CA2349359C - Drive system for transferring roadway barrier systems - Google Patents
Drive system for transferring roadway barrier systems Download PDFInfo
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- CA2349359C CA2349359C CA 2349359 CA2349359A CA2349359C CA 2349359 C CA2349359 C CA 2349359C CA 2349359 CA2349359 CA 2349359 CA 2349359 A CA2349359 A CA 2349359A CA 2349359 C CA2349359 C CA 2349359C
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- barrier
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/006—Lane control by movable lane separating barriers, e.g. shiftable barriers, retractable kerbs ; Apparatus or barriers specially adapted therefor, e.g. wheeled barriers
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- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Intermediate Stations On Conveyors (AREA)
- Structure Of Belt Conveyors (AREA)
Abstract
A barrier drive system for a barrier transfer vehicle which is adapted to facilitate the movement of barrier sections of a barrier system through the conveyor tract of the barrier transfer vehicle when displacing the barrier system.
Description
DRIVE SYSTEM FOR TRANSFERRING ROADWAY BARRIER SYSTEMS
Field of the invention The present invention relates generally to vehicles adapted to transfer roadway barrier systems and more specifically, the present invention relates to a barrier drive system for such vehicle which is adapted to facilitate the transfer of barrier systems.
Background of the invention Roadway barrier systems have become more and more popular in the present day and age of increased traffic. They are often used to increase road safety on construction sites, and allow traffic to better utilise road-space.
One of the existing barrier systems comprises a series of heavy, interconnected concrete blocks, hinged together to form a continuous chain. The concrete blocks are designed to be solid and strong enough to withstand impact by a car and preventing the car from crossing over the barrier which could result in a head on collision with oncoming traffic. Such barrier systems are designed to be moved by a mobile transfer and transport vehicle that moves the barrier system from a first position on the roadway to a laterally displaced second position. The cross-sectional shapes of the concrete blocks are designed with a T-shaped upper portion that can be engaged and lifted by such vehicles in order to effect the movement of the barriers from a first position to a second position.
A common use for roadway barrier systems is to block off one or more lanes of traffic on or around construction sites.
The barrier system thereby protects the workers from surrounding traffic while they are performing construction on or around the roadway. Roadway construction is often performed at night-time when traffic is minimal. During day time, the barrier system may be positioned out of the traffic way along the roadside and at a predetermined hour is transferred onto the roadway to block one or two lanes to provide the necessary room for the construction crew to perform their task. In the early morning hours of the next day, the barrier system is moved back onto the roadside and the lanes of traffic are re-opened. The transfer vehicle enables to perform the displacement of the barrier system quickly and efficiently such that a minimal amount of construction time is used to set up the barriers.
Another common use for roadway barrier systems is to divide lanes of oncoming traffic on city arteries in order to adjust the number of lanes going in each direction during times of peak traffic. For example, a barrier system may be used to divide a five-lane highway entering a city into three lanes entering the city and two lanes exiting the city during a morning rush hour when the majority of traffic is entering the city. In the evening, when the majority of traffic is exiting the city, the barrier system may be moved so that there are three lanes exiting the city and only two lanes entering the city. Therefore, the movable barrier system allows traffic to use the road-space more efficiently. Again the transfer of the barrier system by the transfer vehicle must be perform quickly and efficiently to minimise the amount of time of displacement.
U.S. Patent 4,500,225 and U.S. Patent 4,653,954 both describe barrier-transferring vehicles adapted to move barrier systems from a first position to a laterally displaced second position. U.S. Patent 4,500,225 describes a vehicle comprising a conveyor system having a plurality of guide and support wheels formi.ng an elongated S-shaped track underneath the vehicle. The guide and support wheels engage the T-shaped top section of the modules of the barrier system at one end of the track, gently lift the barrier sections which are moved through the conveyor system, and deposit the barrier sections back on the road on the opposite side of the vehicle. It should be noted that the movement of the vehicle itself provides the necessary force to lift and move the barrier sections through the track and effect the repositioning of the barrier system.
A common problem that arises in barrier moving vehicles such as the ones described above lies in the fact that in curved sections of roadway, repositioning of the barrier system requires an elongation or a retraction of the barrier system which is proportionate to the radius of the curved section of the roadway. In practice, the barrier modules tend to stack up towards one of the ends of the barrier system when the barrier system is moved towards a smaller radius and the chain of barrier modules may jammed in front of the barrier moving vehicle causing long delay. On the other hand, when the barrier system is moved to a larger radius, the barrier system tends to stretch and the tension between each barrier module may become such as to stop the transfer vehicle in its path or deflect the transfer vehicle from its course. Even installed in a rectilinear configuration, tension or compression build up between the barrier modules may occur which impedes or stop the barrier moving vehicle.
Field of the invention The present invention relates generally to vehicles adapted to transfer roadway barrier systems and more specifically, the present invention relates to a barrier drive system for such vehicle which is adapted to facilitate the transfer of barrier systems.
Background of the invention Roadway barrier systems have become more and more popular in the present day and age of increased traffic. They are often used to increase road safety on construction sites, and allow traffic to better utilise road-space.
One of the existing barrier systems comprises a series of heavy, interconnected concrete blocks, hinged together to form a continuous chain. The concrete blocks are designed to be solid and strong enough to withstand impact by a car and preventing the car from crossing over the barrier which could result in a head on collision with oncoming traffic. Such barrier systems are designed to be moved by a mobile transfer and transport vehicle that moves the barrier system from a first position on the roadway to a laterally displaced second position. The cross-sectional shapes of the concrete blocks are designed with a T-shaped upper portion that can be engaged and lifted by such vehicles in order to effect the movement of the barriers from a first position to a second position.
A common use for roadway barrier systems is to block off one or more lanes of traffic on or around construction sites.
The barrier system thereby protects the workers from surrounding traffic while they are performing construction on or around the roadway. Roadway construction is often performed at night-time when traffic is minimal. During day time, the barrier system may be positioned out of the traffic way along the roadside and at a predetermined hour is transferred onto the roadway to block one or two lanes to provide the necessary room for the construction crew to perform their task. In the early morning hours of the next day, the barrier system is moved back onto the roadside and the lanes of traffic are re-opened. The transfer vehicle enables to perform the displacement of the barrier system quickly and efficiently such that a minimal amount of construction time is used to set up the barriers.
Another common use for roadway barrier systems is to divide lanes of oncoming traffic on city arteries in order to adjust the number of lanes going in each direction during times of peak traffic. For example, a barrier system may be used to divide a five-lane highway entering a city into three lanes entering the city and two lanes exiting the city during a morning rush hour when the majority of traffic is entering the city. In the evening, when the majority of traffic is exiting the city, the barrier system may be moved so that there are three lanes exiting the city and only two lanes entering the city. Therefore, the movable barrier system allows traffic to use the road-space more efficiently. Again the transfer of the barrier system by the transfer vehicle must be perform quickly and efficiently to minimise the amount of time of displacement.
U.S. Patent 4,500,225 and U.S. Patent 4,653,954 both describe barrier-transferring vehicles adapted to move barrier systems from a first position to a laterally displaced second position. U.S. Patent 4,500,225 describes a vehicle comprising a conveyor system having a plurality of guide and support wheels formi.ng an elongated S-shaped track underneath the vehicle. The guide and support wheels engage the T-shaped top section of the modules of the barrier system at one end of the track, gently lift the barrier sections which are moved through the conveyor system, and deposit the barrier sections back on the road on the opposite side of the vehicle. It should be noted that the movement of the vehicle itself provides the necessary force to lift and move the barrier sections through the track and effect the repositioning of the barrier system.
A common problem that arises in barrier moving vehicles such as the ones described above lies in the fact that in curved sections of roadway, repositioning of the barrier system requires an elongation or a retraction of the barrier system which is proportionate to the radius of the curved section of the roadway. In practice, the barrier modules tend to stack up towards one of the ends of the barrier system when the barrier system is moved towards a smaller radius and the chain of barrier modules may jammed in front of the barrier moving vehicle causing long delay. On the other hand, when the barrier system is moved to a larger radius, the barrier system tends to stretch and the tension between each barrier module may become such as to stop the transfer vehicle in its path or deflect the transfer vehicle from its course. Even installed in a rectilinear configuration, tension or compression build up between the barrier modules may occur which impedes or stop the barrier moving vehicle.
U.S. Patent 5,253,951 discloses the use of a barrier drive system that is capable of either pulling or retarding the movement of the barrier sections within the elongated S-shaped track of the transfer vehicle such as to regulate the forces between the barrier modules as they pass through the conveyor track. This drive system comprises a pair of large motorized wheels and tires which frictionally engage the lower portion of barrier modules and either apply a pulling force or a retarding force to the barrier modules. However, this drive system is bulky and applies frictional forces at a position distant from the position where the barrier modules are supported thereby creating some tensions at the hinges of each barrier modules.
U.S. Patent 4,653,954 describes a transfer vehicle for moving barriers that comprises a series of trolley wheels that picks up a barrier section under the T-shaped top portion of the barrier so that the barrier rides up onto a first guide drum platform. On the vehicle are fore and aft guide drums, and the barrier chain passes around the first guide drum and then back around the second guide drum in an S-shaped path before being lowered onto a second set of trolley wheels on the opposite side of the vehicle that deposits the barriers back on the road. The guide drums are movable longitudinally of the transfer vehicle to vary the length of barrier carried aboard the vehicles such that any additional sections required on the larger arc of the larger radius of a curve may be made up by moving the guide drums closer together and any excess sections when depositing along a smaller radius of a curve are absorbed by separating the guide drums thus retaining them on the transfer vehicle.
U.S. Patent 4,653,954 describes a transfer vehicle for moving barriers that comprises a series of trolley wheels that picks up a barrier section under the T-shaped top portion of the barrier so that the barrier rides up onto a first guide drum platform. On the vehicle are fore and aft guide drums, and the barrier chain passes around the first guide drum and then back around the second guide drum in an S-shaped path before being lowered onto a second set of trolley wheels on the opposite side of the vehicle that deposits the barriers back on the road. The guide drums are movable longitudinally of the transfer vehicle to vary the length of barrier carried aboard the vehicles such that any additional sections required on the larger arc of the larger radius of a curve may be made up by moving the guide drums closer together and any excess sections when depositing along a smaller radius of a curve are absorbed by separating the guide drums thus retaining them on the transfer vehicle.
This transfer system is very bulky and requires that a substantial length of the barrier chain be supported and handled within the transfer vehicle itself. The vehicle comprises large moving drums supporting the weight of up to nine barrier sections each actuated by large hydraulic cylinders.
Therefore, there exists a need in the industry for a barrier drive system for a transfer vehicle which is simple and compact and which facilitates the transfer of a barrier chain from a first position on a supporting surface to a second position on the roadway.
Object and Statement of the invention It is an object of the present invention to provide a barrier driving system for a barrier-transfer vehicle that is compact and able to regulate the forces between barrier sections of a barrier system through its transfer path.
In a second embodiment it is a still further object of the present invention to provide a barrier drive system for a barrier-transfer vehicle that is capable of pivoting between two separate barrier moving paths.
As embodied and broadly described herein, the present invention provides a barrier transfer vehicle adapted to transfer a plurality of pivotally connected barrier sections from a first side of the vehicle to a second side of the vehicle, said barrier transfer vehicle comprising:
- a frame;
Therefore, there exists a need in the industry for a barrier drive system for a transfer vehicle which is simple and compact and which facilitates the transfer of a barrier chain from a first position on a supporting surface to a second position on the roadway.
Object and Statement of the invention It is an object of the present invention to provide a barrier driving system for a barrier-transfer vehicle that is compact and able to regulate the forces between barrier sections of a barrier system through its transfer path.
In a second embodiment it is a still further object of the present invention to provide a barrier drive system for a barrier-transfer vehicle that is capable of pivoting between two separate barrier moving paths.
As embodied and broadly described herein, the present invention provides a barrier transfer vehicle adapted to transfer a plurality of pivotally connected barrier sections from a first side of the vehicle to a second side of the vehicle, said barrier transfer vehicle comprising:
- a frame;
- at least one conveyor tract mounted on said frame;
said at least one conveyor tract including a plurality of aligned guide wheels for engaging, supporting and guiding the barrier sections;
wherein a section of said at least one conveyor tract comprises drive wheels adapted to guide, support and either pull or retard the movement of the barrier sections through said at least one conveyor tract, said drive wheels aligned with said guide wheels.
As embodied and broadly described herein, the present invention provides a barrier drive system for use in a vehicle adapted to transfer a plurality of pivotally connected barrier sections from a first side of the vehicle to a second side of the vehicle. The barrier drive system comprises a support frame, at least one actuating means, and drive wheels pivotally mounted to the support frame. The drive wheels are adapted to guide and support the barrier sections. The actuating means is adapted to apply a force to the drive wheels so that the drive wheels frictionally engage the surface of the barrier sections. At least one motor is provided for driving the drive wheels so that the drive wheels either pull or retard the movement of the barrier sections through the barrier drive system.
Other objects and features of the invention will become apparent by reference to the following description and the drawings.
said at least one conveyor tract including a plurality of aligned guide wheels for engaging, supporting and guiding the barrier sections;
wherein a section of said at least one conveyor tract comprises drive wheels adapted to guide, support and either pull or retard the movement of the barrier sections through said at least one conveyor tract, said drive wheels aligned with said guide wheels.
As embodied and broadly described herein, the present invention provides a barrier drive system for use in a vehicle adapted to transfer a plurality of pivotally connected barrier sections from a first side of the vehicle to a second side of the vehicle. The barrier drive system comprises a support frame, at least one actuating means, and drive wheels pivotally mounted to the support frame. The drive wheels are adapted to guide and support the barrier sections. The actuating means is adapted to apply a force to the drive wheels so that the drive wheels frictionally engage the surface of the barrier sections. At least one motor is provided for driving the drive wheels so that the drive wheels either pull or retard the movement of the barrier sections through the barrier drive system.
Other objects and features of the invention will become apparent by reference to the following description and the drawings.
Brief description of the drawings Figure 1 is a partial top plan view of a barrier-transfer vehicle incorporating a barrier drive system according to one embodiment of the invention;
Figure 2 is a front elevational view of a conveyor track of the barrier-transfer vehicle of Figure 1 which is defined by a plurality of pairs of guide and support wheels;
Figure 3 is an enlarged perspective view illustrating the barrier drive system shown in Figure 1 engaging a section of a roadway barrier system;
Figure 4 is a side elevational view of the barrier drive system of Figure 3;
Figure 5 is a front elevational view of the barrier drive system of Figure 3;
Figure 6 is a cross sectional view of the barrier drive system taken at line 6-6 of Figure 5; and Figure 7 is a top plan view of the barrier drive system of Figure 3 as well as a portion of tracks from the barrier-transfer vehicle of Figure 1; the barrier driving system being shown in full line aligned to a first conveyor track and schematically in dotted lines aligned to a second conveyor track.
In the drawings, preferred embodiments of the invention are illustrated by way of examples. It is to be expressly understood that the description and drawings are only for the purpose of illustration and are an aid for understanding.
They are not intended to be a definition of the limits of the invention.
Figure 2 is a front elevational view of a conveyor track of the barrier-transfer vehicle of Figure 1 which is defined by a plurality of pairs of guide and support wheels;
Figure 3 is an enlarged perspective view illustrating the barrier drive system shown in Figure 1 engaging a section of a roadway barrier system;
Figure 4 is a side elevational view of the barrier drive system of Figure 3;
Figure 5 is a front elevational view of the barrier drive system of Figure 3;
Figure 6 is a cross sectional view of the barrier drive system taken at line 6-6 of Figure 5; and Figure 7 is a top plan view of the barrier drive system of Figure 3 as well as a portion of tracks from the barrier-transfer vehicle of Figure 1; the barrier driving system being shown in full line aligned to a first conveyor track and schematically in dotted lines aligned to a second conveyor track.
In the drawings, preferred embodiments of the invention are illustrated by way of examples. It is to be expressly understood that the description and drawings are only for the purpose of illustration and are an aid for understanding.
They are not intended to be a definition of the limits of the invention.
Detailed description of the preferred embodiment Figure 1 shows a preferred embodiment of a barrier-transfer vehicle 10 incorporating a central barrier drive system 20. Barrier-transfer vehicle 10 is adapted to move a chain of barrier sections 30 from a first position to a laterally displaced second position. It comprises a structural frame 12, an operator cabin 52 located at the front of Barrier-transfer vehicle 10, a right to left conveyor track 16, a left to right conveyor track 14 and a central barrier drive system 20 positioned at the intersection of conveyor tracks 14 and 16. Barrier-transfer vehicle 10 is supported on the ground and steered by a front wheel tandem 54, a rear wheel tandem 56 and two central wheels on each side of structural frame 12. Front and rear wheel tandems 54 and 56 are positioned in between the front and rear portions of conveyor tracks 14 and 16 to minimize the overall width of Barrier-transfer vehicle 10. The dual conveyor tracks 14 and 16 allow barrier-transfer vehicle 10 to laterally displace barrier sections 30 from left side of the road to right side of the road or from right to left.
The dual conveyor tracks 14 and 16 enable barrier-transfer vehicle 10 to move barrier system 31 from one side of the road to the other, regardless of which side of the roadway barrier system 31 is installed. Barrier-transfer vehicle 10 is adapted to move barriers at a speed of approximately 8-9km/hr.
It should be appreciated that although Figure 1 shows barrier transfer vehicle 10 as having a single cab area 52, it is within the scope of the invention for barrier transfer vehicle 10 to have two cab areas, one at the front of the vehicle and one at the back of the vehicle. Alternatively barrier-transfer vehicle 10 may have no cab areas and simply be a trailer that can be attached to a truck or other moving vehicle.
The barrier system 31. comprises a series of closely spaced, free-standing barrier sections 30 that are interconnected by hinge-like connectors 35 to form a continuous chain of barriers sections 30. The hinge-like connectors 35 are designed to enable barrier sections 30 to pivot in relation to each other such that barrier system may easily negotiate the bends of conveyor tracks 14 and 16. The hinge-like connectors 35 preferably comprise a pair of hinge plates secured to each end of the barrier sections and a hinge pin. Each hinge plate comprises an aperture for insertion of the hinge pin. Barrier sections 30 are connected together by aligning their respective hinge plates and inserting the pin inserted into the aligned apertures of the hinge plates. The pin fits loosely into the aperture such that there is play between each barrier section 30 so that they may be placed on the ground closer together, or farther apart than they were initially picked up.
As best shown in Figure 2, the cross-sectional shape of barrier section 30 comprises a wide base 32, a central body 33 and a T-shaped upper section 34. Base 32 provides a wide surface area for barrier section 30 to rest upon. Base 32 not only makes barrier section 30 more stable, but it also helps to re-direct car wheels back into their appropriate lane if a car should drive into a barrier section 30. T-shaped upper section 34 enables barrier-transfer vehicle 10 to engage, and move barrier section 30. As seen in Figure 2, conveyor tracks 14 and 16 comprise a series of pairs inclined guide wheels 22 that engage the shoulders of T-shaped upper portion 34 and l0a guide and support barrier sections 30 trough one of the track 14 or 16.
Referring back to Figure 1, in operation, barrier-transfer vehicle 10 moves forward as depicted by arrow A, and barrier sections 30 are engaged and picked up at the front end of conveyor track 16. Once barrier sections 30 have entered conveyor track 16, they bend around curved section 18 and travel diagonally across track 16 until they reach the center of the diagonal section of track 16 at which point is located barrier drive system 20. After passing through barrier drive system 20, barrier sections 30 continue along the diagonal section of track 16 until they bend around curved section 19. Curved section 19 puts barrier sections 30 back in alignment with the direction of the road. The forward movement of barrier-transfer vehicle 10 causes barrier sections 30 to roll through conveyor tracks 14 or 16 along guiding wheels 22 and displaces the chain of barrier sections 30 from one side of barrier-transfer vehicle 10 to the other side of barrier-transfer vehicle 10.
The front portions of each conveyor track 14 or 16 are inclined upwardly and act as ramps that pick up barrier sections 30, carry them upwards towards central drive system 20 where barrier sections 30 are completely off the ground.
The rear portions of each conveyor track 14 or 16 are inclined downwardly and carry barrier sections 30 back down onto the road. Barrier sections 30 enter either of conveyor tracks 14 or 16 at ground level and as conveyor tracks 14 and 16 ramp upwards, barrier sections 30 are carried upwards off the ground. Once barrier sections 30 reach the center of the diagonal section of either of track 14 or 16, barrier sections 30 are transported through barrier drive system 20 which is the highest point in the ramp, after which, conveyor tracks 14 and 16 begin to ramp downwardly so that at the end of the track, barrier sections 30 are placed gently back on the road.
It is common for barrier system 31 to pile up or stretch and jam in various situations such as, but not limited to, curved portions of roadways, hills or due to improper installation of the barrier system 31, operator's error or a combination of these situations. To prevent such occurrences, a barrier drive system 20 is provided at the center of conveyor tracks 14 and 16, to help pull through or retard the movement of barrier sections 30. Central barrier drive system 20 is rotatably mounted beneath the structural frame 12 of barrier-transfer vehicle 10, at the intersection of conveyor tracks 14 and 16 such that it can be positioned into alignment with either one of tracks 14 or 16. Once oriented, barrier drive system 20 is an integral part of the conveyor track that is in operation and guides barrier sections 30 through barrier-transfer vehicle 10.
Referring now to Figures 3 and 4, the barrier drive system 20 comprises a support frame 24 underneath which, is pivotally mounted a pair of brackets 25 and 27 each carrying a series of three drive wheels 26 driven by two hydraulic motors 28 mounted atop each bracket 25 and 27. Support frame 24 is pivotally mounted to structural frame 12 through a large bearing 29 and through clamping devices (not shown).
Support frame 24 may be suitably mounted to structural frame 12 in any other fashion adapted to provide rotational movement to barrier drive system 20. Each brackets 25 and 27 are pivotally mounted on support frame 24 by a pair of pivots 42 located at opposite ends of each bracket 25 and 27. Each bracket 25 and 27 is actuated by a pair of hydraulic pistons 36 pivotally attached at one end via pin 43 to a branch 44 of support frame 24, and at the other end pivotally attached via pin 43 to brackets 25 and 27. Hydraulic pistons 36 are used to pivot drive wheels 26 into frictional engagement with the T-shaped portions 34 of barrier sections 30. In operation, barrier drive system 20 is aligned with either one of conveyor tracks 14 or 16 and drive wheels 26 acts as guiding wheels as well as driving wheels.
Figure 5 shows a front view of barrier drive system 20 engaging a barrier section 30. In operation, drive wheels 26 are brought into frictional engagement with barrier sections 30 by actuating hydraulic cylinders 36 to pivot brackets 25 and 27 downwardly. Hydraulic pistons 36 are used to generate a force between drive wheels 26 and the surface of barrier sections 30 in order ensure that there is enough frictional engagement between drive wheels 26 and the surface of barrier sections 30 to pull or retard the movement of the barrier sections 30 through barrier drive system 20.
Without this frictional engagement, drive wheels 26 would simply spin when motor 28 was activated, and drive wheels 26 would not be able to control the movement of barrier sections 30. Extension and retraction of hydraulic pistons 36 is selectively controlled by the operator by using standard controls within cab 52. The initial distance between each set of drive wheels 26 is adjustable either mechanically or hydraulically to account for wear of the drive wheels and to receive barriers of different sizes.
Drive wheels 26 are composed of an elastomeric material that exhibits flexibility and frictional qualities that enables them to securely engage barrier sections 30.
As shown in Figure 6, a standard reversible motor 28 is mounted to the support bracket 27 and, has its output shaft connected to drive wheels 26 by a series of gears 56 in order to supply drive wheels 26 with rotational motion in the same direction. Motor 28 is connected to a standard control system accessible to the operator. The control system provides three possible function modes. In the first mode, when barrier system 31 is moved from a larger radius to a smaller radius, motor 28 causes drive wheels 26 to retard barrier sections 30 into barrier drive system 20 so that they do not stack up within conveyor tracks 14 or 16. In this mode, motor 28 and conseqtzently the rotational motion supplied to drive wheels 26 is controlled by the operator.
Therefore, the operator is in control of the speed at which barrier sections 30 move through drive system 20 relative to the speed of barrier transfer vehicle 10. In the second mode, when barrier system 31 is moved from a smaller radius to a larger radius, motor 28 causes drive wheels 26 to pull barrier sections 30 through drive system 20 so that they do not come under excessive tension. In this mode the operator is able to control the rotational motion supplied to drive wheels 26 and therefore is able to control the speed at which barrier sections 30 are moved through tracks 14 and 16.
Finally, the last mode is the neutral mode, when barrier system 31 is located in a substantially straight line and the movement of barrier-transfer vehicle 10 is enough to cause barrier sections 30 to move smoothly through conveyor tracks 14 or 16. In this mode, motor 28 does not supply any rotational motion to drive wheels 26, barrier drive system 20 is not operational and drive wheels 26 serve only to guide barrier sections 30. Tension or compression build up between barrier sections 30 may still occur when barrier system 31 is in a substantially straight line configuration and the operator may elect to activate barrier drive system 20 and retard or pull barrier system 31 through conveyor track 14 or 16.
As can be seen by referring back to Figure 5, both sides of barrier drive system 20 have a motor 28. Although only one motor on each side is shown in the drawings, it should be expressly understood that it is within the scope of the invention to have a single motor run all six drive wheels 26, or alternatively to have a motor for each individual drive wheel 26.
As described above, and as shown more specifically in Figure 7, barrier drive system 20 is pivotable about bearing 29 to be aligned with either conveyor track 14 or 16 in order to complete the path of whichever track is being used.
Barrier drive system 20 is positioned at the intersection of tracks 14 and 16, which are separated by an angle of about 30 degrees. Depending upon which track is in use, drive system 20 may be pivoted between the two. The frame 24 comprises a rotation member, which can take any suitable form such as a ring gear driven by a small hydraulic motor.
A variety of rotational system may be used to effect rotational motion to barrier drive system 20 without departing from the spirit and scope of the invention.
Barrier drive system 20 is pivotally mounted such as to service two different paths of barrier transferal.
The above description of preferred embodiments should not be interpreted in a limiting manner since other variations, modifications and refinements are possible within the spirit and scope of the present invention. The scope of the invention is defined in the appended claims and their equivalents.
The dual conveyor tracks 14 and 16 enable barrier-transfer vehicle 10 to move barrier system 31 from one side of the road to the other, regardless of which side of the roadway barrier system 31 is installed. Barrier-transfer vehicle 10 is adapted to move barriers at a speed of approximately 8-9km/hr.
It should be appreciated that although Figure 1 shows barrier transfer vehicle 10 as having a single cab area 52, it is within the scope of the invention for barrier transfer vehicle 10 to have two cab areas, one at the front of the vehicle and one at the back of the vehicle. Alternatively barrier-transfer vehicle 10 may have no cab areas and simply be a trailer that can be attached to a truck or other moving vehicle.
The barrier system 31. comprises a series of closely spaced, free-standing barrier sections 30 that are interconnected by hinge-like connectors 35 to form a continuous chain of barriers sections 30. The hinge-like connectors 35 are designed to enable barrier sections 30 to pivot in relation to each other such that barrier system may easily negotiate the bends of conveyor tracks 14 and 16. The hinge-like connectors 35 preferably comprise a pair of hinge plates secured to each end of the barrier sections and a hinge pin. Each hinge plate comprises an aperture for insertion of the hinge pin. Barrier sections 30 are connected together by aligning their respective hinge plates and inserting the pin inserted into the aligned apertures of the hinge plates. The pin fits loosely into the aperture such that there is play between each barrier section 30 so that they may be placed on the ground closer together, or farther apart than they were initially picked up.
As best shown in Figure 2, the cross-sectional shape of barrier section 30 comprises a wide base 32, a central body 33 and a T-shaped upper section 34. Base 32 provides a wide surface area for barrier section 30 to rest upon. Base 32 not only makes barrier section 30 more stable, but it also helps to re-direct car wheels back into their appropriate lane if a car should drive into a barrier section 30. T-shaped upper section 34 enables barrier-transfer vehicle 10 to engage, and move barrier section 30. As seen in Figure 2, conveyor tracks 14 and 16 comprise a series of pairs inclined guide wheels 22 that engage the shoulders of T-shaped upper portion 34 and l0a guide and support barrier sections 30 trough one of the track 14 or 16.
Referring back to Figure 1, in operation, barrier-transfer vehicle 10 moves forward as depicted by arrow A, and barrier sections 30 are engaged and picked up at the front end of conveyor track 16. Once barrier sections 30 have entered conveyor track 16, they bend around curved section 18 and travel diagonally across track 16 until they reach the center of the diagonal section of track 16 at which point is located barrier drive system 20. After passing through barrier drive system 20, barrier sections 30 continue along the diagonal section of track 16 until they bend around curved section 19. Curved section 19 puts barrier sections 30 back in alignment with the direction of the road. The forward movement of barrier-transfer vehicle 10 causes barrier sections 30 to roll through conveyor tracks 14 or 16 along guiding wheels 22 and displaces the chain of barrier sections 30 from one side of barrier-transfer vehicle 10 to the other side of barrier-transfer vehicle 10.
The front portions of each conveyor track 14 or 16 are inclined upwardly and act as ramps that pick up barrier sections 30, carry them upwards towards central drive system 20 where barrier sections 30 are completely off the ground.
The rear portions of each conveyor track 14 or 16 are inclined downwardly and carry barrier sections 30 back down onto the road. Barrier sections 30 enter either of conveyor tracks 14 or 16 at ground level and as conveyor tracks 14 and 16 ramp upwards, barrier sections 30 are carried upwards off the ground. Once barrier sections 30 reach the center of the diagonal section of either of track 14 or 16, barrier sections 30 are transported through barrier drive system 20 which is the highest point in the ramp, after which, conveyor tracks 14 and 16 begin to ramp downwardly so that at the end of the track, barrier sections 30 are placed gently back on the road.
It is common for barrier system 31 to pile up or stretch and jam in various situations such as, but not limited to, curved portions of roadways, hills or due to improper installation of the barrier system 31, operator's error or a combination of these situations. To prevent such occurrences, a barrier drive system 20 is provided at the center of conveyor tracks 14 and 16, to help pull through or retard the movement of barrier sections 30. Central barrier drive system 20 is rotatably mounted beneath the structural frame 12 of barrier-transfer vehicle 10, at the intersection of conveyor tracks 14 and 16 such that it can be positioned into alignment with either one of tracks 14 or 16. Once oriented, barrier drive system 20 is an integral part of the conveyor track that is in operation and guides barrier sections 30 through barrier-transfer vehicle 10.
Referring now to Figures 3 and 4, the barrier drive system 20 comprises a support frame 24 underneath which, is pivotally mounted a pair of brackets 25 and 27 each carrying a series of three drive wheels 26 driven by two hydraulic motors 28 mounted atop each bracket 25 and 27. Support frame 24 is pivotally mounted to structural frame 12 through a large bearing 29 and through clamping devices (not shown).
Support frame 24 may be suitably mounted to structural frame 12 in any other fashion adapted to provide rotational movement to barrier drive system 20. Each brackets 25 and 27 are pivotally mounted on support frame 24 by a pair of pivots 42 located at opposite ends of each bracket 25 and 27. Each bracket 25 and 27 is actuated by a pair of hydraulic pistons 36 pivotally attached at one end via pin 43 to a branch 44 of support frame 24, and at the other end pivotally attached via pin 43 to brackets 25 and 27. Hydraulic pistons 36 are used to pivot drive wheels 26 into frictional engagement with the T-shaped portions 34 of barrier sections 30. In operation, barrier drive system 20 is aligned with either one of conveyor tracks 14 or 16 and drive wheels 26 acts as guiding wheels as well as driving wheels.
Figure 5 shows a front view of barrier drive system 20 engaging a barrier section 30. In operation, drive wheels 26 are brought into frictional engagement with barrier sections 30 by actuating hydraulic cylinders 36 to pivot brackets 25 and 27 downwardly. Hydraulic pistons 36 are used to generate a force between drive wheels 26 and the surface of barrier sections 30 in order ensure that there is enough frictional engagement between drive wheels 26 and the surface of barrier sections 30 to pull or retard the movement of the barrier sections 30 through barrier drive system 20.
Without this frictional engagement, drive wheels 26 would simply spin when motor 28 was activated, and drive wheels 26 would not be able to control the movement of barrier sections 30. Extension and retraction of hydraulic pistons 36 is selectively controlled by the operator by using standard controls within cab 52. The initial distance between each set of drive wheels 26 is adjustable either mechanically or hydraulically to account for wear of the drive wheels and to receive barriers of different sizes.
Drive wheels 26 are composed of an elastomeric material that exhibits flexibility and frictional qualities that enables them to securely engage barrier sections 30.
As shown in Figure 6, a standard reversible motor 28 is mounted to the support bracket 27 and, has its output shaft connected to drive wheels 26 by a series of gears 56 in order to supply drive wheels 26 with rotational motion in the same direction. Motor 28 is connected to a standard control system accessible to the operator. The control system provides three possible function modes. In the first mode, when barrier system 31 is moved from a larger radius to a smaller radius, motor 28 causes drive wheels 26 to retard barrier sections 30 into barrier drive system 20 so that they do not stack up within conveyor tracks 14 or 16. In this mode, motor 28 and conseqtzently the rotational motion supplied to drive wheels 26 is controlled by the operator.
Therefore, the operator is in control of the speed at which barrier sections 30 move through drive system 20 relative to the speed of barrier transfer vehicle 10. In the second mode, when barrier system 31 is moved from a smaller radius to a larger radius, motor 28 causes drive wheels 26 to pull barrier sections 30 through drive system 20 so that they do not come under excessive tension. In this mode the operator is able to control the rotational motion supplied to drive wheels 26 and therefore is able to control the speed at which barrier sections 30 are moved through tracks 14 and 16.
Finally, the last mode is the neutral mode, when barrier system 31 is located in a substantially straight line and the movement of barrier-transfer vehicle 10 is enough to cause barrier sections 30 to move smoothly through conveyor tracks 14 or 16. In this mode, motor 28 does not supply any rotational motion to drive wheels 26, barrier drive system 20 is not operational and drive wheels 26 serve only to guide barrier sections 30. Tension or compression build up between barrier sections 30 may still occur when barrier system 31 is in a substantially straight line configuration and the operator may elect to activate barrier drive system 20 and retard or pull barrier system 31 through conveyor track 14 or 16.
As can be seen by referring back to Figure 5, both sides of barrier drive system 20 have a motor 28. Although only one motor on each side is shown in the drawings, it should be expressly understood that it is within the scope of the invention to have a single motor run all six drive wheels 26, or alternatively to have a motor for each individual drive wheel 26.
As described above, and as shown more specifically in Figure 7, barrier drive system 20 is pivotable about bearing 29 to be aligned with either conveyor track 14 or 16 in order to complete the path of whichever track is being used.
Barrier drive system 20 is positioned at the intersection of tracks 14 and 16, which are separated by an angle of about 30 degrees. Depending upon which track is in use, drive system 20 may be pivoted between the two. The frame 24 comprises a rotation member, which can take any suitable form such as a ring gear driven by a small hydraulic motor.
A variety of rotational system may be used to effect rotational motion to barrier drive system 20 without departing from the spirit and scope of the invention.
Barrier drive system 20 is pivotally mounted such as to service two different paths of barrier transferal.
The above description of preferred embodiments should not be interpreted in a limiting manner since other variations, modifications and refinements are possible within the spirit and scope of the present invention. The scope of the invention is defined in the appended claims and their equivalents.
Claims (17)
1. A barrier transfer vehicle adapted to transfer a plurality of pivotally connected barrier sections from a first side of the vehicle to a second side of the vehicle, said barrier transfer vehicle comprising:
- a frame;
- at least one conveyor tract mounted on said frame;
said at least one conveyor tract including a plurality of aligned guide wheels for engaging, supporting and guiding the barrier sections;
wherein a section of said at least one conveyor tract comprises drive wheels adapted to guide, support and either pull or retard the movement of the barrier sections through said at least one conveyor tract, said drive wheels aligned with said guide wheels.
- a frame;
- at least one conveyor tract mounted on said frame;
said at least one conveyor tract including a plurality of aligned guide wheels for engaging, supporting and guiding the barrier sections;
wherein a section of said at least one conveyor tract comprises drive wheels adapted to guide, support and either pull or retard the movement of the barrier sections through said at least one conveyor tract, said drive wheels aligned with said guide wheels.
2. A barrier transfer vehicle as defined in claim 1 wherein said drive wheels are provided with a neutral mode such that said drive wheels only guide and support the barrier sections along the conveyor tract.
3. A barrier transfer vehicle as defined in claim 1 wherein said drive wheels engage an upper portion of the barrier sections.
4. A barrier transfer vehicle as defined in claim 3 comprising two sets of said drive wheels, said two sets opposite one another to engage both sides of the barrier section.
5. A barrier transfer vehicle as defined in claim 4 further comprising a pair of brackets pivotally connected to said frame, said drive wheels mounted to said brackets.
6. A barrier transfer vehicle as defined in claim 5 comprising actuating means adapted to move said brackets inwardly and outwardly.
7. A barrier drive system as defined in claim 6 wherein said actuating means is an hydraulic cylinder mounted to each said brackets.
8. A barrier transfer vehicle as defined in claim 4 wherein said two sets of drive wheels are mounted to a support frame rotatably mounted beneath the barrier transfer vehicle.
9. A barrier transfer vehicle adapted to transfer a plurality of pivotally connected barrier sections from one side of said vehicle to a second side of said vehicle, said vehicle comprising:
- a conveyor track defined by a series of guide wheels for directing the barrier sections from one side of said vehicle to a second side of said vehicle; and - a barrier drive system comprising:
a) a support frame;
b) at least one actuating means;
c) drive wheels pivotally mounted to said frame and being aligned with said guide wheels of said coveyor, said drive wheels adapted to receive and support the barrier sections, said at least one actuating means adapted to apply a force to said drive wheels so that said drive wheels frictionally engage the surface of the barrier sections;
d) at least one motor for driving said drive wheels to either pull or retard the movement of the barrier sections through said conveyor track.
- a conveyor track defined by a series of guide wheels for directing the barrier sections from one side of said vehicle to a second side of said vehicle; and - a barrier drive system comprising:
a) a support frame;
b) at least one actuating means;
c) drive wheels pivotally mounted to said frame and being aligned with said guide wheels of said coveyor, said drive wheels adapted to receive and support the barrier sections, said at least one actuating means adapted to apply a force to said drive wheels so that said drive wheels frictionally engage the surface of the barrier sections;
d) at least one motor for driving said drive wheels to either pull or retard the movement of the barrier sections through said conveyor track.
10. A barrier transfer vehicle as defined in claim 9 wherein said at least one motor is provided with a neutral mode such that said drive wheels only guide the barrier sections.
11. A barrier transfer vehicle as defined in claim 9 wherein said drive wheels engage an upper portion of the barrier sections
12. A barrier transfer vehicle as defined in claim 11 wherein said barrier drive system comprises two sets of said drive wheels, said two sets opposite one another to engage both sides of the barrier section.
13. A barrier transfer vehicle as defined in claim 12 wherein said barrier drive system further comprises a pair of brackets pivotally connected to said support frame, said drive wheels mounted to said brackets.
14. A barrier transfer vehicle as defined in claim 13 wherein said actuating means comprises an hydraulic cylinders, one of said hydraulic cylinders mounted to each one of said brackets, said hydraulic cylinders adapted to move said brackets inwardly and outwardly.
15. A barrier transfer vehicle as defined in claim 14 wherein one motor is mounted to each said brackets and adapted to power said drive wheels.
16. A barrier transfer vehicle as defined in claim 15 wherein said barrier drive system is pivotally mounted beneath the vehicle.
17. A barrier transfer vehicle as defined in claim 16 wherein said drive wheels are positioned in the same vertical plane as said guide wheels of said conveyor track.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2349359 CA2349359C (en) | 2001-05-31 | 2001-05-31 | Drive system for transferring roadway barrier systems |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2349359 CA2349359C (en) | 2001-05-31 | 2001-05-31 | Drive system for transferring roadway barrier systems |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2349359A1 CA2349359A1 (en) | 2002-11-30 |
| CA2349359C true CA2349359C (en) | 2008-08-05 |
Family
ID=4169172
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2349359 Expired - Fee Related CA2349359C (en) | 2001-05-31 | 2001-05-31 | Drive system for transferring roadway barrier systems |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2349359C (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CA2881304C (en) * | 2012-08-24 | 2020-11-24 | Vacuworx Global, LLC | Traffic barrier lifter |
| US9446933B1 (en) | 2012-08-24 | 2016-09-20 | Vacuworx Global, LLC | Lifter and method for moving traffic barriers |
| US8864408B1 (en) | 2013-09-09 | 2014-10-21 | Lindsey Transportation Solutions, Inc. | Roadway barrier transfer apparatus |
| CN107288067A (en) * | 2017-07-23 | 2017-10-24 | 河北前进机械厂 | Highway barrier intelligently conjugates car |
| CN111688730A (en) * | 2020-05-27 | 2020-09-22 | 安徽科创生产力促进中心有限公司 | High-speed transportation system |
-
2001
- 2001-05-31 CA CA 2349359 patent/CA2349359C/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| CA2349359A1 (en) | 2002-11-30 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKLA | Lapsed |
Effective date: 20190531 |