Patent ID: 12227911

DETAILED DESCRIPTION

Embodiments of the present invention are directed to a mobile traffic barrier. In one embodiment, the mobile traffic barrier includes a number of inter-connectable wall sections that can be loaded onto a truck bed. The truck bed itself includes two (first and second) platforms. Each platform includes a king pin (not shown); the king pin providing a connection between the selected platform and either a caboose or a tractor. By enabling the tractor to hook at either end, the trailer can incorporate a rigid fixed wall that is open to the right or left side of the road, depending on the end to which the tractor is connected. The side wall and the ends of the trailer define a protected work area for road maintenance and other operations. The tractor and caboose may exchange trailer ends to change the side to which the wall faces. The dual-hookup, fixed-wall design can enable and incorporate compartments (in the platforms) for equipment and storage, onboard power for lighting, ventilation, and heating and/or cooling devices and power tools, and on-board hydraulics for hydraulic tools. The design can also provide for relatively high shielding from driver views, and in general, a larger and better work environment, day or night.

Referring initially toFIG.1A, a trailer in accordance with an embodiment is generally identified with reference numeral100. The trailer100includes two (first and second) platforms104a,band a number of wall sections108a-c. As described in greater detail below, the wall sections108a-care adapted to interconnect to each other and to the platforms104a,bto form a protective wall. InFIG.1A, the wall sections108a,bare disconnected from each other and secured in a stored position on top of the interconnected platforms104a,b. In this position, the trailer100is configured so that it may be transported to a work site. In the transport configuration illustrated inFIG.1A, the platforms104are bolted to each other to form a truck bed that is operable to carry the wall sections108and other components.

In addition to the wall sections108a-c, the platforms104a,bcarry two rectangular shaped ballast members112a,b, which are shown as boxes of sand. As will be appreciated, the ballast members can be any other heavy material. The weights of ballast boxes112a,bcounter balance the weights of the wall sections108a-c, when the wall sections108a-care deployed to form a protective barrier and when being transported atop the platforms. The ballast boxes112a,bhold between about 5,000 and 8,000 lbs. of weight, particularly sand. At 8,000 lbs., the ballast boxes112a,bcounter balance three wall sections108a-c, when the wall sections are deployed or being transported. In one configuration, the wall sections108a-cweigh approximately 5,000 lbs. each.

The truck bed formed by the interconnected platforms108a,bis connected at one end to a standard semi-tractor116and at the other end to an impact-absorbing caboose120. Both of the platforms108a,binclude a standard king pin connection to the tractor116or caboose120, as the case may be. The caboose120may include an impact absorbing Track Mounted Attenuator (“TMA”)136, such as the SCORPION™ manufactured by TrafFix Devices, Inc. In accordance with alternative embodiments, the caboose120and/or tractor116may include a rigid connection to the rear platform104.

FIG.1Bshows a reverse side of the trailer100shown inFIG.1A. Each platform104a,bincludes at least one storage compartment124. The doors128to the storage compartment124are shown inFIG.1A. The reverse perspective ofFIG.1Bshows a rigid wall132forming the rear of the storage compartment124.

FIG.1Cshows a rear view of the trailer100. InFIG.1C, the TMA136is shown in its retracted position.FIG.1Dshows a rear view of the trailer100with the TMA136in a deployed position.

FIG.1Eshows a top plan view of the trailer100. As can also be seen inFIGS.1D and1E, the trailer100includes three wall sections108stored on top of the platforms104a,b. Two of the wall sections108a,bnearest the right side of the trailer are positioned end-to-end, with one being positioned on top of each platform. The third wall section108cis positioned between the wall sections108a,band the ballast boxes112and is approximately bisected by the longitudinal axis A of the trailer (or the first and second platforms). Effectively, by substantially co-locating the longitudinal axis of the third wall section108cwith the longitudinal axis A of the trailer, the weight of the third wall section108cis effectively counter-balanced. The weight of ballast box112atherefore counterbalances effectively the first wall section104aand ballast box112bcounterbalances effectively the second wall section104b. The platforms104a,bare asymmetrical with respect to the longitudinal axis A. Accordingly, the weights of the ballast boxes can be greater than the weights of the wall sections to counter balanced the asymmetrical portion of the platforms. The loading of the trailer shown inFIG.1Ethus serves to balance the weight of the various trailer components with respect to the longitudinal axis A.

Referring now toFIG.2A, the trailer100is shown in its unloaded or deployed configuration. As can be seen inFIG.2A, the wall sections108a-chave been removed from their loaded positions on top of the platforms104a,band connected between the platforms104a,bto form a protective barrier200. This is accomplished by removing the wall sections108a-c, such as for example through the use of cranes or a forklift, and then disconnecting the two platforms104a,bfrom each other. After the platforms104a,bhave been disconnected, the platforms104a,bare spatially separated and the wall sections108a-care then inserted there-between. As can be seen inFIG.2A, the two ballast boxes112a,bremain in place on top of the platforms104a,b. The ballast boxes provide a counter-balance to the weight of the wall sections108a-c, which are disposed on the opposite side of the platforms104a,b.

FIG.2Ashows a view of the protective barrier200from the perspective of the protected work zone area. From the protected work zone, the storage compartment doors128and other equipment are accessible. The protected work zone area204can seen inFIG.2B, which shows a top plan view of the protective barrier200shown inFIG.2A. As can be seen, the protective barrier creates a protected work area204, which includes a space adjacent to the wall sections108a-cand between the platforms104a,b. The road or other work surface is exposed within the work zone area204. The work zone area204is sufficiently large for heavy equipment to access the work surface.

FIG.2Cshows the traffic-facing side of the protective barrier200. As can be seen inFIG.2C, the protective barrier200presents a protective wall208proximate to the traffic zone. The protective wall208includes the rigid wall132and number of wall sections108a-c, which are interconnected to the two platforms104a,b. The bottoms of the wall sections108a-care elevated a distance280above the roadway284.FIGS.5A-Badditionally show a portion of the caboose120, which interconnects to and is disposed underneath a selected one of the platforms104a,b. The wheels of the caboose120, in the deployed position of the trailer100shown inFIG.2C, are covered with a piece of sheet metal212. During transport, this piece of sheet metal212can be disconnected from the platform104and positioned in a stowed manner on top of one of the platforms104.

Although stands290are shown in place at either end of the protective barrier200and may be used to support individual wall sections108of the barrier200, it is to be understood that no stands are required to support the barrier200. The barrier200has sufficient structural rigidity to act as a self-supporting elongated beam when supported on either end by the tractor116and caboose120. This ability permits the barrier200to be located simply by locking the tractor and caboose brakes and relocated simply by unlocking the brakes, moving the barrier200to the desired location, and relocking the brakes of the tractor and caboose. Requiring additional supports or stands to be lowered as part of barrier200deployment can not only immobilize the barrier200but also increase barrier rigidity to the point where it may cause excess damage and deflection to a colliding vehicle and excess ride down and lateral G forces to the occupant of the vehicle.

The wall section height is preferably sufficient to prevent a vehicle colliding with the barrier200from flipping over the wall section into the work area and/or the barrier200from cutting into the colliding vehicle, thereby increasing vehicle damage and lateral and ride-down G forces to vehicular occupants. Preferably, the height of each of the wall sections is at least about 2.5 feet, more preferably at least about 3.0 feet, even more preferably at least about 3.5 feet, and even more preferably at least about 4.0 feet. Preferably, the height of the top of each wall section above the surface of the ground or pavement284is at least about 3.5 feet, more preferably at least about 4 feet, even more preferably at least about 4.5 feet, and even more preferably at least about 5 feet.

The protective wall or barrier200may additionally include attachment members216operable to interconnect a visual barrier220to the protective wall200. A visual barrier220in accordance with embodiments is mounted to the protective wall200and extends from the top of the protective wall200to approximately four feet above the wall200. The visual barrier220is interconnected to attachment members216, such as poles, which are interconnected to the wall200. In accordance with an embodiment, the attachment members216comprise poles which extend 10 feet upwardly from the wall section200. Each pole may support a 6 lb. light head at the top which generates over 3,000 alums of light. The poles may additionally provide an attachment means for the visual barrier220. While attached to the poles, the visual barrier220extends approximately 4 feet upwardly from the protective wall200.

The visual barrier220provides an additional safety factor for the work zone204. Studies have shown that a major cause of highway traffic accidents in and around work zone areas is the tendency for drivers to “rubber-neck” or look into the work zone from a moving vehicle. In this regard, it is found that such behavior can lead to traffic accidents. In particular, the “rubber-necking” driver may veer out of his or her traffic lane and into the work zone, resulting in a work zone incursion. The present invention can provide a structurally rigid wall200that prevents incursion into the work zone204, as well as a visual barrier220which discourages this, so called, “rubber necking” behavior.

Studies have indicated that people are drawn to lights and distractions, and that they tend to steer and drive into what they are looking at. This is particularly hazardous for construction workers, especially where cones and other temporary barriers are being deployed on maintenance projects. Studies also indicate that lighting and equipment movement within a work zone are important factors in work site safety. Significant numbers of people are injured not only from errant vehicles entering the work zone, but also simply by movement of equipment within the work area. The trailer can be designed not only to keep passing traffic out of the work area, but also to reduce the amount of vehicles and equipment otherwise moving around within the work area.

In terms of lighting, research indicates more is better. Current lighting is often somewhat removed from the location where the work is actually taking place. Often, the lighting banks are on separate carts which themselves contribute to equipment traffic, congestion and accidents within the job site.

These competing considerations of motorists, at night, steering towards lights and roadside workmen being safer at night with more lighting can be satisfied by the trailer. The trailer can use the light heads270to provide substantial lighting where it is needed. If the work moves, the lighting moves with the work area, rather than the work area moving away from the lighting. Most importantly, the safety barrier—front, back and side—can move along too, providing simple but effective physical and visual barriers to passing traffic. Referring toFIGS.2B and2C, the light heads270positioned along the barrier200have a direction of illumination that is approximately perpendicular or normal to the direction of oncoming traffic. This configuration provides not only less glare to oncoming motorists but also less temptation for motorists to steer towards and into the barrier200.

FIGS.2A-2Cshow the protective barrier200deployed for use in connection with a work-zone area. The design of the support members and the traffic facing portion of the protective barrier200, serve to provide a safe means for mitigating the effects of such a collision. In particular, the barrier200can re-direct the impacted moving car down the length of the protective wall208. Here, the moving car is not reflected back into traffic. Further incidents are prevented by not reflecting the moving car back from the mobile barrier into other cars, thereby enhancing safety not only of the driver of the vehicle colliding with the barrier but also of other drivers in the vicinity of the incident. The inherent rock/roll movement in the tractor116and trailer (caboose) springs and shocks assist dissipation of shock from vehicular impact. In addition, by deflecting the moving vehicle down the length of the protective wall208, the work zone200is prevented from sustaining an incursion by the moving vehicle, thereby enhancing safety of workers.

A number of factors are potentially important in maintaining this desirable effect. Firstly, the protective barrier204is maintained in a substantially vertical position. This is accomplished through a ballasting system and method in accordance with an embodiment. In particular, the wall sections108are balanced in a first step with the ballast boxes112. In a following step, a more precise balancing of the protective barrier200position is achieved through a system of movable pistons associated with the caboose120. This aspect of the invention is described in greater detail below. Second, the structural design of the wall sections108serve to provide optimal deflection of an incoming car. Finally as shown inFIG.2B, the protective wall or barrier200is substantially planar and smooth (and substantially free of projections) along its length to provide a relatively low coefficient of friction to an oncoming vehicle. As will be appreciated, projections can redirect the vehicle into the wall and interfere with the wall's ability to direct the vehicle in a direction substantially parallel to the wall.

Turning now toFIG.3A, an individual wall section108is shown in perspective view from the traffic side of the wall section108. As can be seen inFIG.3A, the wall section108includes a wall skin portion300, which faces the traffic side of the protective barrier200and is smooth to provide a relatively low coefficient of friction to a colliding vehicle. The wall skin300is adapted to distribute the force of the impact along a broad surface, thereby absorbing substantially the impact. As additionally can be seen inFIG.3A, the wall section108includes a first end portion or wall end member304a. The first end portion304aincludes a conduit box308, a number of bolt holes312, a protruding alignment member, which is shown as a large dowel316a, and an alignment receiving member, which is shown as a small dowel receiver hole320a. As will be appreciated, the alignment member can have any shape or length, depending on the application. The first end portion304aof the wall section108is adapted to be interconnected to a second end portion304bof an adjacent wall section108or platform104. A second end portion304bcan be seen inFIG.3B, which shows the opposite end304bof the wall section108shown inFIG.3A, including a protruding small dowel316band a large dowel receiver hole320b. For each wall section108, the large dowel316adisposed on the top of the first end portion304ais operatively associated with a large dowel receiver hole320bin the second end portion304bof an adjacent wall section108or platform104. Similarly, the small dowel316bon the second end portion304bis operatively associated with the small dowel receiver hole320ain the first end portion304aof an adjacent wall section108or platform104. Additionally, the wall sections108are interconnected through a screw-and-bolt connection using the bolt holes312associated with the wall ends304. The conduit box308is additionally aligned with an adjacent conduit box308, providing a means for allowing entry and pass-through of such components as electrical lines, air hoses, hydraulic lines, and the like.

InFIG.3B, a portion of the wall skin300is not shown in order to reveal the interior of the wall section108. As can be appreciated, such a partial wall skin300is shown here for illustrative purposes. As can be seen inFIGS.3B and3C, the wall section108includes three bracing sections324a-cvertically spaced equidistant from one another. Each of the bracing sections324includes two opposing horizontal beams328a-b, with the free ends being connected to the adjacent wall end member304a,b. The two horizontal beams328a-bare interconnected with angled steel members332to form a truss-like structure. The wall section108includes three bracing sections: the first bracing section324abeing at the top, the second bracing section324bbeing at the middle and the third bracing section324cbeing at the bottom. Additionally, the wall section108includes a number of full-height vertical wall sections336a,b, the wall end members304a,b, and a number of partial-height vertical wall sections340a-c. As shown inFIG.3A, the full-height wall sections336a,band partial-height wall sections340a-calternate. Additionally, it can be seen that the angled steel members332intersect at points where the partial-height wall340or full height wall336section, as the case may be, meets the horizontal beam328a,b, which, on one side, faces the traffic side of the wall section108. Additionally, the wall section includes a fourth horizontal member344. Unlike the structural members328and336which are preferably configured as rectangular steel beams, this fourth horizontal member344is configured as a steel C-channel beam. The C-channel is preferably positioned substantially at the height of a car or SUV bumper. In use, the bottom of the wall section108sits approximately eleven inches off of the ground, and the fourth horizontal member344sits approximately twenty inches off of the ground.

The wall sections108constructed as described and shown herein are specifically adapted to prevent gouging of the wall as a result of an impact from a moving car. In particular, gouging as used herein refers to piercing or tearing or otherwise drastic deformation of the wall section, which results in transfer of energy from a moving car into the mobile barrier200. As described herein, by deflecting the car down the length of the protective wall200, a desirable amount of energy is absorbed by the wall and therefore not transferred to other portions of the protective wall200. It is additionally noted that the floating king pin plate of the standard trailer116provides a shock absorbing effect for impacts which are received by the protective wall200. The shock absorbing effect of the trailer's116floating king pin plate500is complemented by fixed king pin plate associated with the caboose120(which is discussed below).

In accordance with an embodiment, the dimensions of the various trailer and wall components vary. By way of example, the length of each wall section108preferably ranges from about 10 to 30 feet in length, more preferably from about 15 to 25 feet in length, and more preferably from about 18 to 22 feet in length. The width of each of the wall sections preferably ranges from about 18 to 30 inches, more preferably from about 22 to 28 inches, and more preferably from about 23 to 25 inches. The height of each of the wall sections108preferably ranges from about 3 to 4.5 feet, more preferably from about 3.75 to 4.25 feet, and more preferably from about 3.9 to 4.1 feet. It should be noted that these height ranges and distances measure from the base of a wall section108to the top of the wall section108and do not include the wall section's height when it is displaced with respect to the ground. In use, the wall section108typically is disposed at a predetermined distance from the ground. In particular, this distance preferably ranges from about 10 to 14 inches, more preferably from about 11 to 13 inches, and more preferably from about 11.5 to 12.5 inches. In accordance with an embodiment, a wall section is approximately 20 feet long, 24 inches wide, 4 feet high as measured from the base of the wall section to the top of the wall section and, when deployed, disposed at a distance of 12 inches from the ground.

The beams328aand328bspan the length of the entire wall section. In accordance with an embodiment, the horizontal beams328aand328bmeasure from about 3-5 inches by about 5-7 inches, more preferably from about 3.5 inches to 4.5 inches by 5.5 inches to 6.5 inches, and even more preferably are about 4 inches by 6 inches. In accordance with an embodiment, the longer dimension of the beam is disposed in the horizontal direction. For example, with 4.times.6 beams, the 4-inch dimension is disposed in the vertical direction and the 6-inch dimension in the horizontal direction. In this embodiment with three sets of horizontal beams, the bottom and middle beams are separated by about 18 inches and the middle and the top beams also by about 18 inches. In this configuration, the total height of the wall section is 4 feet. In other portions of the mobile barrier200, the orientations of the horizontal beams may differ. In particular, the longer 6 inch dimension may be in the vertical direction, and the shorter 4 inch dimension may be in the horizontal direction. In accordance with an embodiment, this orientation for the horizontal beams is implemented in connection with the platforms104.

The wall skin300may be comprised of a single homogeneous piece of steel that is welded to the wall section108. The wall skin300is preferably between about 0.1 and 0.5 inch thick, more preferably between about 0.2 and 0.4 inch, and even more preferably approximately 0.25 inches thick. These dimensions are also applicable to the partial-height and full height wall members340,336. The wall end portions or plates304band304aare preferably between about 0.25 and 1.25 inch thick, more preferably between about 0.5 and 1 inch thick, and even more preferably are about 0.75 inch thick.

In accordance with a preferred embodiment where the wall sections108are approximately 20 feet in length, a work space area204is defined when these wall sections are deployed that measures approximately 80 feet in length. In particular, the three wall sections total 60 feet in addition to 10 feet on each side of additional space provided by the interior portions of the platforms104.

Referring again toFIG.3C, a wall section108may include a number of attaching devices, which provide a means for interconnecting various auxiliary components to the wall section108. In particular, a wall section108may include an attachment member mounting348, operable to mount an attachment member216, such as a pole. The attachment member mounting shown inFIG.3Cincludes a lever which, through a quarter turn, is operable to lock the light pole in place. A pole may be used to mount a light in connection with using the wall barrier during night-time hours. As can be appreciated in such conditions, the work area will be required to be illuminated. Such illumination can be accomplished by light poles and corresponding lights which are mounted to the wall section. The light poles, lights and other auxiliary components may be stored in the storage compartments124.

The wall section108additionally may include attachments for jack stands352. The jack stands352provide a means for supporting the wall section108at the above-mentioned height of approximately eleven inches from the ground.

The wall section108may additionally include, so called, “glad hand boxes” (not shown), which provide means for accessing 12, 110, 120, 220, and/or 240 volt electricity. In accordance with the embodiments, the protective barrier200includes an electric generator and/or one or more batteries (which may be recharged by on-board solar panels) providing electricity which is accessible through the glad hand box and is additionally used in connection with other components of the protective barrier200described herein. The generator and/or the batteries may additionally be stored the storage compartments124, and the batteries used to start the generator and support electronics when the generator is turned off or is not operational.

The wall section108may be comprised of, or formed from, any suitable material which provides strength and rigidity to the wall section108. In accordance with embodiments, the beams of the wall section are made of steel and the outer skin of the wall section is made from sheets of steel. In accordance with alternative embodiments, the wall section108is made from carbon fiber composite material.

Referring now toFIG.4A, a side perspective view of a platform104is shown. InFIG.4Athe platform is resting on a jack stand352. Additionally, the outline of the caboose120is shown inFIG.4A. With the caboose120attached, the platform104shown inFIG.4Awould correspond to the rear of the protective barrier200and/or the rear of the loaded trailer100. As can be seen inFIG.4A, the platform includes a king pin400. The king pin400provides an interconnection between the platform104and the caboose120. The king pin400is disposed on the underside of the platform104in a position that allows the king pin400to connect with a standard floating king pin plate associated with a semi-tractor116or a fixed king pin plate associated with the caboose120. In this way, either the caboose120or the semi-tractor116may be connected to the platform104using the king pin400. A nose receiver404portion of the platform104provides a means for receiving the end, or nose portion of the caboose120. This aspect of the invention is described in greater detail below.

InFIG.4BandFIG.4C, two opposed platforms104are shown with a central external cover plate of the central portions of the platforms being removed to show the structural members while the ballast box external support plates are in position, inFIG.4D, a platform is shown with all exterior cover plates removed, and inFIG.4Ga platform is shown with all external cover plates in position. As can be seen, the first end408of the platform104is wider than the second end412of the platform104. Here, the platform104includes support members421for supporting the king pin (not shown), a sloping plate428for receiving the nose portion of the caboose, a flat plate assembly422positioned above and supporting the jack stands423, and a sloped or narrowing section416, which slopes from the larger, first-end408width, to the smaller, second-end412width. This sloped portion416of the platforms104includes the storage compartment124. The two second-ends412of the platform104are adapted to be interconnected to each other. The two first-ends408of the platform104are adapted to interconnect to either the tractor116or the caboose120, as described above. As can be seen inFIG.4D, the platform104includes two side channels420a-b. Typically, the channel420aproximate to the work zone is adapted to receive a ballast box112, both in the mobile and the deployed positions.

FIGS.4D,4E, and4Ffurther show the structural members of each of the platforms. The platforms are identically constructed but are mirror images of one another. The traffic-facing, or elongated, side460of the platform104includes upper, middle, and lower horizontal structural members464,468, and472. The upper, middle, and lower horizontal structural members are at the same heights as and similar dimensions to the upper, middle, and lower horizontal beams328, respectively. The members464,468, and472, unlike the beams328, are oriented with the long dimension vertical and the shorter dimension horizontal. By orienting the members differently from the beams, the need for a member similar to the fourth horizontal member344is obviated. The upper structural member464is part of an interconnected framework of interconnected members476,480,484,488,490, and492defining the upper level of the platform. Lateral structural members494provide structural support for the ballast boxes, depending on where they are positioned, and lateral members496provide further structural support for the upper level and for the king pin and other caboose interconnecting features discussed below. The first end of the lower structural member attaches to a corner member497and second ends of the upper and lower structural members to the second end member498. At the level of the lower structural member472, lower structural members473,474,475, and477define the lower level of the platform. Additional vertical and corner members478,479, and481attach the lower and upper levels of the platform and horizontal support member483interconnects corner members497and481and vertical members478and479. The lower level further includes lateral members475and elongated member477to provide further structural support for the lower level and provide support for the bottom of the storage compartment.

InFIGS.4G and4H, portions of the platform104are shown, which include the underside of a platform104. As can be seen inFIG.4E, the platform104includes a king pin400disposed substantially in alignment with a longitudinal axis405bisecting a space407defined by the nose receiver portion404. The nose receiver portion404includes two angled components424a,bas well as a downwardly facing deflection plate428.FIG.4Hshows, in plan view, the components424a,b, each of which includes a straight portion409a,band angled portion411a,b. The space407between the angled portions is in substantial alignment with the king pin400.

As the caboose120is backed into the space underneath the platform104, the king pin400is received in a king pin receiver channel524(FIG.5) in a fixed king pin plate on the caboose120, and the nose of the caboose is received in the nose receiver404portion of the platform104. The nose receiver portion404, namely the angled portions of the components424a,band sloped deflection plate428, guide the an angled front-nose portion520(FIG.5) of the caboose as the caboose is brought into position underneath the platform104to align the king pin with the king pin receiver channel524(FIG.5). In particular, the two angled components424operate to provide lateral guidance for the position of the caboose120. Here, the two angled components424ensure that the king pin400is received in the king pin receiver channel524associated with the caboose120. The downwardly facing deflection plate428exerts a downward force on the nose520of the caboose that results in the rear of the caboose120raising up to engage the rear of the platform104. The interconnection between the caboose120and the rear of the platform104is described in greater detail below.

InFIG.5A, a side perspective view of the caboose120is shown. As shown inFIG.5A, the caboose120includes the fixed king pin plate500. The king pin plate500includes a king pin receiver channel524provided at the end of the plate500. This pin receiver channel524is adapted to receive the king pin400and provides a locking mechanism for locking the caboose120to the end of the platform104. In addition, the caboose104includes a vertical adjustment member, which is shown as movable pneumatically or hydraulically actuated piston508(as can be seen inFIG.4A), disposed on each side between the two wheels of the caboose120. Although a piston is shown, it is to be understood that any suitable adjustment member may be used, such as a mechanical lifting device (e.g., a jack or crank). The movable piston508is associated with a piston cylinder and is interconnected to a top512portion and a bottom portion516of the caboose120. The bottom portion516provides a mounting for the wheel axles as well as the wheel suspension. The movable piston508, as described in greater detail below, is operable to be inflated, thereby adjusting the height of the selected, adjacent side of mobile barrier200. More specifically, the movable piston508moves the caboose120off of its suspension or leaf springs.

InFIG.5A, a side perspective view of the caboose120is shown. As can be seen inFIG.5B, the fixed king pin plate500includes the king pin receiver channel524. The king pin receiver channel524includes a front, wide portion528, which leads into a rear, narrow portion532, as this king pin receiver channel524allows the caboose120to be positioned properly while the caboose is being backed into and underneath the platform104. In this regard, the nose520of the caboose120is additionally received in the nose receiver portion404, disposed on the underside of the platform104. This aspect of the present invention is described in greater detail below.

Referring now toFIG.5B, an additional side perspective view of the caboose120is shown. InFIG.5B, the king pin plate500is shown removed from the caboose120. As can be seen inFIG.5B, underneath the king pin plate500, the caboose120includes a number of air cylinders536. These air cylinders536are associated with a standard ABS braking system and operate independently of the braking system of the tractor116. As described in greater detail below, the air cylinders536can be locked by an auxiliary mechanism associated with the caboose120to hold the caboose120in place. The auxiliary mechanism may be adjusted to allow the brakes to be engaged and the caboose120held in place even if the caboose120is disconnected from the platform104. This mechanism additionally provides a means for inflating and deflating the movable piston508disposed on either side of the caboose120.

FIGS.5A,5B, and8depict the removable attachment mechanism between the caboose and the platform. The caboose includes permanently attached first and second pairs580a,bof opposing attachment members584a,b. Each attachment member584a,bin the pair580a,bhas matching and aligned holes extending through each attachment member. InFIG.8, first and second pairs804a,bof attachment members808a,bare permanently attached to the platform. Each attachment member808a,bin the pair includes matching and aligned holes extending through the attachment member808. When the caboose is in proper position relative to the platform, the holes in the attachment members584a,band808a,bare aligned and removably receive a pin802having a cotter pin or key810to lock the dowell802in position in the aligned holes of each set of engaged pairs of attachment members580and804.

An embodiment includes a truck mounted crash attenuator, or equivalently, a Truck Mounted Attenuator (TMA). Referring again toFIG.1A, a truck mounted attenuator136is shown interconnected to the trailer100at the caboose120. InFIG.1A, the truck mounted attenuator136is shown in a retracted position. The truck mounted attenuator136includes a first portion140and a second portion144. In the retracted position, the first portion140is positioned substantially vertically and supports the weight of the second portion144, which is held in a substantially horizontal position over the caboose120. A movable electronic billboard148and light bar150(which can provide a selected message to oncoming traffic) is located underneath the second portion144of the truck mounted attenuator136.

The deployment of the truck mounted attenuator136and the electronic billboard and light bar148is illustrated inFIGS.6A-6G. As shown inFIG.6AthroughFIG.6F, the truck mounted attenuator136is extended and lowered into a position wherein both the first portion140and the second portion144are substantially horizontal and proximate to the ground. As shown inFIG.6G, the electronic billboard148and light bar150are then raised. Referring toFIG.7, the TMA136is typically bolted by a bracket700to the caboose120. The TMA is thus readily removable simply by unbolting the TMA from the vertical plate of the bracket700. Additionally, the bracket700and associated components provide a means for attaching the electronic billboard148and light bar150to the caboose120. The bracket700is mounted to provide a desirable height for the truck mounted attenuator in its deployed position, more specifically, approximately ten to eleven inches off of the ground. The bracket700is additionally mounted to provide visibility of the caboose brake lights and other warning lights associated with the trailer100. InFIG.1C, a rear view of the loaded trailer100is illustrated. As shown herein, the truck mounted attenuator136is raised into its tracked position. As can be seen, the brake lights152of the caboose120are visible underneath the truck mounted attenuator136. A beacon156is also visible, despite the presence of the truck mounted attenuator136. The beacon156provides a visual indication of an end portion of the trailer100. As with the caboose120, the truck mounted attenuator136may be associated with either of the two platforms104and thereafter either end of the trailer.

Turning now toFIG.8, a forced air system800in accordance with an embodiment is shown. The forced air system800includes two lever attenuators804operable to lock the brakes of the caboose120independently of the brakes of the tractor116. As used herein, locking the brakes includes disconnecting or disabling the automatic brake system, typically associated with the caboose120. Here, the brakes are forced into a locked position, thereby locking or preventing movement of the caboose120. Also shown inFIG.8is a knob808operable to control the inflation and/or deflation of the moveable pistons508. As described above, the pistons508are used to provide a finer grade vertical adjustment of the balancing of the protective barrier200by vertically lifting or lowering a selected side of the caboose and interconnected platform. In other words, inflating the piston on a first side of the caboose lifts the first side of the platform relative to the second side of the platform and vice versa. In accordance with embodiments, the air provided to the pistons508is delivered from an air supply associated with the trailer116and not from an air compressor.

The interconnection between the platform104and the king pin plate500is illustrated inFIG.8. A removable pin interconnects the platform to the caboose. The pin is removable, and may be locked in place with attachment member802.

Turning now toFIG.9, a loaded trailer100is shown from the work area-side of the trailer100. As shown herein, the wall sections108are loaded on top of the platforms104and the platforms104are interconnected. As described above, this loaded position corresponds to an arrangement of the various components, which can be used to transport the entire system. As shown inFIG.9, the platform includes a storage compartment. Various auxiliary components described herein are stored in this storage compartment124. As can be seen inFIG.9, such components, as the light poles900, the corresponding lights themselves904, the visual barrier220, as well as various electrical components, are shown inside of the compartment. For example,FIG.9includes an onboard computer908and a generator912. In this configuration or in the deployed configuration, various lines916, such as electrical lines or air lines, may run along the length of a wall section108through the various adjacent conduit boxes308.

Referring now toFIG.10, a flow chart is shown which illustrates the steps in a method of deploying a mobile barrier in accordance with an embodiment. Initially at step1004, the trailer arrives at a worksite. At step1008, the wall sections108are unloaded from the trailer bed. This may be done with the use of cranes, a fork lift, and/or other heavy equipment operable to remove and manipulate the weight associated with the wall sections108. At step1012, the platforms104are disconnected from each other. More particularly, the bolt connections that interconnect the platforms104are removed. At step1016, the platforms104are separated. Here, the brakes of the caboose120may be locked and the disconnected platform portion of the trailer116attached to the tractor116may be driven away from the location of the caboose120and its attached platform. A dolly or castor wheel may be connected to the end of the platform104to provide mobility for the portion of the platform104attached to the tractor116, thereby allowing the platform to move into position to be engaged with the end wall section. Alternatively, a first platform connected to the tractor116is positioned at the desired location before disconnection of the platforms. Jacks attached to the first platform are lowered into position with the roadway. The platforms are then disconnected, with the second platform being supported by the caboose. A forklift or other vehicle is used to move the second platform into position for connection with the wall sections. In any event at step1020, the platforms104and wall sections108are interconnected to form a protective barrier200. At this point a continuous protective barrier200is formed from the various components of the trailer. Next, a number of steps or operations may be employed. At step1024, it may be determined that the protective barrier200must be balanced. More particularly, the weight of the protective barrier200must be adjusted such that the protective barrier200wall comes into a substantially vertical alignment. If no balancing of the protective barrier200is needed, work may be commenced within the protected area204of the protective wall200. At step1028, it may be determined that the direction or orientation of the protective barrier200may need to be changed. This may be done by jacking the second platform, disconnecting the caboose, and reversing the positions of the tractor116and caboose120. Alternatively, the jack stands may be retracted and the truck, while the wall sections are deployed, driven, while attached to the barrier, to a new location. At step1032, work may be completed and the protective barrier200may then be disassembled for transport.

Turning now toFIG.11, a method of balancing a protective barrier200(step1024) is illustrated. This method assumes that the ballast boxes are not adequate to counter-balance completely the deployed barrier. At step1104, the protective barrier200or wall is inspected to determine whether or not the wall is disposed at a substantially vertical orientation. This can be done using a manual or automatic level detection device. If at decision1108the wall is substantially vertical, step1112follows. At step1112the process may end. If at decision1108, it is determined that the wall is not substantially vertical, step1116follows. At step1116, one or more of the piston cylinders508are inflated or deflated to provide a counter balance to the weight of the protective barrier200and desired barrier200orientation.

FIG.12illustrates a method of changing directions for the protective barrier200. Initially, at step1204, the caboose-engaging platform is placed on jack stands and thereafter the caboose is disconnected from the platform to which it is attached. At step1208, the caboose is towed out from underneath the platform104. Here, the caboose120may be connected to or otherwise attached to a tractor, forklift, or pickup truck, which is operable to tow the caboose120. At step1220, the tractor-engaging platform is placed on jack stands and the tractor116is disconnected from the platform104to which it is attached. At step1216, the tractor116is driven out from underneath the platform104. At step1220, the positions of the caboose120and tractor116are interchanged. At1224, the caboose120is positioned underneath and connected to the platform104to which the tractor104was formally attached. As described above, this includes a nose receiver portion404, providing guidance to the caboose120in order to guide the king pin400into the king pin receiver channel532associated with the king pin plate. At step1228, the tractor116is positioned with respect to and connected to the platform104to which the caboose120was formally attached.

Referring now toFIG.13, a method of loading a trailer in accordance with embodiments is illustrated. Initially at step1304, the platforms104and wall sections108are placed on jack stands and disconnected from one another. This includes removing the bolt connections which interconnect the opposing faces of the platforms104and/or wall sections108. At step1308, the platforms104are brought together. As described above, this includes interconnecting a castor or dolly wheel to at least one platform end and driving the platform104in the direction of the opposing platform. Alternatively, the platform engaging the caboose is taken off of its jack stands and maneuvered by a vehicle to mate with the other, stationary platform. At step1312, the platforms104are interconnected by such means as bolting the platforms together. At step1316, the wall sections108are loaded onto the truck bed. Because the ballast boxes typically do not counter-balance precisely the loaded wall sections and vice versa, the piston cylinders508are inflated or deflated, as desired, to provide a level ride of the trailer. Finally, at step1320, the trailer100departs from the worksite. In one configuration, castor or dolly wheels may be put on each of the two platforms so that, when they are disconnected from end wall sections of the barrier, the first and second platforms may be moved into engagement with and connected to one another. The wall sections may then be disconnected from one another and loaded onto the connected platforms.

The above discussion relates to a mobile barrier in accordance with an embodiment that includes a number of interconnectable wall sections, which are, in one configuration placed on the surface of a truck bed. In a second configuration, these wall sections are removed from the truck bed and interconnected with portions of the trailer to form a protective barrier. In this way, a fixed wall is formed that provides protection for a work area. The present invention can provide a non-rotating wall that is deployed to form the protective barrier. Alternative embodiments of a fixed wall mobile barrier are illustrated inFIGS.14A-CandFIGS.15A-C.

FIGS.14A-Cillustrate a “sandwich” type extendable protective wall. As shown inFIG.14A, the mobile barrier1400includes two platforms104and three interconnected wall sections1404a,1404band1404c.FIG.14Aillustrates a contracted or retracted position wherein the wall sections1404a-care disposed adjacent to one another in a “sandwich position”.FIG.14Billustrates an intermediate step in the deployment of the mobile barrier1400. Here, the platforms104are moved away from each other and the sandwiched wall sections extended. From this intermediate position, the sections1404aand1404cmove forward to a position adjacent to the forward position of the wall section1404a. In accordance with embodiments, the wall sections1404a-care disposed on sliding rails which allow the displacement shown inFIG.14B-C. Additionally between wall sections1404aand1404a(similarly1404band1404c) an articulating mechanism is provided, which allows motion between the adjacent wall sections.FIG.14Cshows the final position of the mobile barrier1400. Here, the various wall sections1404a-cand the platforms104provide a continuous mobile barrier included a protected work space.

FIGS.15A-15Cillustrate a telescoping type protective wall system1500.FIG.15Ashows a retracted, or closed, position of the protective barrier1500. The protective barrier includes opposing platforms104. The protective barrier in this embodiment includes two wall sections, the first wall section1504encloses the second wall section1508in the contracted position shown inFIG.15A. In the intermediate position shown inFIG.15B, the second wall section1508is extended outward from the first wall section1504in a telescopic manner. In the final position shown inFIG.15C, the second wall section1508moves forward to a position adjacent to the first wall section1504. In the final position shown inFIG.15C, the first wall section1504, second wall section1508and portions of the two platforms104form a continuous protective barrier including protective interior space.

A number of alternative caboose embodiments will now be discussed.

Referring toFIG.16, the caboose1600has one or more steerable or articulating axles1604a,bor wheels1608a-dto avoid a selected area1612, such as a work area containing wet concrete. The wheels1608a-dare turned to a desired orientation, which is out of alignment with the tractor116tires, so that, when the trailer is pulled forward by the tractor116, the trailer moves both forward and laterally out of alignment with the path of movement of the tractor116. This may be effected in many ways. In one configuration, steering arms (not shown) are attached to the axles1604, and the arms are controlled by electrically operated hydraulic cylinders incorporated into the caboose frame assembly. The caboose axles are turned out when pulling ahead to more quickly move the rear of the trailer out and away from the area1612. Once the tractor and trailer are out of alignment with the area1612, the axles are returned, such as by the hydraulics, to their original positions in alignment with the tractor wheels. The electronics controlling the hydraulics are controlled from the tractor cab or a special switch assembly located in the caboose or on the trailer near the caboose. Alternatively, the axles or wheels may be steered manually, such as by a steering wheel mounted on the platform or caboose. The nose portion of the caboose remains stationary in the members404a,b, or the caboose does not rotate about the kingpin but remains aligned with the longitudinal axis of the trailer throughout the above sequence.

Referring toFIG.17, the caboose1700articulates or rotates about the king pin400. One or more electrically driven hydraulic cylinders at the front of the caboose laterally displaces the nose1704in a desired orientation relative to the longitudinal axis of the trailer. When the caboose is rotated to place the wheels1708a-din a desired orientation, which is out of alignment with the tractor116tires, the tractor pulls the trailer forward. The trailer moves both forward and laterally out of alignment with the path of movement of the tractor116. The hydraulics then push the nose of the caboose to the aligned, or normal, orientation in which the wheels of the caboose are in alignment with the wheels of the tractor. The hydraulic cylinder(s) can be connected directly to a front pivot (not shown) or incorporated into the nose portion or the current “V” wedge assembly, which includes the members404a,b. In the latter design, the members404a,bare mounted on a movable plate, and the hydraulic cylinder(s) move the plate to a desired position while the nose portion1704is engaged by, or sandwiched between, the members404a,b. Unlike the prior caboose embodiment, the caboose rotates about the kingpin and does not remain aligned with the longitudinal axis of the trailer throughout the above sequence.

Referring toFIG.18, the caboose1800has an elongated frame with articulated steering on one or more axles1804a-c, with the rear axle1804abeing preferred. When only the rear axle is steerable, the axle1804ais steered, as noted above, to place the wheels1808a,bin the desired orientation. After the caboose is rotated to place the wheels1808a,bin a desired orientation, which is out of alignment with the tractor116tires, the tractor pulls the trailer forward. The trailer rotates about the king pin400and moves both forward and laterally out of alignment with the path of movement of the tractor116. The wheels1808are then moved back into alignment with the wheels of the tractor. Like the prior embodiment, the caboose rotates about the kingpin and does not remain aligned with the longitudinal axis of the trailer throughout the above sequence. To make this possible, the nose portion of the caboose may need to be removed from engagement with the members404a,b, such as by moving a movable plate, to which the members are attached, away from the nose portion.

In another embodiment, the caboose is motorized independently of the tractor. An engine is incorporated directly into the caboose to provide self-movement and power. In one configuration made possible by this embodiment, the platforms could engage simultaneously two cabooses with a TMA positioned on each caboose to provide crash attenuation at both ends of the trailer. One or both of the cabooses is motorized. This is particularly useful where the trailer may be on site for longer periods and needs only nominal movement from time-to-time, such as at gates, for spot inspection stations, or for security and/or military applications where unmanned and/or more protected movement is desired.

In other embodiments, the caboose is attached permanently to the platform. In this embodiment, different tractor/trailers, that are mirror images of one another, are used to handle roadside work areas at either side of a roadway.

The present invention, in various embodiments, includes components, methods, processes, systems and/or apparatus substantially as depicted and described herein, including various embodiments, sub combinations, and subsets thereof. Those of skill in the art will understand how to make and use the present invention after understanding the present disclosure. The present invention, in various embodiments, includes providing devices and processes in the absence of items not depicted and/or described herein or in various embodiments hereof, including in the absence of such items as may have been used in previous devices or processes, e.g., for improving performance, achieving ease and/or reducing cost of implementation.

The foregoing discussion of the invention has been presented for purposes of illustration and description. The foregoing is not intended to limit the invention to the form or forms disclosed herein. In the foregoing Detailed Description for example, various features of the invention are grouped together in one or more embodiments for the purpose of streamlining the disclosure. This method of disclosure is not to be interpreted as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single foregoing disclosed embodiment. Thus, the following claims are hereby incorporated into this Detailed Description, with each claim standing on its own as a separate preferred embodiment of the invention.

Moreover, though the description of the invention has included description of one or more embodiments and certain variations and modifications, other variations and modifications are within the scope of the invention, e.g., as may be within the skill and knowledge of those in the art, after understanding the present disclosure. It is intended to obtain rights which include alternative embodiments to the extent permitted, including alternate, interchangeable and/or equivalent structures, functions, ranges or steps to those claimed, whether or not such alternate, interchangeable and/or equivalent structures, functions, ranges or steps are disclosed herein, and without intending to publicly dedicate any patentable subject matter.