicated devices, which are discreetly arranged along the roadways. For example, said detection and signaling systems can include a plurality of detection devices, equipped with suitable sensors for the detection of quantities desired, such as for example vehicle flow sensors, visibility sensors, temperature, or humidity sensors.

In addition, or alternatively, said detection devices can be equipped with video cameras or other image acquisition tools. The acquired data and/or images are usually sent to a central controller for analysis. Based on this analysis, the central controller can alert service personnel and/or law enforcement and send a signal to display an alert message on appropriate signaling devices, such as a signboard. Said signaling devices are typically dedicated devices, such as lighted panels, which are discreetly positioned along the roadway in question.

It is appreciated that the detection and reporting systems described above involve a series of limitations. First, they rely on dedicated devices, i.e., separate from the road barriers, which can lead to an increase in costs with respect to setting up and managing the road network. These costs further increase as the number of dedicated devices increases, which generally has led to a reduced numbers of devices being arranged along the roadway. Limiting the number of signaling and detection devices reduces effectiveness in the coverage of the detection of elements of risk and reduced reporting of such risks to motorists. It should also be noted that, as a consequence of the costs involved, only motorways and major expressways with sufficient vehicular traffic have justified the necessary economic investment, e.g., the aforementioned detection and signaling systems are often absent in isolated regions and less busy roads, despite the potential elements of risk being equally present, if not even greater.

With the spread of increasingly advanced communication devices, both on board the vehicles and in mobile telephones, detection and reporting systems have been developed in which risk situations are notified directly to the motorists. However, while mobile device solutions may avoid the need to install dedicated signaling devices, e.g., dedicated light panels, they still limit the audience of users where the message is delivered. In fact, not all vehicles are equipped with adequate communication and not all motorists are likely to have constant access the appropriate applications on a mobile telephone. In any case, mobile-device solutions neither solve the problem of the discrete distribution of detection devices, nor the limitation in the coverage of the road network with these detection and signaling systems only for the most heavily trafficked roadways. A similar argument can be made for street lighting systems. Also in this case, in fact, streetlamps with similar lighting devices are usually concentrated in highways and roads with greater traffic, while they are absent, or present sporadically, in less busy streets, even in situations, for example in the case of mountain roads, in which the absence of an adequate one lighting carries obvious risk factors. The modules disclosed herein can obviate the need for motorists to report on accidents and other road conditions using their mobile devices while driving, improving motorist safety. The modules, including various transmission devices, can detect these adverse effects on the roadway and can automatically communicate these conditions to mobile phone users within proximity of the site of an incident or accident or to other distributed systems that can notify individual users.

In light of all the above, this disclosure aims to overcome the drawbacks of known systems. One object of the present disclosure is therefore to provide a road barrier whose installation is simple and involves a limitation of the risks for safety of operators compared to known solutions. Another, and no less important, object of the present disclosure is to exploit the widespread presence of road barriers to offer a system of detection and reporting of risk elements with widespread distribution on roadways. Likewise, another object of the present disclosure is to exploit the widespread presence of road barriers to offer the possibility of providing a lighting system with a widespread distribution on roadways.

FIG. 1 schematically shows a non-limiting embodiment of a road barrier 100 arranged along the stretch of a carriageway or roadway section 200. In [FIG. 1], the road barrier 100 extends continuously along the stretch of carriageway 200 in accordance with the present disclosure. However, the road barrier 100 may cover only one or more discrete sections of the roadway section 200. As disclosed herein, the road barrier 100 can be formed by a plurality of modules 1 arranged adjacent to and connected to each other. Said modules are illustrated in greater detail in FIGS. 2a and 2b. In FIGS. 2a and 2b, each module 1 includes a first upright 3a and a second upright 3b arranged at opposite ends of module 1 that are perpendicular to roadway section 200. Each module 1 also may include one or more intermediate uprights 3c (three intermediate uprights are shown in the illustrated example, but the number of intermediate uprights is non-limiting) arranged between said first upright 3a and said second upright 3b. Each module 1 can further include one or more longitudinal stiffening beams 7 arranged between said first upright 3a and said second upright 3b and substantially parallel to roadway section 200. For example, in the embodiment illustrated, each module 1 includes a longitudinal beam top connecting the upper ends of the uprights 3a and 3b (and of the intermediate uprights 3c, where provided) and a lower longitudinal beam that connects the lower ends of the uprights 3a and 3b (and of the intermediate uprights 3c, where provided). The uprights 3a, 3b, 3c and the longitudinal beams 7 together form the supporting structure of the module 1. The uprights 3a, 3b, 3c can have any suitable cross-section or shape, such as I- or H-beam, C- or U-channel, square, or rectangular. The longitudinal beams 7 can have any suitable cross-section or shape, such as I- or H-beam, C- or U-channel, square, or rectangular. In a non-limiting example, as illustrated in [FIG. 2b], the longitudinal beams 7 are U-shaped channels sized to accept the uprights 3c.

Protection elements 9 are applied to said supporting structure, made for example from sheet metal, in particular corrugated sheet metal. The wave shape of the protective elements 9 can effectively absorb the impact of a vehicle that impacts against module 1 of the road barrier 100. The protection elements 9 can be secured to the uprights 3a, 3b, 3c and so on using any suitable fastener used for road barriers, i.e., rivets, nuts, bolts, and the like.

As illustrated in one non-limiting embodiment shown in FIGS. 1, 2a, and 2b, the protection elements 9 cover the whole corresponding face of the supporting structure of module 1 and, in particular, extend up to the lower end of the uprights of said modules 1. “Face,” used in the context of this disclosure, refers to an outward facing surface of a structural component that is constructed and arranged to receive another barrier component. This can increase safety for cyclists or motorcyclists who, after a fall, slide on the road surface until they collide against the road barrier 100. The road barrier as described herein can be used as a central reservation barrier, and in this configuration, module 1 will be equipped with two different protection elements 9, arranged on opposite faces of the uprights 3a, 3b, 3c (and for as many uprights are included). When the road barrier is intended to be mounted on the edge of a road, a single protection element 9 can be provided on the face of the load-bearing structure, i.e., the supporting structure, of module 1 to face the carriageway. To complete the structure of module 1, on the lower end of the first upright 3a and of the second upright 3b respective bases 4a, 4b are mounted for fixing the module to the road surface.

With continued reference to FIGS. 1, 2a, 2b, and 3, the first upright 3a of the module 1 is provided with a first connector 5a and the second upright 3b of said module is provided with a second connector 5b, structured in such a way as to be able to cooperate with said first connector of an adjacent module. Each upright 3a and 3b terminated in an anchoring system 11a and 11b constructed and arranged to rest on the road surface and optionally, be secured down using fasteners known in the art. FIGS. 3, 4a and 4b schematically illustrate the connection between the modules of the road barrier 100. In FIG. 3a, module 1 and a module 1′ adjacent to it are illustrated. The second connector 5b provided on the second upright 3b of the module 1 are adapted to cooperate with the first connector 5a′ provided on the first upright 3a′ of the module 1′, cither directly or through an intermediate connection, such as a pin. For a direct connection, a coupling can be provided directly between the first connector of a module 1 and a second connector of the module 1′ adjacent to it, such as a male-female coupling fitted together with friction. As illustrated in FIGS. 4a and 4b, the first connector and the second connector of adjacent modules 1, l′ are configured to be coupled together with an intermediate connector. The first connector 5a′ may be in the form of one or more plates 13a′ mounted overhanging on the surface of the first upright 3a′ of module 1′ and are provided with a through hole 15a′ and the second connector 5b may also be in the form of one or more plates 13b mounted affixed on the surface of the second upright 3b of module 1 and provided with a through hole 15b. While three connectors 5a′ and 5b are illustrated, this only an example and an upright can have as many or as few connectors are needed to provide for secure attachment between two adjacent modules. In this configuration, the first connector 5a′ and the second connector 5b are vertically offset along their respective uprights 3a′, 3b. With this offset, the modules 1, 1′ can be placed side by side in such a way that the through holes 15a′ of the plates 13a′ are aligned with the through holes 15b of the plates 13b and a connecting pin 17 can be made to pass through said through holes 15a′, 15b. To disconnect the modules 1, 1′ from each other, ring 19 can be grasped and the connecting pin 17 can be lifted vertically up and away from the modules 1, l′.

The mechanical connection between adjacent modules can further provide for electrical continuity between connected modules, e.g., for lighting devices and electrical devices. The modules 1, l′ can be pre-assembled already in the factory production and transported, already assembled, to the installation site where they will be positioned and coupled together by connecting pins 17. This reduces the operations to be carried out on the roadway and consequently limits both the risks for the operators involved in the installation of the road barrier(s) and the inconvenience for motorists who travel the roadway.

Said module 1 can have a length, i.e., the distance between the first upright 3a and the second upright 3b, between 2 and 12 meters (m), e.g., 2 m, 3 m, 4 m, 5 m, 6 m, 7 m, 8 m, 9 m, 10 m, 11 m, or 12 m. Optionally, in addition to being pre-assembled, one or more of module 1 can also be connected in groups of 2-4 units in the production plant, which reduces further the operations to be carried out on the installation site. In this configuration, the connecting pins 17 can be equipped at the top with a ring 19 which, in addition to making them more manageable, can be used to hook and lift a group of modules already connected to each other. In some embodiments, the connecting pin 17 can be secured such that it cannot be inadvertently removed. For example, one end of the connecting pin 17 can be threaded to receive a nut or may have an aperture sized to accept a retention clip, e.g., a Cotter pin or similar retention clip.

According to the invention, one or more modules 1 of the road barrier 100 are equipped with one or more instrumentation devices mounted on board. [FIG. 5], illustrates a cross-section schematic diagram of a module 1 equipped with instrumentation devices. In [FIG. 5], the instrumentation devices include a lighting device 21. For example, said lighting device can be a strip LED applied to the protective element (or elements) 9 and extending in the direction substantially perpendicular to the uprights 3a, 3b. The lighting device 21 can be any other type of light source suitable for use on roadways, including incandescent bulbs or halogen bulbs. For example, the lighting device 21 can be a traditional amber road barrier light having a halogen bulb. This disclosure is in no way limited by the type of light used for lighting device 21. Equipping one or more modules 1 of the road barrier 100 with lighting devices 21 provides a source of light to any site the road barrier is mounted, even in positions that are not would allow for the installation of lampposts or other separate lighting devices, such as on narrow, winding roads in mountainous areas. The presence of lighting devices 21 on one or more modules 1 of the road barrier 100 can avoid the additional costs associated with the need to provide for separate lampposts or other dedicated lighting devices. Furthermore, when deployed on road construction sites, the presence of said lighting devices 21 on one or more modules 1 of the road barrier 100 can provide for increased worker safety, who would otherwise find themselves working in poorly lit areas.

In some embodiments, the lighting devices 21 of modules 1 can be connected to an existing electrical network, such as a local power grid. Alternatively, or in addition, the modules 1 may be equipped with autonomous electrical power supply 25, such as for example a battery and/or a capacitor. Autonomous power supply 25 permits the operation of the lighting devices 21 in areas that may not have access to a local electrical grid, e.g., isolated areas, road construction sites, roads under construction, and other similar locations. The modules 1 can also include power generation devices associated with said electrical power supply. Energy generation devices can include use of renewable sources e.g., photovoltaic (PV) panels, small wind turbines, or similar devices. In some embodiments, each module 1 includes a power supply 25 even if a module 1 does not include any devices drawing power. Alternatively, in at least one embodiment, only modules among those deployed that are equipped with lighting are also equipped with a power supply 25. In this configuration, modules 1 equipped only with lighting devices 21 will have to be prepared for electrical connection to adjacent modules 1′ such that modules 1 can be connected to the module 1 equipped with the nearest electrical power supply. The lighting devices 21 can be associated with a timer for turning on the lighting devices 21 at a predetermined time. Alternatively, or in addition, the lighting devices 21 may include a twilight sensor to turn on the lighting devices 21 due to lower light of the surrounding environment. As illustrated in [FIG. 5], the instrumentation devices can include one or more electrical, e.g., detection, devices 23, adapted to detect corresponding quantities of interest. By way of non-limiting example, said electrical, e.g., detection, devices 23 can include sensors such as temperature sensors, humidity sensors, visibility sensors, and other sensors relevant to roadways.

In some embodiments, the electrical devices 23 includes a vehicular traffic sensor, i.e., a sensor constructed and arranged to count the number of vehicles passing in front of the module 1 during a predetermined period of time. In this configuration, the road barrier 100 can be used as traffic detection system and can identify potential motorist risk situations, e.g., slowdowns, queues, and accidents that are communicated to motorists responsive to the sensor measurements. In some embodiments, each module 1 of the road barrier 100 can include detection devices, thus providing a distributed detection system as road barriers extend over a long section of a roadway. The number of modules including electrical devices 23, e.g., sensors, and in what position they are equipped with an electrical, e.g., detection, device 23, can be chosen by one of skill in the art and the number and position of modules having electrical devices 23 does not limit the scope of this disclosure. For example, every modules 1 of the road barrier 100 can be equipped with electrical, e.g., detection, devices 23, which can provide for continuous monitoring of the events on the roadway. The electrical, e.g., detection, device 23 can also be powered by the autonomous power supply 25, e.g., a PV panel. Use of standalone power further can increase the efficiency and reliability of the electrical, e.g., detection, device 23 within the road barrier 100. For example, in case of damage to a module, e.g., due to an accident resulting in the impact of a vehicle into the module itself, the operation of the other modules will not be compromised.

In some embodiments, modules 1 that include an electrical, e.g., detection, device 23 can include a corresponding signaling device associated with said electrical, e.g., detection, device 23. The location of said electrical device 23 on the module 1 will be determined by its function. For example, electrical devices 23 that are used for visual signaling or detection of a parameter will be disposed on an exterior surface of the module, e.g., a protective element 9. Electrical devices 23 used to control or operate other electrical devices 23 ca be disposed in an interior area of the module 1, e.g., within the supporting structure covered by protective elements 9. Said signaling device can be configured to issue an alert, for example in the form of acoustic or light warning, in case the values detected by the electrical, e.g., detection, device 23 exceed corresponding predetermined limit values. As a non-limiting example, if the detection device is a visibility sensor, the signaling device can emit an acoustic or luminous warning in case the visibility detected falls below a limit threshold, e.g., signaling the possible presence of fog. As another non-limiting example, if the detection device is a temperature sensor, the signaling device can emit an acoustic or luminous warning in case the temperature detected falls below a limit threshold, e.g., signaling the possible presence of ice on the road surface. As another non-limiting example, for traffic management, the signaling device can emit an acoustic or light warning in case the number of vehicles detected in the reference time interval increases above a detected threshold, e.g., indicate an increase in traffic. In some embodiments, a module 1 of the road barrier 100 can be provided with both a lighting device 21 and an electrical, e.g., detection, device 23. In this configuration, the lighting device 21 can be used as a signaling device associated with the electrical, e.g., detection, device 23, without the need to provide a separate device, though the inclusion of separate devices is within the scope of this disclosure. Lighting devices 21 for use as signaling devices can display lights of different colors or ranges of different illumination patterns to differentiate the normal use of the device lighting 21 as a device for providing light from the use of the same lighting device 21 to generate warning signals. As a non-limiting example, if the electrical, e.g., detection, device 23 includes a sensor for vehicular traffic and the lighting device 21 is a multiple color LED strip, one color scheme for indicating traffic may be: white for normal traffic; yellow light for heavy traffic; orange light for intense traffic or traffic jams, and red light for accidents and stationary vehicles. A similar coding can be provided with intermittent emission frequencies of the light by the lighting devices 21.

In some embodiments, modules provided with devices 21, 23 can also be provided with a control unit 27 for management of said instrumentation devices. In particular, the control unit 27 can manage the switching on/off of the lighting devices 21 and can include a timer, a twilight sensor, or other similar sensors. The control unit 27 can also receive from the electrical, e.g., detection, device 23 data collected, compare the collected with predetermined thresholds, and perform actions on basis of this comparison, for example by controlling the activation of the signaling device associated with said detection device. The control unit 27 will also be provided with a memory, in which both the data collected from the sensors and devices associated with a module 1 and the corresponding reference values are stored. In some embodiments, each module 1 is autonomous and independent and does not interact with the other modules or with devices outside the road barrier.

In some embodiments, the one or more modules 1, if more than one module 1 is present, can be constructed and arranged to communicate with each other and/or with a remote-control center and/or with mobile devices on board vehicles passing on the carriageway along which the barrier is mounted to the road. In this configuration, the control unit 27 is equipped with a communication device, such as a transceiver communication device, that can transmit the data coming from the instrumentation devices of the module on which it is mounted and can receive data from instrumentation devices of other modules. The communications device can also receive instructions and data transmitted from a remote-control center. In particular embodiments, the communication between the different modules equipped with instrumentation devices increases the effectiveness of the road barrier 100 for the detection and signaling of risks on the road. As a non-limiting example, for traffic detection, if the control unit of a module interprets the data coming from its traffic detection sensor as indicative of an accident, in addition to controlling the activation of the signaling device of one's own module, the control unit can communicate the information to the control units of other modules in the series, and in particular to the control units of the modules arranged upstream of the place where the accident occurred with respect to the direction of travel of the vehicles. In this configuration, the control units of the modules arranged upstream of the accident will be able to command the activation of their respective module's signaling devices so that the motorists will be informed of the risk situation in advance. For example, the signaling devices of the modules arranged on a certain stretch upstream of an accident can emit high intensity warnings inversely proportional to the distance from the place where the alleged accident occurred. By equipping the control units 27 of the modules 1 with communication devices capable of communication with each other, it is also possible to carry out an effective diagnosis of the status of the road barrier 100.

In some embodiments, each control unit 27 is able to communicate with, e.g., periodically or after predefined events, adjacent control units to verify correct operation. Should there be no response, the malfunction of a particular module may be identified. In addition, the communication between the different control units and the sharing of the data collected can also provide reasons for an identified malfunction. For example, if the control unit of a module is not working and the control unit of the modules downstream of said module in the direction of vehicular travel do not detect the passage of any vehicle, there may have been an accident involving the road barrier at the location of the malfunctioning module. Both the devices 21, 23, and the control units 27, as well as the power supply 25, can be mounted on the supporting structure of the respective one module, for example using a support bracket or other similar supporting structure.

FIGS. 6a, 6b, 7a-7e illustrate another embodiment of the modules of a modular road barrier system. The embodiment of the individual module of the modular road barrier system illustrated in FIGS. 6a, 6b, and 7a-7e functions substantially the same to the individual modules disclosed in FIGS. 1-5, e.g., electrical connections, lighting devices, and communication platforms. [FIG. 6a] illustrates a schematic view of an end-on vertical cross section of a single module of the disclosed modular road barrier system and [FIG. 6b] illustrates the module of [FIG. 6a] as a render. [FIG. 7a] illustrates the view of [FIG. 6a] with the protective elements 9 installed. FIGS. 7b-7e illustrate the view of

FIG. 7a as renders including different components of the module.

With reference to FIGS. 6a and 6b, module 1 includes a first longitudinal beam 10 having a first hollow portion along its length and a second longitudinal beam 11 disposed below the first longitudinal beam 10. The second longitudinal beam 11 includes a second hollow portion along its length. As illustrated, the first longitudinal beam 10 may be made of two different sections of a particular material that are juxtaposed to form the first hollow portion. In FIGS. 6b and 7a-7c, for example, the first longitudinal beam 10 has first and second sections formed from substantially closed C- or U-shaped sections facing each other where a portion of each section is connected to the first upright 3a, second upright 3b, and the plurality of uprights 3c, e.g., a third upright. In an alternative non-limiting embodiment, such as illustrated in FIGS. 7d-7f, the first longitudinal beam 10 has first and second sections formed from square wave shaped sections facing each other where a portion of each section is connected to the first upright 3a, second upright 3b, and the plurality of uprights 3c, e.g., a third upright. Positioning the first and second sections opposite each other provides for an approximately square or rectangular hollow portion. The first longitudinal beam 10 can be made from more than two section, e.g., 3, 4, 5, 6, or more. Alternatively, the first longitudinal beam 10 may be of unitary construction, i.e., a single piece of material having a lumen therethrough to act as the first hollow portion.

Module 1 also includes a first upright 3a connected to a first end of the first longitudinal beam 10 and a first end of the second longitudinal beam 11 and a second upright 3b connected to a second end of the first longitudinal beam 10 and a second end of the second longitudinal beam 11. As further illustrated, the module 1 includes plurality of uprights 3c, e.g., a third upright, positioned disposed between the first upright 3a and the second upright 3b that are connected to the first longitudinal beam 10 and second longitudinal beam 11. The first upright 3a, second upright 3b, and plurality of uprights 3c, e.g., a third upright, for example, can be H- or I-beams that provide flat portions to attach to a bottom surface of the first longitudinal beam 11 and/or a top surface of the second longitudinal beam 11. The first upright 3a and second upright 3b can be square, rectangular, or flat pieces of material. In some embodiments, the plurality of uprights 3c, e.g., a third upright, can include one or more apertures to permit connecting additional module components to. For example, as illustrated in [FIG. 6b], the plurality of uprights 3c, e.g., a third upright, can include a slot along the vertical axis of the upright to permit connection of a fastener. Alternatively, or in addition, the plurality of uprights 3c, e.g., a third upright, can include apertures along the vertical axis of the upright to permit connection of a fastener. This disclosure is in no way limited in the manner other module components are connected to the plurality of uprights 3c, e.g., a third upright.

As further illustrated in [FIG. 6b], the second longitudinal beam 11 is of unitary construction, i.e., a single piece of material having a lumen therethrough to act as the second hollow portion. In this configuration, the first upright 3a, second upright 3b, and plurality of uprights 3c e.g., a third upright, attach to the top surface of the second longitudinal beam 11. Alternatively, the second longitudinal beam 11 may be made from one or more lengthwise sections, e.g., 2, 3, 4, 5, 6, or more sections, that are shaped or formed such that when installed, form the second hollow portion. As illustrated, the second longitudinal beam 11 has a width that is greater than that of any of the plurality of uprights 3c e.g., a third upright. As a non-limiting example, the second longitudinal beam 11 can include triangular shaped projections attached to either side of the second hollow portion to provide for an outward tapered profile. The triangular shaped projections can be solid filled, e.g., made from a solid piece of a material such as a metal. Alternatively, the triangular shaped projections can be hollow, e.g., can be ballast chambers. In this configuration, the triangular shaped projections can be filled, in whole or in part, with a suitable fluid, e.g., water or concrete, to increase the strength of the module and satisfy crash test requirements from regulatory authorities. In addition, the spaces between the plurality of uprights 3c, e.g., a third upright, can be filled with concrete to provide for additional ballast. In a further embodiment, such as illustrated in FIGS. 7b, 7c, and 7f, the ballast may include a ballast device 29 positioned below the second longitudinal beam 11 and coupled to the anchoring system 6. In this configuration, the ballast device 29 may be a solid piece of material or may be a hollow chamber that is filled with a ballast liquid, such as water or concrete.

The bottom surface of the second longitudinal beam 11 includes anchoring system 6 that rest on the ground and can be secured. The anchoring system 6 can be permanently secured to the ground or temporarily secured to the ground using fasteners known in the art and this disclosure is in no way limited by how the module 1 is secured to the ground. FIGS. 8a and 8b illustrate various embodiments of anchoring systems suitable for securing the modules 1 to a road surface and each other. In FIGS. 8a and 8b, the uprights of the module can be secured to the anchoring system using methods known in the art, i.e., welds, nuts and bolts, rivets, and other suitable fasteners. [FIG. 8a] illustrates a foot system using recessed pins to secure the module into the road surface. The recessed pins reduce tire damage should a vehicle contact the module 1 when installed. [FIG. 8b] illustrates another embodiment of the anchoring system 6. In this configuration, a channel is placed onto and secured to the road surface or ground and the anchoring system 6 placed, i.e., slid, onto the channel. The anchoring system 6 can be secured to the channel using transverse fasteners. Alternatively, the anchoring system 6 need not be secured to the road surface or ground, i.e., the barrier system can be a temporary barrier. Here, the module's anchoring system can be placed on the ground and not secured to permit the barrier system to be more readily positioned. With continued reference to FIGS. 6a, 6b, and 7a-7c, the first hollow portion of the first longitudinal beam 10 includes a source of electrical power 12 used to provide energy to the devices and electronics that are part of the module 1. Alternatively, the second hollow portion of the second longitudinal beam 11 can include the source of electrical power 12. In general, the inclusion of first and second hollow portions incorporated into the longitudinal beams of the module 1 reduce or eliminate the need to dig trenches for laying conduits, piping, or electrical wiring. This increases how quickly the modular road barrier can be deployed and increases worker safety by not having to dig into the ground. The first hollow portion or the second hollow portion can include conduits, piping, sheaths, and other standard cabling guides to accommodate the wiring from one or more lighting devices 21 and wiring from the source of electrical power 12. In general, positioning the electrical 23 and lighting 21 devices of the module in the first hollow portion of the first longitudinal beam 10 provides for close proximity to the source of electrical power 12, minimizing the amount of wiring to be stored in first hollow portion of the first longitudinal beam 10 and/or second hollow portion of the second longitudinal beam 11.

As illustrated in FIGS. 7a and 7f, the source of electrical power 12 is a photovoltaic (PV) panel disposed along at least a portion of the length of the first longitudinal beam 10 and can serve as the top cover of the first hollow portion. The PV panel can run along the full length of the first longitudinal beam 10 to provide for maximum power generation. Alternatively, the PV panel can be disposed on a portion of the first longitudinal beam 10, e.g., the first longitudinal beam 10 can include one or more shorter PV panel spaced along its length. The length and/or number of PV panels can be determined based, at least in part, on the power requirements of the module and any associated devices with the module. As PV panels work most effectively in daylight hours, the module 1 further can include an electrical power storage device, such as a battery 12a or a capacitor (and any associated power management electronics) to store collected energy from the PC panel(s) or other power generation devices that are part of the module 1. The battery 12a may be stored in the first hollow portion of the first longitudinal beam 10 or in the second hollow portion of the second longitudinal beam 11. Alternatively, or in addition, the battery 12a may be stored in the spaces between the uprights 3c, the first longitudinal beam 10, and the second longitudinal beam 11 as illustrated in FIGS. 7d, 7c, and 7f. The location of the battery 12a or capacitor in no way limits the scope of this disclosure. Alternatively, or in addition, the source of electrical power 12 can also be a connection to a local electrical grid or a portable source of electrical power, such as a fuel-powered generator or another similar portable source of electrical power. The connection can be any standard electrical receptable connection, such as the 220V/240V standard or the 110V/120V standard, with the specific connector being determined by the termination standard of the location the module is deployed.

The second hollow portion of the second longitudinal beam 11 can be used for storing one or more electrical devices 23 that are part of the module 1 and disposed along one or more of the first longitudinal beam 10, second longitudinal beam 11, and the protective elements 9. The second hollow portion can include conduits, piping, sheaths, and other standard cabling guides to accommodate the wiring from the one or more electrical devices 23, as can the first hollow portion of the first longitudinal beam 10, again obviating the need to dig trenches near the modules to accommodate electrical wiring. The one or more electrical devices can include, but are not limited to, imaging devices, e.g., cameras, one or more sensors, RADAR, LIDAR, charging devices, and communications devices. The second hollow portion of the second longitudinal beam 11 can further be used to house the control unit 27, i.e., controller, of the module, that is constructed and arranged to operate the one or more lighting devices and the one or more electrical devices. The control unit 27 can also be housed in the first hollow portion of the first longitudinal beam 10. Alternatively, or in addition, the control unit 27 may be stored in the spaces between the uprights 3c, the first longitudinal beam 10, and the second longitudinal beam 11 as illustrated in FIGS. 7d, 7c, and 7f. As illustrated, the one or more electrical devices are shown as element 23, but this is only illustrative. The one or more electrical devices 23 can be positioned in any location of the module 1 with the corresponding electronics housed in the second hollow portion of the second longitudinal beam 11. For electrical devices such as sensors, cameras, LIDAR, and RADAR modules, i.e., detection devices as disclosed herein, the active area of these devices is positioned in such a manner that they can measure relevant parameters, e.g., environmental, traffic conditions, and the like. In some embodiments, the one or more sensors can be selected from the group including temperature sensors, humidity sensors, visibility sensors, and traffic detection sensors. As disclosed herein, these types of sensors can provide information pertaining to the road conditions in view of the weather, e.g., ice, snow, rain, fog, and traffic volume on a particular section of roadway where the module is installed.

In some embodiments, the communications devices include a wireless communications module. The wireless communication module can include a wireless radio or emitter, such as a Wi-Fi radio, BLUETOOTH® radio, 5G NR FR2 radio, or other wireless transmission standard, e.g., based on the LTE Cat 1, LTE Cat MI or Cat NB1 standard. In specific embodiments, the wireless communication module includes a WiFi radio. In other embodiments, the wireless communication module includes a cellular data transmitter. The use of communications devices permits the modules to communicate with platforms installed in vehicles as part of a federated network, communicate mobile devices such as cellular telephones and tablets using common apps, e.g., GOOGLE® Maps and WAZE®, and communicate with other modules installed in series along a roadway. The communications devices can transmit any and all information types to any of the aforementioned devices, such as images of traffic, readouts of environmental conditions, or the like as described herein and can communicate this information to motorists.

In some embodiments, the one or more electrical devices 23 include devices constructed and arrange to provide for wireless power transmission, i.e., wireless charging via inductive coils 30, e.g., placed under asphalt on the road surface. The devices used for charging can be used to provide electrical power to one or more devices within the module, e.g., the one or more lighting devices 21 or the one or more electrical devices 23. Alternatively, the charging devices can be used to power devices from motorists or others who may be in the vicinity of the module 1.

With continued reference to FIGS. 7a, 7b, and 7c, the module 1 includes protective elements 9 spanning the length of the first longitudinal beam 10 and second longitudinal beam 11 and connected to at least the plurality of uprights 3c, e.g., a third upright. The connection between the plurality of uprights 3c, e.g., a third upright, and the protective elements 9 can be made using any suitable fastener approved by a regulatory authority, such as nuts and bolts, rivets, carriage bolts, and other similar fasteners. The protective elements can be applied in two portion-a first portion that connects to the plurality of uprights 3c, e.g., a third upright, and second portion that connects to the second longitudinal beam 11. As illustrated in FIGS. 7a and 7b, the protective elements 9 track the outward tapered shape of the second longitudinal beam 11 that includes the triangular shaped projections attached to either side of the second hollow portion. Having the protective elements 9 track the outward tapered shape of the second longitudinal beam 11 provides for a stronger barrier better able to withstand an impact. Much of the mass will be at the base of the module 1, and the angle of the module minimizes barrier damage by allowing vehicle tires to ride up on the angled protective element 9. The angled protective element 9 causes vehicles to lift from the ground sufficient to stop forward momentum and preventing the vehicle from rolling and redirecting it to a safe direction upon impact. The protective elements 9 can be of any suitable shape, such as flat strips or corrugated strips. Corrugated strips provide improved impact absorption relative to flat strips and thus reduce the impact of a collision into the module 1.

In some embodiments, the module 1 includes a plurality of external mounting points constructed and arranged to secure external devices. An embodiment of a module including external mounting points for external devices is illustrated in [FIG. 9]. Typically, external devices intended for roadway use, such as traffic lights, traffic cameras, sensors, solar panels, speed limit signs, directional signs, RADAR and LIDAR emitters, weather instruments, wind turbines for power generation, LED and LCD screens with traffic-related messages, and other similar implements, arc standalone devices with their own platforms and connections to the road surface and available infrastructure, e.g., source of power, if necessary. This increases the number of devices on the roadway, which in turn increases risk to motorists and installation crews alike. The modules 1 disclosed herein include mounting brackets on exterior surfaces, such as on exposed portions of an upright 3 or incorporated into the anchoring system 6, permitting connection of external devices intended for roadway use. These external mounting brackets can provide for a complete standalone traffic alert system using fewer physical devices on the roadway, reducing installation time, risk to motorists, and risk to installation crews.

Road barriers are typically made from metals and alloys thereof, wood, and polymers. In some embodiments, the module 1 is made entirely from a metal, such as steel. In other embodiments, the module 1 may be made from one or more different materials. For example, the portions of the module 1 most likely to experience the force from an impact, such as the protective elements 9 and the uprights 3, can be made from a stronger material, e.g., metal. The portions of the module 1 that experience lesser impact forces, such as the first longitudinal beam 10 or the second longitudinal beam 11 can be made from a less resilient material, such as a polymer or fiberglass. Using different materials for different portions of the module 1 reduces the overall weight of each module, providing for a more facile installation process. In further embodiments, the module or a component thereof, e.g., the protective elements 9 or the uprights 3, can be wrapped in a different material, e.g., a polymer, e.g., polyurethane, fiberglass, or a pultruded material, such as a fiber-reinforced polymer (FRP) composite, i.e., carbon fiber composites.

As further illustrated in FIGS. 7b and 7c, the one or more lighting devices 21 can be operatively coupled to the first longitudinal beam 10, e.g., positioned underneath the first longitudinal beam 10. For example, said lighting device can be a strip LED applied to the first longitudinal beam 10 that extends in the direction substantially perpendicular to the uprights 3. The one or more lighting devices 21 can be any other type of light source suitable for use on roadways, including incandescent bulbs or halogen bulbs. Alternatively, or in addition, the one or more lighting devices can be affixed to the protective elements 9, e.g., positioned on a crest or a trough of the protective element 9 when embodied as a corrugated piece of steel. The LED can be any single color, e.g., red, white, orange, yellow, or green, or can be a multicolor RGB LED that can display multiple colors upon a change in voltage. The LED further can be static LED, i.e., having an “off” and an “on” mode or can be an LED that can illuminate in one or more user-selected patterns, e.g., cycle, strobe, flash, blink, or other similar patterns. Alternatively, or in addition, the lighting device 21 can include a typical construction light 21′, that can be affixed to the first longitudinal beam 10 or the second longitudinal beam 11 as illustrated in FIGS. 7e and 7f. Other types of lighting devices are within the scope of this disclosure. In a non-limiting embodiment, the one or more lighting devices 21 can be affixed horizontally along a portion of or the full length of the protective element 9. In some embodiments, the one or more lighting devices 21 can be affixed vertically, i.e., parallel to the plurality of uprights 3c, e.g., a third upright. In some embodiments, a module 1 can include both horizontally and vertically positioned lighting devices 21. A module 1 can include a single lighting device 21 as illustrated in FIGS. 7b and 7c. Alternatively, a module 1 can include any number of lighting devices 21, e.g., 2 lighting devices, 3 lighting devices, 4 lighting devices, 5 lighting devices, or more. For example, a series of modules 1 installed along a roadway can include both horizontal and vertical lighting devices 21, with the specific modules having lighting device 21 chosen to communicate specific information regarding road conditions. One of skill in the art would be able to determine how many lighting elements 21 to include on a module and their orientation, and this disclosure is in no way limited by the orientations or embodiments disclosed herein.

The module 1 further includes a control unit 27, i.e., a controller, that is constructed and arranged to operate the one or more lighting devices 21 and the one or more electrical devices 23 that are part of the module 1. The one or more lighting devices 21 and the one or more electrical devices 23 are connected to the control unit 27 using industry standard wired electrical connectors that are specific to each device, e.g., RS-232, USB, BNC, SHV, MHV, and other similar electrical connectors, with the control unit itself being connected to the source of electrical power 12. Alternatively, the one or more lighting devices 21 and the one or more electrical devices 23 can communicate to the control unit 27 over a wireless transmission protocol as described herein, e.g., Wi-Fi, BLUETOOTH®, 5G NR FR2, LTE Cat 1, LTE Cat MI or Cat NB1.

The control unit 27 of any system or module embodiment described herein may be implemented using one or more computer systems. The computer system may be, for example, a general-purpose computer such as those based on an Intel CORE®-type processor, an Intel XEON®-type processor, an Intel CELERON®-type processor, an AMD FX-type processor, an AMD RYZEN®-type processor, an AMD EPYC®-type processor, and AMD R-series or G-series processor, or any other type of processor or combinations thereof. Alternatively, the computer system may include programmable logic controllers (PLCs), specially programmed, special-purpose hardware, for example, an application-specific integrated circuit (ASIC) or controllers intended for analytical systems. In some embodiments, the control unit 27 may be operably connected to or connectable to a user interface constructed and arranged to permit a user or operator to view relevant operational parameters of the module, adjust said operational parameters, and/or stop operation of the module as needed. The user interface may include a graphical user interface (GUI) that includes a display configured to be interacted with by a user or service provider and output status information of the module.

The control unit 27 of any system or module embodiment described herein can include one or more processors typically connected to one or more memory devices, which can comprise, for example, any one or more of a disk drive memory, a flash memory device, a RAM memory device, or other device for storing data. The one or more memory devices can be used for storing programs and data during operation of the system. For example, the memory device may be used for storing historical data relating to one or more of the parameters measured by the sensors over a period of time. In some embodiments, the control unit 27 is constructed and arranged to operate the one or more lighting devices to provide alerts, e.g., visual or audible, on road conditions. In specific embodiments, the control unit 27 is constructed and arranged to change one or more colors of the one or more lighting devices responsive to road conditions, such as determined by a sensor measurement or a captured image. For example, one color scheme for indicating traffic may be white light for normal traffic, yellow light for heavy traffic; orange light for intense traffic or traffic jams, and red light for accidents and stationary vehicles. In specific embodiments, the control unit 27 is constructed and arranged to change one or more illumination patterns of the one or more lighting devices responsive to road conditions. For example, the control unit 27 can cause the one or more lighting devices 21 to cycle, strobe, flash, blink, or illuminate in other similar patterns responsive to road conditions. In further embodiments, the control unit 27 can cause the one or more lighting devices 21 to alert a motorist that they are traveling the wrong direction on a roadway. This type of lighting alert can be a change in illumination pattern, e.g., cycle, strobe, flash, blink, or illuminate in other similar patterns responsive to detection of a motorist driving the wrong way on the roadway. The control unit may also emit an audible tone or other sound when a motorist driving the wrong way on the roadway is detected by a sensor on the module.

Software, including programming code that implements embodiments disclosed herein, can be stored on a computer readable and/or writeable nonvolatile recording medium, and then typically copied into the one or more memory devices wherein it can then be executed by the one or more processors. Such programming code may be written in any of a plurality of programming languages, for example, ladder logic, Python, Java, Swift, Rust, C, C#, or C++, G, Eiffel, VBA, or any of a variety of combinations thereof.

The control unit 27 can further be constructed and arranged to provide guiding instructions for autonomous vehicles. Autonomous vehicles, such as vehicles with self-driving modes from Waymo, Honda, Toyota, Tesla, Mercedes-Benz, Nuro, Cruise, and AutoX, among other, use automation in the form of machine learning software to operate the vehicle's mechanical components such that the vehicle drives with a reduced amount of human input. Autonomous vehicles include a number of devices, such as sensors, wireless transmitters, and receivers, for functions including automatic driving, global positioning, software updates, and firmware updates. Control units 27 of the present disclosure can be constructed and arranged to communicate with the control system of autonomous vehicles to provide directions, traffic updates, weather updates, and other information pertaining to roadway conditions. Further, the control units 27 of the present disclosure can be constructed and arranged to operate autonomous vehicles directly by driving them through traffic and other areas of increased risk on roadways. The module 1 can further include any associated electrical components for operating an autonomous vehicle, e.g., GPS devices, sensors, and the like, positioned in the first hollow portion of the first longitudinal beam 10 and any associated electrical connections housed in the first hollow portion, in the second hollow portion of the second longitudinal beam 11, and in the spaces between the uprights 3c and connected to the control unit 27.

As illustrated in [FIG. 7a], the control unit 27 can be disposed in the second hollow portion of the second longitudinal beam 11 with the associated connections to the one or more lighting devices 21 and the one or more electrical devices 23 being throughout the module 1 with wiring being housed in the first hollow portion of the first longitudinal beam 10 or the second hollow portion of the second longitudinal beam 11. The control unit 27 can be disposed in the second hollow portion of the second longitudinal beam 11 in a similar manner, and this disclosure in not limited by the location of the control unit 27 in the module 1.

As disclosed herein, modules of the present disclosure are designed to be connected together in series along a length of roadway, whether positioned at the edges of a roadway or positioned as central barrier. Thus, the modules 1 of the present disclosure can be connected together and secured to form a road barrier for the length of roadway needing such a barrier. FIGS. 7d-7f, 10a-10c illustrate the connection of adjacent modules 1 together using a male-female connection system that can fit by alignment, i.e., nestling or insertion, optionally with friction, with one end of a module 1 having a female connector and the opposing end of the module 1 having a male connector, e.g., push-fit. As illustrated in FIGS. 7d-7f, 10a, and 10b, one end of a module 1a has a male projection 18a, smaller in dimension than the first longitudinal beam 10 that is inserted into a corresponding female recess 18b on an end of the nearest adjacent module 1b. In an embodiment, the female recess 18b may be an open-sided outer housing having apertures that align with apertures on the male projection 18a. With reference to FIGS. 7d-7f, one end of module 1 has a portion of the first longitudinal beam 10 that extends beyond the first upright 3a, itself including a plurality of apertures along the upright. The portion of the first longitudinal beam 10 that extends over the first upright 3a is sized to accept the female connector 18b of the next adjacent module 1 to cover the female connector 18b. At the other end of the module 1, the female connector 18b is disposed on the outside of the second upright (not shown) and also including a plurality of apertures. The female connector 18b, as disclosed herein, is directed into the portion of the first longitudinal beam 10 extending over the first upright 3a that is sized to accept it such that plurality of apertures are in alignment. In [FIG. 10a], once the male projection 18a and female recess 18b are fitted together, the pair can be mechanically secured using a transverse or orthogonally positioned fastener suitable for roadway use, e.g., nuts and bolts, rivets, carriage bolts, and other similar fasteners through the plurality of apertures. The modules 1 can have one or more, e.g., 2, 3, 4, 5, or more, of these types of friction fit connectors, typically positioned on the uprights 3 at each immediate end of a module 1. In an embodiment, the first upright 3a including the female connection 18b for the connection system for adjacent modules, the second longitudinal beam 11, and the anchoring system 6 extend beyond the first longitudinal beam 10 and protective elements 9. In this configuration, on the other side of the module, the first longitudinal beam 10 and protective elements 9 extend beyond the second upright 3b including the male connection 18b for the connection system for adjacent modules, the second longitudinal beam 11, and the anchoring system 6 on the second upright 3b. This configuration is further illustrated in [FIG. 10b]. As adjacent modules 1a and 1b having male and female ends are directed together, e.g., the male end of module 1a is directed into the female end of module 1b along the direction of the arrow in [FIG. 10b], the male and female connectors are secured together with the protective elements 9, e.g., having the opposite orientation, acting to hide the connection between the male and female connectors. Once joined, the securing elements 9 can have a fastener passed therethrough, i.e., through the apertures disclosed herein, to secure the male and female connectors of module 1a and 1b.

In addition to a mechanical connection, the male projection 18a and female recess 18b when fitted together provide for a continuous electrical connection between the connected modules. Electrical continuity between modules can be established by including suitable electrical connectors into the male projection 18a and female recess 18b, including but not limited to, contact pads, springs, posts, pins, e.g., pogo pins, blades, tubes, or other suitable push-fit electrical connections. This disclosure is in no way limited to the type of electrical connector that provides for continuity between adjacent modules 1 when fitted together at a roadway.

The above description of various embodiments of the disclosure have been given by way of example only and numerous variations and modifications within the scope of the person skilled in the art can be imagined, without going out of the scope of protection defined by the joint claims.

Having described above several aspects of at least one embodiment, it is to be appreciated various alterations, modifications, and improvements will readily occur to those skilled in the art. Such alterations, modifications, and improvements are intended to be part of this disclosure and are intended to be within the scope of the invention. Accordingly, it is to be appreciated that embodiments of the methods and apparatuses discussed herein are not limited in application to the details of construction and the arrangement of components set forth in the foregoing description or illustrated in the accompanying drawings. The methods and apparatuses are capable of implementation in other embodiments and of being practiced or of being carried out in various ways. Examples of specific implementations are provided herein for illustrative purposes only and are not intended to be limiting. Also, the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. The use herein of “including,” “comprising,” “having,” “containing,” “involving,” and variations thereof is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. References to “or” may be construed as inclusive so that any terms described using “or” may indicate any of a single, more than one, and all of the described terms. Any references to front and back, left and right, top and bottom, upper and lower, and vertical and horizontal are intended for convenience of description, not to limit the present systems and methods or their components to any one positional or spatial orientation. Accordingly, the foregoing description and drawings are by way of example only, and the scope of the invention should be determined from proper construction of the appended claims, and their equivalents.

MODULAR ROAD BARRIER

Information

Publication Number

Date Filed

Date Published

Inventors

Original Assignees

CPC

International Classifications

Abstract

Description

Claims

Priority Claims (1)

PCT Information