Abstract:
A collapsible traffic control cone includes a lane marker for delineating lines of demarcation between lanes approved for traffic flow and areas where traffic is prohibited. When in use, the lane marker extends from a rotatable housing mounted on one of the cones and is releasably attached to an anchor on an adjacent cone. The lane marker is a flat, highly reflective web which lies flat on the roadway between the cones. In the event of a cone being tipped over from its base or when not in use, the lane marker retracts into its housing. A light responsive to oncoming traffic is also provided.

Description:
RELATED APPLICATIONS 
   Benefit of Provisional Application Ser. No. 60/455,579, Titled “Delineator Safety Attachment System [Temporary Lane Maker]”, filed Mar. 19, 2003, is hereby claimed. 

   BACKGROUND OF THE INVENTION 
   1. Field of the Invention 
   This invention relates to a collapsible traffic control cone with a rotatable lane marker for delineating lines of demarcation between lanes approved for traffic flow and areas where traffic is prohibited. A plurality of cones become a new lane maker, when they are connected together by releasably attaching the rotatable lane marker of each cone to an anchor on its adjacent cone. 
   2. Description of Related Art 
   A common site on the highways of our country is a line of traffic control cones (hereinafter, “cone” is considered generic to other similar traffic control entities, e.g., barrels) for diverting and guiding traffic by delineating lanes around obstacles or work-in-progress. Bringing the cones to the site and setting them up is more difficult and time consuming than the casual motorist realizes. Usually, one sees a Department of Transportation worker lifting individual hollow cones from a nested pile on the back of a slowly moving flatbed truck and sequentially placing them on the roadway. If all that is needed is a general indication of separation between traffic flow and work area, then this method is quite efficient, which explains its popularity. 
   In the situation just described, the line of demarcation between the permitted and the forbidden exists only in the mind of the oncoming driver who must mentally connect the cones with an imaginary fence. This is fine where it is not critical or dangerous that an occasional car cross into the restricted area, e.g., when the object is to funnel traffic into one or more restricted lanes to avoid a work-site located well down the highway. But, there are times when circumstances require a more restrictive control, when it is not enough to rely upon an imaginary line, when a physical connection between cones must be provided. 
   In order to positively cordon off a potentially dangerous location, when traffic must be prevented from entering a restricted zone, the prior art has attached webs or planks to adjacent cones to provide a physical barrier. See the U.S. patents of record to Lees, Johnsen, Signorelli, Falcon, and Oshima, which are representative of the art in the field. In each case, the cones must be put in place and then either rotated or otherwise specifically fitted to allow attachment of the interconnecting barriers, adding to the time and labor required to set up the barrier. 
   Other scenarios require more than an imaginary fence but less than a physical barrier. For example, the line must be dramatically more visual, when the safety of workers requires that the general public be prohibited from crossing beyond the cones, but construction trucks and worker&#39;s cars must cross the line in order to carry out their duties. That is, positive lane markers must be visually provided which show that crossing them is forbidden, while at the same time physically permitting authorized vehicles to cross them without have to stop to remove and replace the barriers. 
   Also, the new traffic pattern created by unconnected traffic cones is often not clear to an approaching motorist. The arrangement of cones as seen from a distance can be confusing as to which cones are connected by the imaginary lines. The lane markers of the disclosed lane maker positively connect the plurality of traffic cones in such a way that the boundaries of the new traffic pattern are less ambiguous and thus are clearly understood from further away. 
   Another example of where positive lane markers are needed between traffic control cones is when traffic patterns are changed such that oncoming traffic must run over lanes previously allotted to ongoing traffic. Usually, traffic cones are combined with temporary “white lines” which are painted to show the new lanes. Being related only by temporary placement of the cones, the new lanes are confusing when one or more cones have been moved. Also, after the work has been completed and the traffic pattern has been restored to its original paths, the temporary “white lines” often remain which can be confusing to the motorist. The alternative, disclosed in the U. S. patent to Furiate, of record, is to lay down a thick lane marker and add traffic control posts periodically therealong. The former is not cost effective, and assembly, disassembly, and storage of Furiate&#39;s lane marker is obviously quite time consuming and expensive. 
   A subsidiary problem with traffic control involves the ability of the motorist to see the line of cones. After dark or during inclement weather, the presence of traffic control cones are often not seen soon enough to avoid collisions with them. The prior art has responded by adding lights to the cones. Representative are the U.S. patents to Lack, Oshima, Fisher et al., and Wittig, of record. These are better than non-lighted cones, but they fail to call attention to the new lanes designated by the line of cones. The instant invention calls attention to the lane markers by the placement of the lights at the base of the cones, drawing the attention of the motorist down to the lane markers themselves. 
   Aside from DOT workers&#39; safety, another very important area of interest is the personal safety of ordinary motorists. When a motorist has an automotive problem, be it a flat tire or a stalled engine, he is often stuck alongside a road or highway with no adequate shoulder on which to safely park. The motorist then becomes at risk of being struck by a passing car whose driver did not see the problem in time. A few motorists carry flares or foldable, reflective triangles to signal oncoming traffic of the problem. While flares are highly visible, they burn out quickly, often before the vehicle has been fixed. If no more are available, the motorist is again at risk. The reflective triangles are usually stored in a location which is difficult to reach, they are easily broken, and they take considerable time to assemble and put in position. The collapsible cones disclosed herein are more easily stored, retrieved, and operationally assembled. 
   A few other inventors have recommended the use of traffic safety cones for ordinary motorists. See Pelegrin and Ho, of record, for instance. In both patents the cone is collapsible for storage and for ease in making it operational, but neither provide a positive lane marker to more clearly define the danger area. 
   All of the prior solutions to the traffic safety problem are complicated, costly, and labor intensive. While useful for their intended purposes, none have provided the convenience, flexibility, and increased safety of the disclosed invention. 
   SUMMARY OF THE INVENTION 
   The present invention comprises a traffic cone which is collapsible for ease in storage and transportation thereof, which includes an illumination device responsive to oncoming traffic to aid in seeing and responding to the presence of the cone, and a reflective, interconnecting lane marker which is quickly and easily provided between adjacent cones regardless of their relative angular orientations. 
   OBJECTS OF THE INVENTION 
   It is an object of the invention to provide a traffic cone which is easily stored and transported. 
   It is a further object of the invention to provide a traffic cone which is more easily set up and taken down than similar prior cones. 
   It is a further object of the invention to provide a traffic cone which includes a retractable lane marker. 
   It is a further object of the invention to provide a traffic cone which includes a light module comprising a sensor, electronic control circuitry, and a light. 
   It is a further object of the invention to provide a traffic cone in which a light is positioned to illuminate a reflective, retractable tape. 
   It is a further object of the invention to provide a traffic cone which includes a rotatable, retractable lane marker. 
   It is a further object of the invention to provide a traffic cone which includes a rotatable, retractable lane marker which lies flat on the road to permit travel thereover without damage. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The foregoing and other objects, aspects, uses, and advantages of the present invention will be more fully appreciated as the same becomes better understood from the following detailed description of the present invention when viewed in conjunction with the accompanying drawings, in which: 
       FIG. 1  is a perspective view which illustrates a traffic control lane maker comprising a plurality of the preferred traffic cones of the invention; 
       FIG. 2  is a perspective view of a preferred embodiment of a traffic control cone as used in the lane maker of  FIG. 1 ; 
       FIG. 3  is an exploded perspective view of the cone of  FIG. 2 ; 
       FIG. 4  is a perspective view of a second preferred embodiment of the present invention; 
       FIG. 5  is a partial perspective view of the first preferred embodiment of the present invention showing a constraining mechanism therefor; 
       FIG. 5A  is a partial perspective view of the first preferred embodiment showing a side view of the constraining mechanism of  FIG. 5 ; 
       FIG. 6  is a partial perspective view of the second embodiment of the present invention showing a second embodiment of a constraining mechanism for use therewith; 
       FIG. 6A  is a partial perspective view of the second embodiment showing a side view of the constraining mechanism of  FIG. 6 ; 
       FIG. 7  is a perspective view of a light module for use with the invention; 
       FIG. 8  is a perspective view of a lane marker which is a part of the cones of  FIG. 2 ; 
       FIG. 9  is a see-through perspective view of the lane marker of  FIG. 8  showing internal details thereof; 
       FIG. 10  is a perspective view of a lane marker anchor and a hitch on the free end of the lane marker of  FIG. 8 ; 
       FIG. 11  is a perspective view of the anchor and hitch of  FIG. 10  latched together; 
       FIG. 12  is an enlarged perspective view of the anchor of  FIGS. 10–11 ; 
       FIG. 13  is a perspective view of a second embodiment of a lane marker; 
       FIG. 14  is a side view of the lane marker of  FIG. 13  showing the components for attaching it to a traffic cone; 
       FIG. 15  is a perspective view of a carrying-case for a plurality of the inventive cones of  FIGS. 1  and/or  4 ; 
       FIG. 16  is a perspective view of the inventive cones of  FIGS. 1  and/or  4  in their collapsed state for storage; and 
       FIG. 17  is a perspective view of the collapsed cones as housed in the carrying-case of  FIG. 15 . 
   

   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
   Referring now to the  FIG. 1 , a traffic control lane maker  10  comprises a plurality of traffic cones  12  arranged and interconnected together so as to create a lane designating boundary for a new traffic pattern. The boundary is physically delineated to be more clearly and positively seen. 
   Each of traffic cones  12  comprise a substantially square, relatively planar base  14  and a generally conical cap  16 . Preferably, traffic cones  12  are made of the usual traffic cone materials and, in the basic embodiment of the invention, are colored in the usual manner. It is within the scope of the invention, however, to make them of other materials and/or other colors. For example, they may be color coded to indicate the type of activity from which the traffic is being separated: (1) red for emergencies, such as stalled cars, collapsed bridges or roadways, downed electrical lines, etc.; orange as now usually associated with official Department of Transportation road repairs; green for utility work; and blue for fire or police involvement. The color coding standards are contemplated as being the result of Federal, State, and local agreements and would be universal enough for motorists to be able to recognize the situation confronting them. A constant requirement, however, is that they be durable and highly visible, e.g., including but not limited to reflective, fluorescent, and iridescent. 
   According to the invention, when a plurality of cones  12  are placed on a roadway, provision is made to connect adjacent cones  12  by positive lane markers  18 . 
     FIGS. 2–3  show a preferred embodiment of the invention in assembled and exploded views, respectively. 
   Lane marker  18  includes a lane marker housing  20  which is mounted to base  14  through an aperture  22  ( FIG. 3 ) formed through base  14  of cone  12  closely adjacent to perimetrical edge  24  thereof. Lane marker anchors  26  are attached to base  14  adjacent to other sides of edge  24  through other apertures  28 , as shown. While base  14  is preferably square, other perimetrical shapes are within the purview of the invention. A circular base with lane marker and anchors spaced substantially ninety-degrees apart would work as well. The structural details and coactions of lane marker  18  and anchors  26  will be discussed later relative to  FIGS. 8–12 . 
   Other apertures  30  are formed through base  14  of cone  12  closer to cone  16 . A light module  32 , which will be discussed in detail shortly relative to  FIG. 7 , is optionally attached to base  14  via apertures  30 . 
   Conical cap  16  comprises a nesting plurality of conical segments  34 ,  36 ,  38 ,  40 , and  42 . (The number of conical segments can vary depending on the projected size of the cone; compare  FIGS. 2 and 4 .) Conical segments  36 – 42  are capable of collapsing within segment  34  for storage and of extending into the full-sized cone shown in  FIGS. 1–2 . Conical segments  34 – 42  are shown as generally circular in horizontal cross-section in  FIGS. 2–3 . It is envisioned that conical segments  34 – 40  could also be rectangular or square in horizontal cross-section as shown in  FIG. 4 . 
   Any known means for constraining conical segments  34 – 42  in their extended state can be employed without departing from the spirit of the invention. Two preferred modes are shown in  FIGS. 5–6 . 
   In  FIG. 5 , each of the conical segments below the top one, namely, conical segments  34 – 40 , includes an inverted L-shaped slot  44  through an upper portion of the conical segment. Conical segments  36 – 42 , i.e., each of the conical segments above the bottom one, includes an L-shaped latch  46  projecting from its outer surface ( FIG. 5A ). A constraining mechanism  48  is formed by the combination of slot  44  and latch  46 . Engagement of latch  46  with the horizontal leg of inverted L-shaped slot  44  of the next-lower conical segment maintains the two segments in the extended state. When latch  46  is aligned with the vertical leg of inverted L-shaped slot  44  and lowered, the upper conical segment descends within the lower conical segment to collapse them together into a nested relationship. The length of the vertical leg of inverted L-shaped slot  44  controls the degree of nesting of the conical segments. 
   Expansion is easily and quickly effected by lifting and twisting conical segment  42  clockwise. Conical cap  16  is collapsed by a reverse motion, twisting conical segment  42  counter-clockwise and lowering it. A selected angular separation of each conical segment&#39;s slot  44  and hook  46  produces the staggered array of constraining mechanisms  48  shown in  FIG. 5 . Staggering constraining mechanisms  48  improves the strength and stability of conical cap  16 . 
   Constraining mechanism  50  of the pyramid-style conical cap  16  ( FIG. 6 ) comprises a keyhole-shaped slot  52  coacting with a bulbous latch  54 . Keyhole slot  52  is located near the top of each conical segment  34 – 38 . Bulbous latch  54  is fixed near the bottom of each conical segment  36 – 40 . Keyhole slot  52  and bulbous latch  54  are vertically aligned with each other, the alignment being maintained by the rectangular or square cross-sectional shapes of the conical segments. 
   To disengage locking mechanism  50 , conical segment  40  is lifted to align each latch  54  with the upper, larger portion of its corresponding keyhole slot  52 , and latches  54  are sequentially depressed until they clear the interior surface of the conical segment, whereupon each higher segment is lowered into the lower one. The flexibility of the walls of each conical segment permits the depression and withdrawal of latch  54  from its corresponding slot  52 . Expansion is as simple as lifting conical segment  40  until all latches  54  align with the upper, larger portion of its corresponding keyhole slot  52 , holding it there momentarily while the resiliency of the flexible walls pop latches  54  into slots  52 , and lowering the conical segments to fit bulbous latches  54  into the lower, narrower portion of keyhole slots  52 , quicker to do than to explain. Collapsing the pyramidal conical cap  16  is clearly more time consuming than expanding it, but time is more important when setting up the cones than is cleaning up afterwards, especially for motorists with stalled automobiles. 
   Referring to  FIG. 7 , light module  32  is provided on at least the lead cone  12  in order to initially alert the motorist of the upcoming lane maker  10 . Of course, a light module  32  can obviously be attached to any of cones  12 . Also, a light module  32  can obviously be attached as well as to any existing cone, collapsible or not. Light module  32  comprises a sensor  56 , electronic circuitry  58 , preferably including a programmable CPU, a light  60 , and a mounting plate  62 . There are various modes of operation for light module  32 , hereinafter described, and the type of sensor  56  and electronic circuitry  58  will vary accordingly. 
   A principle mode of operation has light  60  remain off until traffic cone  12  is being approached, at which time light  60  is turned on. Sensor  56  can be a motion sensor responsive to any oncoming entity. Or, sensor  56  could be programmed to respond to the sound frequencies uniquely associated with vehicular traffic. A light sensor responsive to the headlights of approaching traffic could trigger light  60  to become illuminated. Naturally, in any of these modes, electronic circuitry  58  can be programmed to cause light  60  either to flash or to shine continuously. The virtue of this mode of operation is that the power for light  60 , most likely from a battery, would be used only when needed and thereby be conserved. 
   Alternatively, sensor  56  could be made responsive to light levels, and turn on light  60  when the level drops below a given threshold level, such as after sunset or when inclement weather decreases the overall light level. 
   Finally, it is within the scope of the invention to include a manual switch (not shown) to activate light  60  at the will of the user. Mounting plate  62  is preferably adhesively affixed to the bottom of the housings for sensor  56 , electronics  58 , and light  60 . Threaded bolts  64  extend from the base of mounting plate  62  for attaching light module  32  to the base  14  of traffic cone  12  by means of apertures  30  ( FIG. 3 ). Of course, one could attach up to four light modules  32  to base  14 , but it has been found sufficient to provide only one positioned to face the oncoming traffic. 
   A major feature of the instant invention resides in the provision of lane markers  18 , particularly lane markers having a rotatable housing  20 . As exemplified by  FIG. 1 , it is rare for all the cones  12  to rest along a straight line, and even more rare for even two of the bases  14  to be symmetrically, angularly oriented. Any three cones will normally form an acute angle and their bases will point in any direction. This can occur intentionally. For instance, when closing off a roadway lane, the first of cones  12  is placed adjacent the side of the road, the next approximately in the middle of the lane to be closed, and thereafter cones are spaced along the existing dotted or dashed lane markers. Uneven relative positioning also occurs naturally due to the road turning, the truck drifting off-line, and the worker&#39;s inattention to alignment. Functionally, how the cones are aligned or oriented is not a safety consideration, so relative positioning of cones  12  does not matter and is not usually of pressing concern. 
   Where connecting fencing is required, however, relative positioning of the cones becomes an efficiency issue. As aforementioned, since the bases will be rotatively cocked relative to each other, prior art cones must be rotated after placement on the road in order to interconnect the fencing, a time-consuming, labor-intensive operation. Further, in systems such as proposed by Lees, Johnsen, and Falcon, where the distances between cones are fixed due to the structural dimensions of the interconnecting barriers, not only does the orientation of the cones need to be adjusted but also the distances between them. 
   Refer now to  FIGS. 8–9  and  13 – 14  where two embodiments of the lane marker  18  are shown. Marker  18  comprises a housing  20 , a retractable tape  66 , and a hitch  68  attached to the free end of tape  66 . Retractable tape  66  is preferably made of a durable web-like material which is sufficiently flexible to coil within a housing  20  and, preferably, highly visible, e.g., comprising electro-fibers, solar fibers, glass-beaded webs, or other ultra-bright reflective material. The other end of retractable tape  66  is attached to a conventional spring-loaded retracting mechanism within housing  20 , where it is coiled when retracted ( FIG. 9 ). Tape  66  passes through a slot  70  located along one side of housing  20 . 
   As seen more clearly in  FIG. 14 , lane marker housing  20  has a single, depending threaded bolt  72  by which it is rotatably mounted on base  14  of traffic cone  12 . Mounting bolt  72  passes through aperture  22  in base  14  ( FIG. 3 ). A low friction washer  76 , preferably made of Teflon™ or similar material, is interposed between housing  20  and the top surface of base  14  to facilitate rotation of housing  20  around mounting bolt  72 . Only one low friction washer is shown in the drawings, but it is contemplated that one could be provided for both the top and bottom surfaces of base  14 , if needed to facilitate rotation of housing  20 . A washer  78  and lock nut  80  complete the attachment of lane marker  18  to traffic cone  12 . 
   In the first embodiment of lane marker  18  ( FIGS. 8–9 ) a locking mechanism  82  locks tape  66  at whatever length it has been extended. Preferably, locking mechanism  82  is spring-loaded in the direction of arrow  84  into its locked state. Pressure applied to locking mechanism  82  in the direction of arrow  86  unlocks tape, allowing the spring within housing  20  to retract tape  66  therein. 
   The second embodiment of lane marker  18  ( FIGS. 13–14 ) differs from the first by the elimination of locking mechanism  82 . There are advantages of and drawbacks to each embodiment. For instance, tape  66  is easier to handle with the first embodiment, since the user is not constantly fighting the spring&#39;s retracting forces. But, the second embodiment allows tape  66  to retract to comparative safety within housing  20  should the hitch become unattached or broken. In the event that a cone  12  is struck by an errant vehicle, moving it out of its position in the line of cones, the new lanes indicated by lane markers  18  are not those intended. Hitches  68  are designed either to become unattached to anchors  26 , due to the rotational torques imposed on tape  66  by the cone tipping over, or to break away from tape  66 , when subjected to a force beyond a preselected threshold. Either way, tape  66  will retract within housing  20 . No false lane is thereby indicated, nor does a flapping tape distract the motorist from safely traversing the scene. 
   As aforementioned, rotatable lane marker  18  is attached along one side of peripheral edge  24  of base  14  ( FIGS. 2–4 ), and a lane marker anchor  26  is attached along each of the other sides of edge  24 . Anchor  26  ( FIG. 12 ) comprises a mounting flange  90  with a circular staple  92  extending from one edge thereof. Staple  92  includes an enlarged circular hole  94  extending therethrough. A pair of bolts  96  pass through apertures  28  in base  14  ( FIG. 3 ) and are secured thereto by nuts  98 . 
   Lane marker  18  can advantageously be added to existing traffic control cones to provide them with the ease of placement as well as to the disclosed cones  12 . 
     FIGS. 10 and 11  illustrate the connection between hitch  68  and its associated anchor  26 . Hitch  68 , as most clearly seen in  FIG. 10 , comprises a body  100  terminating in a U-shaped hook  102 . The interior surface of the bight  104  of U-shaped hook  102  is arcuate with a radius of curvature equal to the radius of circular hole  94 . 
   Referring again to  FIG. 1 , adjacent cones  12  are interconnected by connecting one cone&#39;s hitch  68  to another&#39;s anchor  26  by extending tape  66  between the cones and connecting hook  102  to one of the staples  92  on the next cone  12 . Lane marker housing  20  rotates to face the adjacent cone, so that tape  66  extends directly toward it. As such, there is no crimping, twisting, or other unnatural deformations of tape  66  which could cause failure thereof. Further, by the contacting surfaces of circular hole  98  and hook  102 , the transfer of forces between hook  102  and staple  92  is distributed over the maximum area, adding to the strength of the connection, regardless of the relative positioning and orientations of the adjacent cones. It is this ability to adapt to the relative positioning and orientations of the adjacent cones that allows for quick and easy assembly of a traffic control system  10 , without having to resort to the time consuming task of repositioning or rotating the cones. 
   When attached between two adjacent cones, tape  66  lies flat on the ground. Vehicles can drive over tape  66  without damage to it. Thus, the instant invention combines two desirable features in one structure, namely, the lane boundary is clearly marked by a highly reflective tape, and official trucks, cars, or other vehicles can easily pass over it in the performance of their duties without disrupting the visual effect. 
   The placement of light  60  on base  14  immediately behind tape  66  has operative advantages. Light from light  60  reflects off the bright surface of tape  66  directly toward the oncoming motorists, illuminating it above and beyond any ambient reflections. 
   Referring now to  FIGS. 15–17 , storage and transporting of a plurality of cones is shown. Cones  12  are collapsible, thereby reducing their extended height, as shown in phantom in  FIG. 16 . Once collapsed, cones  12  are stored in a suitcase  106 . The combination is clean and well organized which facilitates carrying and using them. This is especially important for ordinary motorists, for the suitcase  106  is easily stored in the trunk of a car, quickly removed therefrom as a unit, and the cones are quickly and easily extracted, opened, and arranged into a protective lane maker  10 . 
   It is clear from the above that the objects of the invention have been fulfilled. 
   Those skilled in the art will appreciate that the conception, upon which this disclosure is based, may readily be utilized as a basis for the designing of other structures, methods and systems for carrying out the several purposes of the present invention. It is important, therefore, that the claims be regarded as including such equivalent constructions insofar as they do not depart from the spirit and scope of the present invention as defined in the appended claims. 
   Further, the purpose of the foregoing Abstract is to enable the U.S. Patent and Trademark Office, and the public generally, and especially the scientists, engineers and practitioners in the art who are not familiar with patent or legal terms or phraseology, to determine quickly from a cursory inspection the nature and essence of the technical disclosure of the application. The Abstract is neither intended to define the invention of the application, which is measured solely by the claims, nor is intended to be limiting as to the scope of the invention in any way. 
   It can be seen from the above that an invention has been disclosed which fulfills all the objects of the invention. It is to be understood, however, that the disclosure is by way of illustration only and that the scope of the invention is to be limited solely by the following claims: