EP1798341A1 - Traffic lane separation unit, component member thereof, and mobile traffic lane separation device - Google Patents

Traffic lane separation unit, component member thereof, and mobile traffic lane separation device Download PDF

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Publication number
EP1798341A1
EP1798341A1 EP04716068A EP04716068A EP1798341A1 EP 1798341 A1 EP1798341 A1 EP 1798341A1 EP 04716068 A EP04716068 A EP 04716068A EP 04716068 A EP04716068 A EP 04716068A EP 1798341 A1 EP1798341 A1 EP 1798341A1
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EP
European Patent Office
Prior art keywords
traffic lane
unit
block
section
lane
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP04716068A
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German (de)
English (en)
French (fr)
Inventor
Hiroshi Aoki
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aoki Mai
Aoki Sakae
Aoki Shiho
Original Assignee
Aoki Mai
Aoki Sakae
Aoki Shiho
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aoki Mai, Aoki Sakae, Aoki Shiho filed Critical Aoki Mai
Publication of EP1798341A1 publication Critical patent/EP1798341A1/en
Withdrawn legal-status Critical Current

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Classifications

    • 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

Definitions

  • This invention relates to a self-running and non self-running traffic lane separation unit, a protective wall block and a protective wall movement device as components of the traffic lane separation unit, and a fixing device and a guiding fixing device of the unit, and a mobile traffic lane separation device forming the unit movably.
  • traffic lane separation devices which comprise flexible fences such as guard rails and guard fences, and/or fences comprises a concrete protective wall blocks (hereinafter these are also called traffic banters), and placed along a lane line to move by approximately one lane to make a reversible lane.
  • transverse groove type wherein "a groove is formed within a reversible lane section in a direction transverse to the lane, or a guide-rail-is placed so that the traffic barrier is moved along the rail from one of the lane lines to the other" (for-example, the following references 1-6).
  • This device belongs to the category of the above transfer type, and is a device based on "a movable traffic lane separation device" as shown in the following patent publication 11 (same as patent publication 8) (hereinafter referred to as existing device).
  • This device comprises a traffic lane separation device Sp having a plurality of protective wall blocks B on one of lane lines V1, V2, and a transfer vehicle 10 of the lane separation device Sp.
  • This device further has a S-shaped guiding frame on diagonal lines of the transfer vehicle 10, the frame having a roller and rotatingly guiding the block B by catching the neck of the block B.
  • the neck of the block B placed on the lane line V1 is faced to the guiding frame ofthe transfer vehicle 10, which runs on the reversible lane Fa, and the neck is lifted, rotatingly guided along the frame and lowered to the lane line V2 so that the lane is shifted.
  • This device is useful for roadways having a wide width, for example having 5-6 lanes, and has a traffic congestion section of several km, has a highway occupancy vehicle (HOV) lane having several km in length in the center or side of the roadway, or has a bus lane.
  • HOV highway occupancy vehicle
  • gaps of half a lane - one lane are formed between the ends of a reversible traffic lane section and normal sections every time the traffic barrier moves to shift the lane.
  • the existing devices engage the neck of the block with the guiding frame at both sides of the transfer vehicle to lift the block, and slide the block to the other line and lower it to the ground.
  • the front and rear end on the diagonal lines of the transfer vehicle or one side of the vehicle body protrude toward the adjacent lane when the transfer vehicle is running.
  • cars in particular cars having a wide width
  • cars running on a lane adjacent to the lane where the transfer vehicle runs need to change lanes to avoid contacting with the transfer vehicle.
  • the existing devices require at-least 5 lanes to exert the advantage of them. It is difficult to apply the existing devices for most of the driveways having 3-4 lanes or driveways normally having 2 lanes, and having 3 lanes near intersections.
  • the overall length of the device is 1km for a short and 16km for a long (disclosed in the aforementioned non-patent publications 1, 2), the transfer vehicle is operated in a speed of 4-8 km/h to shift a lane of mere 3m width.
  • the existing devices have some problems as mentioned above, and cannot deal with a variety of traffic conditions or congesting conditions almightily.
  • the traffic barrier is formed mainly as a flexible protective fence, which is used for separating directions. It does not function enough to prevent collided, uncontrolled cars from getting into an opposite lane, or keep the collided car in a proper direction.
  • the existing device serves as a half-rigid protective fence having the properties of both rigid protective fence and flexible protective fence by making the protective wall block long (refer to the aforementioned non-patent publication 2); however, it is vulnerable to car collisions against the ends of the device, and traffic cones or portable fences used for separating the lanes between the normal section and the ends of the existing device are useless against car collisions.
  • the plane shapes of roadways are made from a combination of lines, circles, curves, while the sectional shapes of the roadway includes plane, slope up-and-down, inclination in a direction transverse to the traffic lane.
  • this invention provides a mobile traffic lane separation device (hereinafter referred to as device) to solve at least one of the above technical problems, and a traffic lane separation unit (hereinafter referred to as the unit) to deal with the congesting condition appropriately to the variety of occasions.
  • a protective wall block for lane separators or lane lines as a single product having compatibility
  • a protective wall movement device (hereinafter referred to as movement device), which can be sold individually as a component of the unit.
  • a fixing device of the unit immovably fixed on the roadway surface, and a guiding fixing device suitable for guiding the unit from one of a lane line to the other and fixing the unit on the lines at the movable ends of the unit.
  • the unit and its components are installed on a lane line of a reversible lane section to make the unit movable.
  • a self-running unit U3 wherein at least one protective wall blocks B1-B3 fixedly cover on a protective wall movement device K1-K4; a lifting device J1 - J3 lifting and lowering the block B1 - B3 is incorporated in a transverse vehicle D1 having a running device Q, which is reciprocatingly moves in a traffic lane transverse direction; and, by activating the lifting device J1 - J3, the block B 1 - B3 is floated from a roadway surface 11 or is placed on the roadway surface 11, and the movable device K3 is lifted or lowered in the inside of the block B 1 - B3.
  • a traffic lane separation unit U1, U2 wherein: one or more protective wall blocks B1-B3 fixedly covers on a protective wall movement device K1-K3, in the movement device K1, K2, a lifting device J1-J3 lifting and lowering the block B1-B3 and a clamping device C1, C2 fixing a block B1-B3 on a roadway surface 11 are incorporated in a traverse vehicle D1 having a running device Q, which reciprocatingly moves in a traffic lane traverse direction, and by activating the lifting device J1 - J3, the block B1 - B3 is floated from a roadway surface 11 or is placed on the roadway surface 11, and the movable device K3 is lifted or lowered in the inside of the block B1 - B3.
  • a traffic lane separation unit U4 wherein: a protective wall block B 1-B3 fixedly covers a protective wall movement device K1-K4; in the movement device K4, a lifting device J1-J3 lifting and lowering the block B1-B3 is incorporated in a transverse vehicle D2 moving in a traffic lane transverse direction; and, by activating the lifting device J1-J3, the block B1-B3 is floated from a roadway surface 11 or is placed on the roadway surface 11, and turningly moves or traversely moves depending on a traverse movement of either or both of a traffic lane separation unit U3 of claim 1 and a traffic lane separation unit U1, U2 of claim 2.
  • a practical movable traffic lane separation device By assembling the unit U1-U4 of the above 3-4 aspects according to the circumstances, a practical movable traffic lane separation device, a variety of road conditions or a variety of length of traffic congestions is provided, and traffic congestions where a plan intersection or an interchange is a bottle neck can be alleviated or soloed.
  • the lifting device J1-J3 incorporated in the unit U1-U4 operates to lift the movement device K1-K4 in the block B1-B3 above the roadway surface 11, and thus each unit can be securely placed on the roadway surface 11.
  • a driving system for operating the clamping device C1, C2 does not need to be incorporated, and the clamping device operates in conjunction with the lifting device J1-J3.
  • the movement device K1, K2 can be effectively operated without needlessly complicating its structure, and can be effectively fixed clampingly on the roadway surface.
  • the movement device K1-K4 and the block B1-B3 can be carried to the site and easily assembled at the site.
  • a protective wall block B1-B3 comprising: opposed side walls 13, each of which has a support surface to a roadway surface 11; and a top wall 14 or a barrier portion 141 formed across the side walls 13; wherein the block B1, B3 has a space 12, which opens to both ends and the bottom of the block B1-B3.
  • a protective wall block B2 wherein a first end 60 of the block B2 is closed in an arcuate shape; a space 12 is formed to open to a second end of the block B2 and to a bottom end of the block B2.
  • Such a simple block B1-B3 is easy to make and reduces its costs by mass production, or it can be sold alone as a single product having compatibility for the traffic lane separation or the end.
  • the cost for manufacturing blocks can be reduced by providing the movement device K1-K4 with a joining element 19, 27 rather than providing the block B1-B3 with it.
  • a movement device K3 wherein a lifting device J1-J3 lifting and lowering a block B1-B3 is mounted on a transverse motion capable vehicle D1, which has a running device Q reciprocally movable in a direction transverse a traffic lane, a table frame 16 is put across the lifting device J1-J3 in a longitudinal direction, and the block B1-B3 is mounted on the frame 16.
  • a movement device K1, K2 wherein a lifting device J1-J3 lifting and lowering a block B1-B3, and a clamping device C1, C2 fixing the block B 1-B3 on a roadway surface 11 are mounted on a transverse motion capable vehicle D 1, which has a running device Q reciprocally movable in a direction transverse a traffic lane, and the block B1-B3 is mounted on the frame 16.
  • a movement device K4 wherein a lifting device J1-J3 lifting and lowering a block B1-B3 is mounted on a transverse motion capable vehicle D2 movable in a direction transverse a traffic lane, a table frame 16 is put across the lifting device J1-J3 in a longitudinal direction, and the block B1-B3 is mounted on the frame 16.
  • Such a simple movement device K1-K4 is easy to make and reduces its costs by mass production. Further, because the table frame 16 is put across the lifting device J1-13, the block B1-B3 is easily put on the movement device at the site, and thus the assembly work can be reduced.
  • a fixing device wherein a fixation base P1-P3 is placed at the movable ends of the unit U1, U3, the fixation base P 1-P3 comprising an engagement element 42a, 42b, which the clamping device C1, C2 incorporated in the unit U1, U2 engages.
  • a guiding fixing device wherein a wheel 53 having a rubber wheel portion 531 and a tapered wheel portion 532 is attached to the transverse motion capable vehicle D1 of the unit U1-U3, a fixation base P3 is placed on lane lines V1 and V2, between which the unit U1-U3 reciprocally moves, the base P3 comprising a rail 54 rotatingly guiding the wheel 53, and an engagement element 42a, 42b, which the clamping device C1, C2 incorporated in the unit U1, U2 engages.
  • a guiding fixing device wherein a wheel 55 having a color wheel portion 551 and a tapered wheel portion 532 is attached to the transverse motion capable vehicle D1 of the unit U1-U3, a fixation base P4 is placed on lane lines V1 and V2, between which the unit U1-U3 reciprocally moves, the base P4 comprising a rail 56 guiding the transverse motion capable vehicle D1, and an engagement element 42a, 42b, which the clamping device C1, C2 incorporated in the unit U1, U2 engages.
  • a guiding fixing device wherein a driving gear 58 is attached to the transverse motion capable vehicle D1 of the unit U1-U3, a fixation base P5 is placed between lane lines V1 and V2, between which the unit U1-U3 reciprocally moves, the base P5 comprising: a rack rail 59 engaging the gear 58, in a direction transverse to the traffic lane; and an engagement element 42a, 42b, which the clamping device C1, C2 incorporated in the unit U1, U2 engages, on the lane lines V1 and V2 where the rail 59 intersects.
  • the unit U1, U2 having a clamping device C1, C2 is clampingly fixed on the lane line V1, V2 with the fixation base P1-P5.
  • the positioning of the unit U1-U3 getting on the fixation base P3 is secured, and the displacement of the predetermined position of the unit U1-U3, which may be incurred by the reciprocal movement of the unit U1-U3, is prevented.
  • the fixation base P4, P5 secures the movement of the unit P1-P3 between the lane lines V1 and V2 on a sloping road or a road inclined in a lateral direction, and secures the clamping fixation.
  • a mobile traffic lane separation device wherein: a reversible lane section L1, L4 is formed with a front transition section X1, a lane shifting section Y1, and a rear transition section Z1; a plurality of a traffic lane separation units U1-U4 is joined together on one of lane lines V1 of a first direction side and V2 of a second direction side; the unit U1-U4 comprises a protective wall movement device K1-K4, and at least one protective wall blocks B1-B3 fixedly covers the movement device K1-K4; a group of the units U1-U4 incorporated in the lane shifting section Y1 is moved from one of the lane lines V1 and V2 to the other in a direction transverse to the traffic lane; a group of the units U1-U4 incorporated in the transition sections X1 and Z1 reversibly moves in alignment of a substantially polygonal line, a stepped line
  • a mobile traffic lane separation device wherein: a reversible lane section L2-L4, L6a, L6b is formed with: a plurality of groups each consisting of: a front transition section X1, a line shifting section Y1, Y2-Yn, Ym-following the-transition section XI; and a transition section Z1, Z2-Zn, Zm; a plurality of a traffic lane separation units U1-U4 are joined together on one of lane lines V1 of a first direction side and "V2 of a second direction side; and the reversible lane section is configured to be shifted in multiple phases.
  • the roadway can meet the increased amount of the traffic while the limited lanes are effectively used.
  • the separation device can be utilized on most of the existing roads having 3-4 lanes in both directions, or having 2 lanes in both direction normally and 3 lanes at an intersection.
  • this separation device allows the traffic flow coming from the road upstream section into the reversible lane section smoothly or going out from the reversible lane section to the road downstream section smoothly without any complication of the traffic between the reversible lane section and the normal section.
  • This separation device can deal with a variety of length of traffic congestions because the lane can be shifted in multiple phases.
  • the unit U4 of the front of the transition section X1 in the first and second inventions of the separation devices can be connected to one of the rear of a central division N1 separating a downstream section; the rear of a central division H1, which is immediately before an intersection A1 and is shifted towards the second direction; and an end protective wall block B2 fixed to the rear of a center line, which is immediately before the intersection and is shifted towards the second direction.
  • the rear unit U4 of the transition section Z1, Z2-Zn is connected to one of the front of a central division N2 separating the directions in the road upstream section; the front of the central division T2, which is immediately after an intersection A2 and is shifted to wards the first direction; and an end protective wall block B2 fixed to the front end ofthe center line, which is immediately after the intersection and is shifted towards the first direction.
  • the deviation of the separation device which may be caused by car collision to the front or rear of the separation device, is prevented, and the whole separation device serves as a half-ridged fence.
  • the separation device When the separation device is connected to the end of the center division H1 or the center line, which is immediately before the intersection Al and is shifted toward the second direction, the separation device can add the extra lane to the fixed length of a right turn lane (when left hand traffic) or a left turn lane (when right hand traffic), and thus accommodate more cars in the rush hour.
  • the unit U4 of the front of a transition section X1 in the first invention and the second invention of the separation device is connected to the rear of a central division Na separating the directions in a section between the exit from and the entrance to a interchange, and the unit U4 of the rear of the transition section 21, Z2-Zn is connected to the front of a center division N3 separating the directions in the road upstream section.
  • the unit U4 of the rear of the transition section X1 is connected to the front of the center division Na separating the directions in a section between the exit from and the entrance to the interchange, and the unit U4 of the front ofthe transition section Z1, Z2-Zm is connected to the rear of the center division separating the directions in the road downstream section.
  • a lane shifting section Ha is formed at the foremost end of the transition section X1 of the first and the second inventions of the separation device, and the units U1-U4 are joined together on one of the lane lines V1 and V2 in a reversible lane section Ra consisting of the lane shifting section Ha and the transition section X1.
  • a lane shifting section Tb is formed at the rearmost end of the transition section Zl-Zn, the units U1-U4 are joined together on one of the lane line V1 and V2 of the reversible lane section Rb consisting of the lane shifting section Tb and the transition section Z1-Zn.
  • a mobile traffic lane separation device wherein: a reversible line section L5a is formed with a transition section Za of the rear section thereof and a lane shifting section Ta of the rearmost section thereof; traffic lane separation units U1-U are joined together on one of lane lines V1 and V2 of the reversible lane section L5a; the unit U4 of the front of the transition section Za is connected to the rear of a center division N1 separating the directions in a road downstream section.
  • a mobile traffic lane separation device wherein: a reversible line section L5b is formed with a transition section Xa of the front section thereof and a lane shifting section Ha of the foremost section thereof; traffic lane separation units U1-U are joined together on one of lane lines V1 and V2 of the reversible lane section L5b; the unit U4 of the rear of the transition section Xa is connected to the front of a center division N3 separating the directions in a road upstream section.
  • intersections A1 and A2 are made reversible, and thus congestions near the intersections A1 and A2 are prevented by shifting a lane immediately after the intersection and a lane immediately before the intersection.
  • the separation devices serves as complementary devices to solve congestions the upstream and downstream sections of the reversible lane section Lp.
  • the whole separation device can be shifted with the traffic flowing without regulate the traffic flow by operating the units U1-U3 incorporated in the separation device in a super slow speed, for example, moving the separation device by one lane in 5-10 minutes at the fastest, and in 30-60 minutes at the slowest.
  • the various kinds of separate devices as above can solve traffic congestions where a plan intersection or interchange is a bottle neck, reduce the potential risks of traffic accidents and traffic pollution caused by the congestions, save fuel as well as trip time, and thus, in a broad sense, save energy and prevent the global warming. As a result, the introduction and diffusion of the separate device is facilitated and the maintenance fee after the introduction is also reduced.
  • a unit U1-U4 comprises: a protective wall block B1-B3; and one of protective wall movement devices K1-K4 in four aspects, wherein at least one block is fixed to and covers one of the movement devices K1 - K4 so that the block(s) B1-B3 and the protective wall movement device K1-K4 are integrally connected.
  • a sequence of movable traffic separation device S1-S6a, S6b is configured by joining a plurality of units U1-U4 together along one of a lane line of a reversible lane section L1-L6a, L6b, for example a lane line V1 of the first direction. This is utilized by moving it about one lane to the lane line V2 of the second direction.
  • the movement device K1 comprises a lifting device J1 lifting and lowering four blocks B1; the first clamping device C1, which activates in a side-to-side direction for clamping movement; the second clamping device C2, which activates in a longitudinal direction for clamping movement; and a transverse motion capable vehicle D1 having a running device Q, which moves in a direction transverse to the traffic lane, wherein the lifting device J1 and the first clamping device C1 and the second clamping device C2 are mounted on a transverse motion capable vehicle D1.
  • the unit U2 of the second asp ect namely, 400b, it does not have the second clamping device C2 shown in the bottom of Fig. 1, and, to fixedly cover the movement device K2 with four blocks B1, have the first clamping device C1 on a transverse motion capable vehicle (D1) having a lifting device K2 and a running device Q, the first clamping device C1 fixing the unit 400b on a roadway surface 11 through the movement device K2.
  • D1 transverse motion capable vehicle
  • a movement device K3 comprises a transverse motion capable vehicle D 1 having the lifting device J1 and the running device Q, and four blocks B1 fixedly covers the movement device K3.
  • a drive system of the running device Q is disposed from the movement device K3 shown in Fig. 2, a movement device K4 comprises a non-selfrunning transverse motion capable vehicle D2 having the lifting device J1, and four blocks B1 fixedly covers the movement device K4.
  • This unit 4 moves in a direction transverse to the traffic lane or rotates depending on the self-running unit U1-U3 of the first-third aspects.
  • the block B1 is a integrally-precast concrete product, wherein the central portion of the upper surface is projected upwardly, and thus the vertical sectional view of the block is gibbosity.
  • the fore and rear ends of the block open in communication with each other, and the tunnel-shaped space 12 is formed opening the bottom of the block.
  • the block B1 comprises side walls 13, and a top member 14 across the tops of the side walls, projected upwardly.
  • a stepped corner portion 15 is formed on the both shoulder of the top member 14.
  • a groove 17 where a table frame 16 put across a lifting device J1 fits is formed in the ceiling portion of the top member 14.
  • the block B1 is about 60 cm in width, about 45cm in height, lm in length and 10cm in the thickness of the wall, and 250kg /per block in weight.
  • the shoulders of the block B1 may be inclined walls 151 having a sloping shape instead of a stepped corner portion 15.
  • Reference numeral 18 is a vehicle frame of a transverse motion capable vehicle D1, D2.
  • the vehicle frame is about 40cm in width and made of a channel iron with a length of about 4m.
  • Connecting joints 19 fixed at both fore and rear ends of the vehicle frame each have a long hole drilled therein.
  • Reference numerals 20, 21 are a driving wheel and a driven wheel of the transverse motion capable vehicle D1 respectively.
  • the driving wheel and the driven wheel are attached to the left and right surface of the bottom of the vehicle frame 18 spacing apart each other.
  • the driving wheel 20 is supported by a bearing-frame 221 fixed toward the front and the rear portions of the vehicle frame 18, while the driven wheel 21 is born by a wheel holder 222 fixed in a central position of the vehicle frame 18.
  • Reference character M1 is a motor for driving having a reduction gear G 1 rotating forward/rearward (hereinafter referred to as driving motor).
  • This driving motor is mounted on the front and rear end positions of the vehicle frame 18.
  • a driving chain 24 (could be a belt with teeth) is provided between a sprocket 232 fitted into an output shaft 231 of the reduction gear G1 and a sprocket 202 fitted into an axle 201 of the driving wheel 20.
  • Reference numeral 181 is an insertion bole for the chain 24, and opens at the font and the rear positions of the vehicle frame 18.
  • the transverse motion capable vehicle D1 moves substantially parallel to the traffic lane in a direction transverse to the lane.
  • the transverse motion capable vehicle D 1 can moves with appropriate rotating by changing the number of revolutions or the revolution speed of one of the driving wheels 20 or by giving a time lag to one of the driving wheels 20.
  • the reduction gear ratio of the driving motor M1 is fixed one of about 1/1,000-1/2,000, or is adjustable to a reduction gear ratio corresponding to the traffic congestion.
  • the output shaft 231 rolls in a super slow speed with 0.5-0.6 minutes per roll.
  • the driving motor M1 drives to move the transverse motion capable vehicle D1 across a lane width of about 3-plus meters, if the wheel diameter is 10cm, the output shaft 231 and the axle 201 rotate 10 times.
  • the reduction gear ratio for super slow rotation, for example, when the separation device operates in the early morning when there is little traffic, it takes 5-10 minutes for the transverse motion capable vehicle to move across one lane with a reduction gear ratio of about 1/1,000 1/2,000.
  • the transverse motion capable vehicle moves across one lane taking 15-20 minutes with a reduction gear ratio of about 1/3,000-1/4,000.
  • the transverse motion capable vehicle moves across one lane taking about 30-60 minutes with a reduction gear ratio of about 1/6,000-1/12,000.
  • the separation device S1-S6a, S6b configured as shown in Figs. 38-43 moves reversibly allowing the traffic to flow without any traffic restriction.
  • this transverse motion capable vehicle D1 moves across one lane with 20 rotations. As such, with the reduction gear ratio of about 1/500-1/1,000, this transverse motion capable vehicle D1 moves across one lane in about 5-10 minutes
  • Reference character M2 is a lifting motor having a reduction gear G2 mounted on the central position of the transverse frame 18.
  • the lifting motor has a forward/reverse rotating shaft 25 inserted therein.
  • Threaded portions 251 are each formed in the fore and the rear ends of the shaft 25 and also formed in proximate the middle position between the ends and the reduction gear G2.
  • the threads in a front half of the shaft 25 and the threads in a rear half of the shaft 25 are formed opposite.
  • the lifting device J1 comprises: four linking devices 26 having a linking structure in an up-side-down letter y; the above lifting driving system; wherein two linking devices of the front half and two linking devices of the rear half are mounted on the center line of the vehicle frame 18 spacing apart symmetrically in a longitudinal direction.
  • a table frame 16 of channel iron with about 4 meter length is fixed on the linking device 26.
  • Reference numeral 27 is a coupling joint fixed at the fore and the rear ends of the table frame 16. A long hole is drilled in the center of the coupling joint.
  • Reference numeral 28 is a main link obliquely supported- Spacers 291-293 are put in three places, namely upper, lower and bottom.
  • Reference numeral 30 is a sub link supporting the main link 28. The upper end of the sub link is obliquely supported by a pin 311 on the outer sides of the middle of the main link 28, and its bottom end is also provided with a spacer 294.
  • Reference numeral 32 is a bottom metallic receiving element formed in a letter U.
  • the bottom part of the sub-link 30 is fitted in one of the front or rear part of the bottom metallic receiving element, and pivoted with a pin 312 inserted from a side.
  • the bottom part of the link 28 is fitted into a long hole 321 drilled in the other of the front or rear part of the metallic receiving element, and supported by a spindle 313 inserted from a side, slidably in a back and forth direction.
  • Reference numeral 33 is an upper receptacle metallic part formed in an up-side-down letter U.
  • the upper end of the main link 28 is pivoted with a pin 314.
  • Reference numeral 34 is a cylindrical nut orthogonally fixed on the center position of the spacer 293. The nut 34 is threadedly engaged with a threaded portion 251 of the shaft 25.
  • a lifting device J1 is configured so that a bottom metallic receiving element 32 of the linking device 26 is fixed on the vehicle frame 18, a upper metallic receiving element 33 is fixed on the table frame 16, a rotating shaft 25 is thereadedly fitted with nuts 34 of front two linking devices 26 and rear two linking devices 26.
  • the upper end of the main link 28 can be directly attached to the table frame 16.
  • the upper metallic receiving element 33 is not necessary as shown in Fig. 2.
  • this separation device becomes movable by lifting the table frame 16 to lift the block B1 approximately several cm to 10 cm above a roadway surface 11 and grounding wheels 20, 21 of the transverse motion capable vehicle D1, D2 as shown in Figs. 4 and 6.
  • the unit U1-U4 is stably placed on the roadway surface 11 hy adding the overall weight of the movement device K1-K4 to the overall weight of the block B1.
  • the first clamping device C1 comprising: a pair of inverted-L-shaped clamp arms 35a swingably pivoted; and connecting levers 36a such as links or rods.
  • the first clamping device C1 is fixed to the vehicle frame 18 and the table frame 16 of the movement device K1, K2.
  • Reference character 37a is a bearing fixed on the vehicle flame 18. This bearing pivots the bottom of the clamp arm 35a with a pin 371.
  • Reference numeral 38a is a bearing fixed on the table flame 16. This bearing pivots the top of the clamp arm 36a with a pin 381.
  • the bottom of the connecting lever 36a is pivoted to a corner 351 of the clamping arm 35a with a pin 382.
  • Reference numeral 352 is a hook formed at one end of the clamp arm 35a.
  • Reference numeral 182 is an insertion hole formed in the vehicle frame 18 for the clamp arms 35a.
  • An engagement fixing base P 1 (hereinafter referred to as the first base) that is engaged with the first clamping device C1 is explained below according to Figs. 14 and 15.
  • the first base P1 is buried in or laid on the roadway surface 11 along the lane lines V1 and V2 of the movement ends of the unit U2, and fixed with anchor bolts 39 at the four corners thereof.
  • the top of the first base P1 is formed in a truncated pyramid 401 raised from the roadway surface 11.
  • the truncated pyramid 401 has ramps 402 in the circumference.
  • Reference numeral 41a is a groove for guiding one end of the clamp arm 35a.
  • the groove is formed in the center of the base P 1 within the truncated pyramid 401 in a side-to-side direction.
  • Reference numeral 42a is an engagement element, such as a rod, wire and strip, fixed across the groove 41a in the upper center position.
  • the engagement element 42a is engaged with the hook 352 of the clamping arm 35a.
  • Reference numeral 43 is a reflection plate fitted in the top 401 or ramps 402 of the truncated pyramid.
  • the first base P1 functions for a line marker without obstructing the traffic flow by placing it on the lane lines V1, V2.
  • the block B1 which lowers integrally with the table frame 16, is placed on the roadway surface just before the clamping engagement, and the overall movement device K1, K2 is lifted in the block B1, finally the hook 352 engages the engagement piece 42a where the wheel 20, 21 of the transverse motion capable vehicle D1 is lifted slightly above the roadway surface 11.
  • the unit U2 is fixed on the lane line V1, V2 of the movable end of the units U2.
  • the table frame 16 is lifted by running the lifting motor M2, the corner 351 of the clamp aim 35a in a closed position as shown in Fig. 9 is lifted by the connecting lever 36a. Then, the clamp arm 35a swings to a spread position at the pin 37a, which is a supporting point, and the hook 352 of the arm end releases the engagement with the engagement piece 42a.
  • the unit becomes movable in a direction transverse to the traffic lane by grounding the wheel 20, 21 of the transverse motion capable vehicle D 1 and lifting the block B1 above the roadway surface 11.
  • the self-running unit U2 is attached to the head and tail of the group of the units U1-U4 placed in the lane shifting section Y1, Y2-Yn of the separation device S1-S6a, S6b as shown in Figs. 38-43; or in the case that the roadway shape is curving, the unit U2 is placed in the middle of the group accordingly.
  • the unit 2 is placed about every 50-100m.
  • the separation device S1-S6a, S6b is formed by incorporating the unit U3 shown in Fig. 2, or incorporating the unit U3 and the unit U4, in the almost all of the other part thereof.
  • the whole separation device functions as a half-rigid guard fence, and prevents the colliding vehicle from diving into the opposite lane or running off the track and gets the colliding vehicle back to the normal track.
  • the second clamping devices C2 shown in the bottom of Fig. 1 spacing apart in a longitudinal direction are placed adjacent to the center of the vehicle frame 18 and the center of the table frame 16, inward the first clamping device C1, and operate as a clamp in a longitudinal direction as shown in Figs. 5-7 in phantom lines.
  • This second clamping device C2 has the same structure as the first clamping. device C1 except for being placed by turning around 90 degrees.
  • the second clamp device C2 comprises a clamping arm 35b, a connecting lever 36b, and a bearing 37b, 38b.
  • a fixation base P2 (hereinafter referred to as the second base) shown in Fig. 16 for being clamed is fixed on the lane lines V1 and V2 of the movement end of the unit U2 accordingly.
  • a first half of the second base P2 is formed in the same engagement portion as that of the first base P1, and a second half of the second base P2 is formed in a truncated cone 403 raised from the roadway surface 11 as in the same manner as the first half.
  • Reference character 41b is a groove to guide the end of clamp arm 35b. This groove 41b is formed in the center of the base P2 in a longitudinal direction.
  • Reference character 42b is an engagement element, such as a rod or wire, to be engaged with the hook of the clamping arm 35b. The engagement element 42b is fixed across the groove 41B in a lateral direction in the center upper position.
  • each clamp arm 35a, 35b swings to the closed position at the bearing 37a, 37b, which is a support point, and the hook 352 of the end of the arm 35a clamps the engagement element 42a of the second base P2 while the hook 352 of the end of the arm 35b clamps the engagement element 42b.
  • each hook 352 clamps the engagement element 42a, 42b to lock the separation device where the transverse motion capable vehicle D1 is lifted slightly above the roadway surface 11.
  • the wheel 20, 21 of the transverse motion capable vehicle D 1 grounds, the block B1, which is lifted with the table frame integrally, is lifted above the roadway surface 11, and the separation device thus becomes movable in a direction transverse to the traffic lane.
  • the movement device K1 is lifted to add its overall weight to the overall weight of the block B1, the clamping device C1, C2 closes and clamps the fixing base, and thus the unit 1 shown in Fig. 1 is fixedly supported by the roadway surface 11.
  • the unit U1 is mainly placed on the front end of the lane shifting section Ha of the foremost part of the separation device S4, S5a, S5b or the rear of the lane shifting section Ta, Tb of the rearmost port of the separation device S4, S5a, S5b and thus the unit is movable and is clampingly fixed on the lane line V1, V2 of a movable end thereof.
  • the separation device S4, S5a, S5b is configured such that the unit 2 (400b) is placed at the fore or rear end of the lane shifting section Y1, Y2-Yn of the main section of the reversible lane section L4, L5a, L5b; and the unit U3 (400c) shown in Fig. 2, or the unit U3 and the unit 4 (400d) is placed in the middle part of the reversible lane section.
  • the separation device S4, S5a, S5b shown in Figs. 41 and 42 functions for the half rigid guard fence against a colliding vehicle, prevents the colliding vehicle from diving into the opposite lane, gets the colliding vehicle back to the normal track, and alleviate impact caused by a head-on collision against the unit U1 (400a) of the foremost part or rearmost part and excels in preventing the collided car from running in an unexpected direction.
  • This arrangement also excels in steadily, fixingly holds the overall separation device on the lane lines V1, V2 except for the operating time of the device S4, S5a, S5b.
  • reference numerals 441-444 are through holes drilled in the block B1; 161 is a through hole drilled in the table frame 16.
  • a approximately four-meter-long flexible guard fence made of a steel pipe, namely a pole 451 of a guard fence 45 is fixedly fitted in the through hole 441 provided in the center of the top member 14.
  • a traffic barrier mainly comprising a rigid protective wall is formed by fixing the fence 45 across four blocks B1.
  • the grooves 17 of the blocks B1 fits on the table frame 16, and then the blocks B1 and the table frame are fixed together using bolts and nuts 461 through through holes 442 formed in the top member 14 and through holes 161 formed in the table frame 16.
  • Through holes 443 are formed in side walls 13 of adjacent blocks, and a connecting member such as a long collecting rod 47 or a piano wire or wire is inserted through each through holes 443.
  • Reference numeral 48 is a sheet-like packing interposed between adjacent blocks B 1.
  • Reference numeral 131 is a indentation formed at front and rear ends of outer surfaces of side walls 13.
  • a joining element 49 is fitted into the indentations 131 of adjacent blocks B1, and a bolt (not shown) is screwed in a through hole 444 formed in each indentation 131, or the joining element 49 is fitted through embedded bolts projected from the indentations 131 and tightened with nuts (not shown).
  • connection of a plurality of blocks B 1 can also be achieved with only one of the connection rod 47 and the joining element 49.
  • Reference numeral 50 is an elastic pad made from hard rubber. This elastic pad is fixed on the bottom face of the side walls 13, has moderate cushioning and enhances installability to the roadway surface 11 or drainage when raining.
  • Reference numeral 51 is a joining element cover formed in a bellow shape.
  • This joining element cover has the vertical profile of convex, which is the same as that of the block B 1, and comprises: side cover portions 511 on both sides of the joining element; a top cover portion 512 that extends between the side cover portions 511; and a stepped cover portion 513 located at the both shoulders of the top cover portion. The outer edge is fixed at one end of the block B 1 with screws.
  • Reference numeral 52 is a rotatable warning light attached on top of the guard fence 45.
  • the warning light informs drivers that the separation device S1-S6a, S6b formed as shown in Figs. 38-43 starts moving or is working, or the separation device S1-S6a, S6b is reversible.
  • reference number 462 is a bolt and nut for connecting the unit U1-U4.
  • the joining element 19 extended from the vehicle frame 18 is connected with an adjacent joining element 19 with the bolt and nut 462, or a joining element 27 extended from the table frame 16 and the joining element 19 are connected with an adjacent joining element 27 and an adjacent joining element 19 respectively with a connecting bolt 463.
  • a wheel 53 of the transverse motion capable vehicle D1 shown in Fig. 17 has a hard-rubber wheel portion 531 in the center of the wheel, and a tapered wheel portion 532 in a truncated-cone shape in the side.
  • This wheel 53 is used instead of the wheel 20, 21 of the transverse motion capable vehicle D1 of the unit U1-U3, and a fixation base P3 (hereinafter referred to as the third base) having a rectangular shape is placed along the lane line V1, V2
  • reference numeral 54 is a rail for guiding the wheel 53.
  • the rail 54 is formed in the front, rear and center position of the third base P3 in a side-to-side direction, one end of the rail 54 has a wide-mouthed portion opened in the shape of a horn aperture, and the other end is closed.
  • engagement portion 57 having an engagement rod 42a, 42b and a groove 41a, 41b in the top portion 403 raised as is the same case with the second base P2.
  • the groove of the rail S4 and the roadway surface 11 are formed substantially flush by making the base P3 raised from the roadway surface 11 to some extend.
  • the rubber wheel portion 531 faces a wide-mouthed portion 541 of the third base P3, and a tapered wheel portion 532 rolls the guiding edge 542 of the rail 54 through the wide-mouthed portion 541.
  • the positioning of the unit U1-U3 when getting on the third base P3 is secured, and the displacement of the location of the unit U1-U3 caused by its reciprocal movement is prevented or corrected.
  • the unit U1, U2 secures clamping engagement in place.
  • a wheel 55 shown in Fig. 18 has a discal-collar wheel portion 551 formed in the center of the wheel, and a tapered wheel portion 552 formed in the sides of the wheel.
  • This wheel 55 is used instead of the driving wheel 20 of the transverse motion capable vehicle D1 of the unit U1-U3, a fixation base P4 (hereinafter referred to as the fourth base) of the unit U1-U3 is extended across the width between the lane lines V1 and V2 as shown in Fig.20.
  • a fixation base P4 hereinafter referred to as the fourth base
  • reference numeral 56 is a guide rail formed in a direction transverse to the traffic lane.
  • the color wheel portion 551 of the wheel 55- is fitted into the guide rail 56.
  • the unit 1-3 moves transversely between the lane lines V1 and V2 by rolling the tapered wheel portion 552 along the guiding edges 561 of the guiding rail 56.
  • a gear 58 is shown as a driving wheel 20 of the transverse motion capable vehicle D1.
  • the gear 58 comprising a gear portion 581 in the center of the gear, and a tapered wheel portion 582 formed in the sides of the gear.
  • a fixation base P5 (hereinafter referred to as the fifth base) of the unit U1-U3 is extended across the width between the lane lines V1 and V2.
  • a rack rail 59 having a pin rack 591 is formed in a direction transverse to the traffic lane, and a engagement portion 57 similar to the aforementioned engagement portion is formed in the both ends of the fifth base P5.
  • the driving gear 58 may be mounted on the axle 201, which is the same shaft the driving wheel 20 is mounted on.
  • the driving gear 58 of the transverse motion capable vehicle D1 is engaged with and rolled on the pin rack 591 placed on the roadway surface 11, and the unit U1-U3 thus moves transversely between the lane lines V1 and V2.
  • the guiding rail 56 of the fourth base P4 and the rack rail 59 of the fifth base P5 are designed for installing the unit U1-U3 on a road lining inclination in a traffic lame direction or in a lateral direction to the lane, and thus secure that the unit U1-U3 reciprocally moves between lanes on a predetermined track without sliding downward.
  • the guiding rail 56 of the fourth base P4 and the rack rail 59 of the fifth base P5 enable the unit U1-U3 installed in the separation device S1-S6a, S6b to reciprocally move on a predetermined track.
  • the unit U1, U2 can also securely clamp the engagement portion 57 formed in both ends of the base P4, P5.
  • the block B2 shown in Fig 27 closes one of the front and rear ends to form an end wall portion 60, the front part of which is arcuate, and an arcuate barrier portion 141 is integrally formed over the front part of the top member portion 14.
  • This block B2 is attached to the foremost portion of the separation device S4, S6a, S6b, or the front or rear of the rearmost portion of the unit U1 as shown in Figs. 41 and 42.
  • the single product may be placed as a lane line block of the front of a central division H1, H2 or the rear of a central division T1, T2 as shown in Figs. 38-40.
  • linking device 26 lifting and lowering the table frame 16 as a driving mechanism, wherein a rotating shaft 25 with a thread where the front half and the rear half are opposite is threaded to a nut 34 orthogonally placed on the bottom of the main link 28, and is forward/reverse rotated.
  • a Lifting motor M2 and a linear head (equivalent to reference character G2) of a pinion mechanism are combined, a linear guide (equivalent to reference character 25) in place of the rotating shaft 25 passes through the linear head, the linear guide is moved linearly in a back and forth direction, and thus the table frame 16 supported by the linking device 26 can be lifted and lowered.
  • the main link 28 and the sub link 30 are each configured with a pair of side frames spaced apart with the spacers 291-294; however they can be pressed-molded-products, in which the side frames are integrally cast in a U-shape of the vertical section.
  • the length of the vehicle frame 18 and the table frame 16 is about 4m so that the module of the movement device K1-K4 can be transported by ordinary trucks. However, it may be about 5-8m or about 10m if a large truck having a long body can be used for carrying them.
  • the block B1 is 1 m in length; however it may be a channel steel of about 2m or 60cm in length.
  • vehicle frame 18 is formed as a channel steel of 40cm in with in the above case, it may be a vehicle frame 61, 62 as shown in Fig. 24 or 25.
  • holder frames 612; 613 for the wheels 20, 21 respectively are projected orthogonally to the main frame 611 at the front; rear and center position.
  • the ends of the holder frames 612, 613 each bear the wheel 20, 21.
  • the vehicle frame 62 shown in Fig. 25 comprises folder frames 612, 613 are projected to intersect to the main frame 621 of an H-steel or an I-steel.
  • reference numeral 132 is a notch formed in the side wall 13 of the block B1.
  • the notch 132 faces one end of the holder frame 612, 613 as shown in Fig. 26, so that the wheel-base of the wheel 20, 21 is made longer, the stability when running is enhanced.
  • the notch 132 of the block B1 allows the ends of the holder frame 612, 613 of the vehicle frame 61, 62 to lift and lower, thereby the width of the median strip can be narrowed, and the wheel base between the left wheel 20, 21 and the right wheel 20, 21 of the traverse motion capable vehicle D1, D2 is made longer, and the stability when running is secured.
  • reference numeral 63 is a crawler belt 63 put across the driving wheels 20.
  • crawler belt 63 By providing the crawler belt 63 in the transverse motion capable vehicle D1 of the unit U1-U3, its grounding property to the roadway surface 11 improves when running, and it provides advantage to deal with the irregularity of the roadway surface 11.
  • a top member portion of the Block B1 is integrated with a barrier portion 142 raised in a projection.
  • the block B3 is an integrally molded product of about 60cm in width, about 80cm in height and about 450-500kg in weight so that its stability and the barrier function are enhanced when the block B3 is placed on the roadway surface 11.
  • a unit may be made by combining the block B having relatively low height and the block 3 having tall walls, or by combining the block 331, B2 and a guard fence 45.
  • guard fence 45 instead of attaching the guard fence 45 on the block B1, a guard rail, guard pipe, guard cable, anti-glare fence or the like can be attached on the block B1.
  • the separation device S1-S6a, L6b is configured by installing the unit U1-U4 in appropriate positions.
  • a unit 300a, 200a-200c, 100 maybe installed in a lane shifting section Y1, Y2-Yn or a transition section X1, Z1, Z2-Zn of the separation device S1-S6a, S6b as shown in Figs. 38-43, depending on the length of a reversible lane section L1-L6a, L6b or the transition section, the width of the traffic lane, or the degree of curving of the lane shifting section.
  • two linking devices 26 supports two blocks B1, and moves them up and down.
  • the two linking devices 26 are mounted in an opposite direction to the above case.
  • two linking devices 26 are mounted on the 2-meter-long transverse motion capable vehicle D2 in a longitudinal direction, the linking devices 26 facing each other, two blocks B1 is fixed on and covers the table frame 16, one or two casters 64 are attached to the back side of the vehicle frame 18 at the center, or at the front and rear portion, trailing wheels 21 are attached to the back side of the vehicle frame 18 at the sides so that the non-self-running unit 200b is rotatable about the trailing wheels 21.
  • This unit is incorporated in a place where it follows and trails the unit U1-U3, mainly in a transition section where drivers smoothly change lines. This is useful to adjust the line shape and the intervals of units because it allows the traffic lane separation unit to be rotatable in a relatively short span.
  • a non-self-running unit 200c (U4) in Fig. 33, two blocks B1 are supported by two linking device 26 so that it is movable up and down.
  • a left-and-right pair of the trailing wheels 21 is attached to the back side of the transverse motion capable vehicle 18 in a longitudinal direction.
  • anon-self running unit 100 shown in Figs. 30 and 31, a pair of linking devices 26 placed on the one-meter-long transverse motion capable vehicle D2 in a longitudinal dirction liftably and lowerably support the block B1, the trailing wheel 21 are born at the left and right positions of the center of the back side of the transverse frame 18.
  • a self-running unit 400e (U3) shown in Fig. 35, two of four blocks B1 fixed on the table frame 16 are supported by a pair of opposed linking devices 26 placed on the front part of the vehicle frame 18, and the other two of four blocks B1 are supported by a pair of opposed linking devices 26 placed on the rear part of the vehicle frame 18. Further, the self-running unit 400e is operated by either of a lifting motor M2 having a reduction gear G2 or a lifting motor M2 having a linear box of pinion mechanism, both of which are placed between a pair of opposed linking devices 26.
  • the unit 400e when the unit 400e is incorporated at the front, end or intermediate position, or the foremost or the rearmost position of the lane shifting section Y1, Y2-Yn, Ym of the separation device S1-S6a, S6b, clamping devices C1, C2 are incorporated in the front and rear part of the protective wall movement device K1, K2, and the unit 400e is stably placed on the lane line V1, V2 except when the separation device S1-S6a, S6b operates.
  • This is envisaged for a unit U1-U3 having a long size of more than several meters, or for a block B1-B3 having the weight of more than several hundreds of kilograms.
  • a lifting device J2 shown in Fig. 37 namely a X-shaped linking device 65 supports four blocks B1 fixed on and covering the table frame 16.
  • a main link 66 and a sub link 67 are connected in a shape of the letter X, the top end of the sub link 67 supports a roller 68 with a pin 681, and the roller 68 rolls in the groove of the table frame 16.
  • the clamping device C1, C2 is installed in the movement device K1, K2, depending on the position where the unit 400f is installed.
  • the lifting device J1, J2 comprises the linking device 26, 65 in an up-side down form of a letter y or in a form of a letter X, and its drive system; however, a lifting device J3 in place of the lifting device J1, J2 can be made as an electric jack 71.
  • reference numeral 72 is a casing.
  • a lifting motor M3 is fixed on one of the side wall of the casing 72.
  • Reference numeral 73 is an outer cylinder forming internal thread. This outer cylinder is liftably fitted into the casing 72.
  • Reference numeral 74 is a screw shaft forming an external thread. This screw shaft 74 is threaded in the outer cylinder 73.
  • the driven bevel gear 75 is rotatably attached at a shank 751 of the bottom of the shaft 74.
  • a bearing 76 is fitted into the driven bevel gear 75.
  • Reference numeral 77 is a driving bevel gear fixed to an output shaft 771 of the lifting motor M3. This driving gear 75 is engaged with the driven bevel gear 75.
  • Reference numeral 78 is a roof fixed to the upper end of the outer cylinder 73. A base 721 of the casing 72 is fixed to the vehicle frame 18 of the transverse motion capable vehicle D1, D2, and the roof 78 is fixedly fitted on the table frame 16.
  • the electric jack 71 of this embodiment can be incorporated in the unit U1-U4 instead of the linking device 26, 65.
  • a self-running unit 400g (U3) shown in Fig. 47, two electrically operated jacks 71 are placed on the 4-meter lenght transverse motion capable vehicle D1 including a running device Q, at intervals in a longitudinal direction, the table frame 16 is put across the jacks 71, and four blocks B1, B3 are fixed to and cover the table frame 16 of the movement device K3.
  • a self-running unit 300b (U3) shown in Fig. 48, three blocks B1, B3 are configured to be moved up and down by fore and rear two electrically operated jacks 71.
  • a non-self-running unit 200d (U4) shown in Fig. 49, two blocks B1, B3 are configured to be moved up and down by one electrically operated jack 71.
  • the clamping device C1, C2 is also installed in the movement device K1, K2, depending on the position where the unit is installed.
  • first separation device fifth separation device movable traffic lane separation device S1-S5a, S5b (hereinafter referred to as, first separation device fifth separation device) that is suitable for alleviate or solving traffic congestions where a grade intersection is a bottle neck, is explained below in each device as shown in Figs. 38-41, which adopt a left-hand traffic.
  • the movable traffic lane separation device basically requires at least three lanes in both directions: however, in the case of a roadway having only two lanes in both directions, a section from an intersection toward the roadway upstream and/or the roadway downstream needs to be defined in three lanes or widened to three lanes.
  • reference character A1 is a subject grade intersection of the roadway downstream. In many cases, such a grade intersection is controlled by traffic signals.
  • Reference character H1 is the front portion of a central division where opposed lanes are separated immediately before the intersection A1 (hereinafter referred to as the front division). The front division is fixed by shifting the width of approximately half a lane one lane from the road center to the other way.
  • the light-turn lane F1 preferably has a fixed length that is able to meet the normal amount of traffic except a period of congestion, for example, 10-20m at the shortest and 40-50m at the longest.
  • Reference character N2 is a central division which separates the directions in the roadway upstream section (hereinafter referred to as the upstream division).
  • a reversible lane section L1 is formed between the front division H1 and the upstream division N2.
  • Traffic lane lines V1, V2 are formed in substantially parallel with substantially one lane spaced apart.
  • a first end of the lane line V1 is merged to a first end of the lane line V2 by obliquely extending the first end of the lane line V1 to one end of the front division H1.
  • the lane line V1 and the lane line V2 are merged together by obliquely extending the ends of the both lines V1 and V2 to one end of the upstream division N2.
  • the first ends and the second ends of the lane lines V1 and V2 are referred to as a first merging point Va and a second merging point Vb respectively, and a section between the lane lines V1 and V2 is a reversible lane Fa.
  • a reversible lane section L1 consists of three sections: a first transition section X1, a lane shifting section Y1 and a second transition section Z1.
  • a plurality of the units U2-U4 is adequately installed on the lane line V1, V2 and joined together end-to-end.
  • a transition device X1S which is a traffic lane separation device bendable in a polygonal line, is assembled in a transition section X1 on the lane line V1.
  • the transition device X1S consists of: a front unit 400d (U4) as a front portion thereof; at least one intermediate unit 400c (U3) following the front portion; and a tail unit 400c (U3).
  • the front unit 400d (U4) is connected to the front division H1, or to one of the blocks B1 and B3 fixed to the rear end of the front division H1.
  • a transition device is assembled by bendably connecting: one of a unit 200b (U4) shown in Figs. 28 and 29 and a unit 200c (U4) shown in Fig- 33; and a plurality of units 200a (U3) shown in Fig. 34.
  • a transition device is assembled by bendably connecting a unit 100 (U4) shown in Figs. 30 and 31 and a unit 300a (U3) shown in Fig. 32 alternately to be a stepped formation in a top plane view.
  • a lane shifting device is assembled on the lane line V1 of the lane shifting section by joining a front unit 400b (U2), a plurality of intermediate units 400c (U3) and arear unit U2 together end to end along the roadway.
  • One end of the front unit 400b (U2) is bendably connected to one end of the rear unit 400c (U3) of the transition device X1S.
  • the unit 400b (U2) having a clamping device Cl is placed at the both ends of the lane shifting section Y1 S to secure the movement transverse to the traffic lane.
  • one of the first base P 1 and the third base P3 is placed on the lane lines V1 and V2, between which the unit U2 moves, or one of the fourth base P4 and the fifth base P5 is placed between the lane lines V1 and V2.
  • the lane shifting device Y1S is a line as shown in drawings, in many cases a roadway consists of linear sections and curved sections.
  • the unit U3 in the intermediate section of the lane shifting section, there is provided: the unit U3; the unit 400b (U2), which is excel in clamping fixation; and 400d (U4), which is capable to rotate for adjusting the line shape.
  • a rear transition device Z1S by bendably joining: the front unit U3, at least one intermediate unit U3, and the rear unit U4 in an order opposite to the order shown in Figs. 44 and 45.
  • One end of the front unit U3 of the transition device Z1S is bendably joined to one end of the rear unit U2 of the lane shifting device Y1S, and the other end of the rear unit U4 of the transition section Z1S is fixed to the front end of the upstream division N2 or fixed to a block fixed to one of the blocks B1 and B3 fixed to the front of the upstream division N2.
  • the first separation device S1 is movably formed with the front transition device X1S, the lane shifting device Y1S and the rear transition device Z1S.
  • the lifting motor M2 of each of the units U2-U4 which are placed on the lane line V1 is driven to rotate the rotation shaft 25 to lift the block B1 of each unit U2-U4 above the roadway surface 11.
  • the driving motors M1 each incorporated in each unit U2-U3 placed in the lane shifting section YlS are driven in synchronism to move each transverse motion capable vehicle D1 in parallel to the traffic lane.
  • the unit U4 is incorporated between the unit 2 aud the unit 3, the unit 2 and the unit 3 moves the unit U4 with adequate rotation.
  • the driving motors Ml of each unit U3 incorporated in the transition device X1S, Z1S are subsequently driven.
  • the driving motors Ml of the unit U3 is controlled by changing the number of revolutions or speed of revolutions of the driving motors M1 one another, or adding some time lag in the rotation of the drive wheel 20.
  • the unit 4 moves in a direction transverse to the traffic lane with adequate rotation.
  • the lane shifting device Y1 in the first separation device S1 moves in parallel from the lane line V1 in the first direction to the lane line V2 in the second direction, and consequently, as shown in Figs. 38, 44-46, the transition device X1S formed in polygonal line or in steps moves to the lane line V2 in the second direction to be substantially liner, and the rear transition device Z1S is polygonally merged to the central division N2.
  • the unit U2 is moved securely in place and fixed at the movable end thereof.
  • the lifting motor M2 of each unit U2-U4 is driven to release the clamping engagement between the clamping arm 35a of unit U2 and the engagement piece 42a of the base P1-P5 to lift the block B1, B3 of each unit U2-U4 above the roadway surface 11.
  • each transverse motion capable vehicle D1 moves in the direction transverse to the traffic lane with appropriate rotation by sequentially interconnectingly controlling the driving motors M1 of units U3 incorporated in the transition device X1S, Z1S.
  • the front transition device X1S is merged with the front division in a polygonal or stepped formation and the rear transition device Z1 S is merged with the rear central division in a polygonal formation on the lane line V1 as shown in Fig. 38 in a solid line.
  • the unit U2 incorporated in the lane shifting device Y1S clamps the engagement piece 42a of the base P1-P5 placed at the movable end of the unit U2, and the movement device K2-K4 of each unit U2-U4 is lifted and stored in the block B1, B3.
  • reference character T1 is a rear central division of the downstream section, which separates the directions immediately after the intersection. It is fixed by approximately one lane off the center of the roadway toward the first direction. In the downstream of the rear central division, a similar device to the first separation device S 1 is configured symmetrically.
  • the downstream section can alleviate or solve the traffic congestions drastically.
  • the lane shifting section 12 between the front division H1 and the upper division N2 is formed to be able to shift in two or more phases so that the length of the right-turn lane at the intersection A1 can be changed.
  • reference character R1 is a first-phase reversible line section, comprising the front transition section X1, the first lane shifting section Y1 and the intermediate transition section Z1, from the front of the first-stage reversible line section toward the rear (upstream) ofthe first-stage reversible line section.
  • Reference character R2 is a second-phase reversible lane section, comprising the transition section Z1, the second-phase lane shifting section Y2, and the rear transition section Z2.
  • the reversible lane section Rn is formed by repeating the above configurations to make the third and more phases reversible lane sections.
  • the reversible lane section L2 forms a group of: the front transition section X1; the line shifting section Y1, Y2-Yn; and the transition section Z1, Z2-Zn.
  • the units U2-U4 are joined together on one of the lane lines V1 and V2 ofthe reversible lane section L2.
  • the units U2-U4 are configured with the movement device K1-K4, and at least one block B1-B3 fixed to and covering the protective wall movement device K1-K4.
  • a group of the units U2-U4 incorporated in the first-phase reversible lane section R1 namely, the first-phase lane separation device R1S
  • a group of the units U2-U4 incorporated in the second-phase reversible lane section R2 namely, the second-phase lane separation device R2S
  • a group of the units U2-U4 incorporated in the third and further reversible lane sections Rn are sequentially movable from the line lane V1 to the line lane V2 in multiple phases to deal with a various length of traffic congestions.
  • the first separation device S1 or the second separation device S2 is also configured symmetrically in the downstream of the subject intersection as shown in Fig. 39.
  • reference character T2 is a rear central division (hereinafter referred to as rear division) separating the directions immediately after the intersection A2.
  • the reversible lane section L3 between the front division H1 and the feat division T2 forms in 2 phases or more as is the case with the second separation device S2, the length of the right-turn lane of the intersection A1 can be extended to the rear division T2, or shortened to deal with a variety of grade of traffic congestion.
  • Reference character H2 is a front portion of a central division immediately before the intersection A2 (hereinafter it is also called the front division).
  • the roadway is fixedly separated by the front division H1, H2 and the rear division T1, T2, it can be separated by a centerline (not shown).
  • the end block B2 is fixed to the rear of a front centerline, and the front of a rear centerline, and is connected to the end of the first separation device S 1 or the second separation device S2.
  • the front end and the rear end of the third separation device S3 each connect to the block B2. Thereby, the ends of the first separation device S1 - the third separation device S3 is made attractive.
  • Fig. 41 the front division H1 or the rear division T2 shown in Figs. 38-40 is made movable, and a reversible lane line section L4 is formed all the way between, the intersection A1 of the downstream section and the intersection A2 of the upstream section.
  • reference character-Ra is a reversible lane section of the foremost part, comprising a lane shifting section Ha immediately before a downstream intersection A1 and a transition section X1.
  • a lane shifting device Has of the front most part is configured on the lane V2 of the lane shifting section Ha so that the front unit U1, the intermediate unit U3, the rear unit U2 are joined from the foremost part of the downstream.
  • the rear end of the rear unit U2 is bendably joined to the front unit U4 (can be U3) of the transition device X1S shown in Figs. 44-46.
  • One ofthe first base P1 - the fifth base P5 is placed on the lane lines V1 and V2, or placed between the lane lines V1 and V2, which are movable ends of the front unit U1 or the rear unit U2.
  • Reference character Rb is a rearmost reversible lane, comprising a transition section Z1; and a lane sifting section Tb immediately after the intersection A2 of the upstream.
  • a rearmost lane shifting device TbS is configured with a front unit U2, an intermediate unit U3, a rear unit U1 from the downstream. The front end of the front unit U2 is bendably connected to the rear end of the rear unit U3, U4 of the transition section ZIS.
  • one of the first base P1-the fifth base P5 is placed on the movable ends of the front unit U2 and the rear unit U1 of the line shifting device TbS, or placed between the lane lines V1 and V2.
  • a traffic lane separation device RaS of the reversible lane section Ra of the foremost part and the lane separation device RbS of the reversible lane section Rb of the rearmost part are transversely moved from one of the lane lines V1 and V2 to the other, and thus secures the smoother traffic flow.
  • a one-phase reversible line section R1 is configured between the foremost lane shifting section Ha and the rearmost lane shifting section Tb in Fig. 41 as is the case with the third separation device S3 shown in Fig. 40
  • a multiple-phase reversible lane section R1, R2-Rn can be configured between them so that the length of the right-turn lane can be changeable to deal with the various level of traffic congestions.
  • botb of the foremost lane shifting section Ha and the rearmost lane shifting section Tb are configured to be movable in the fourth separation device S4, it is possible to make one of them movable and make the other to be the front division H1 or the rear division T2 shown in Figure 40.
  • reference character N1 is a central division separating the roadway downstream section (hereinafter referred to as downstream division) in two directions
  • reference character L5a is a reversible lane section immediately after an intersection A1 of the downstream section and comprises a transition section Za and a rear lane shifting section Ta.
  • a downstream transition device ZaS is assembled in a transition section Za by joining a front unit U4, an intermediate unit U3 and a rear unit U3 from the down stream division N1 toward a lane line V1 as shown in Fig. 44 and 45.
  • a downstream lane shifting device TaS is assembled on the lane line V1 of a lane shifting section Ta by joining a front unit U2, an intermediate unit U3 and a rear unit U1.
  • One of the first base P4-the fifth base P5 is placed at the movable end of the front unit U2 and the rear unit U1 of the lane shifting device Tas, or placed between the lane lines V1 and V2.
  • the fifth separation device S5a is configured immediately after the down stream intersection A1.
  • Reference character N3 is a central division separating the directions in a roadway upstream section (hereinafter called as upstream division).
  • Reference character L5b is a reversible lane section immediately before an upstream intersection, comprising a front lane shifting section Ha and a transition section Xa.
  • An upstream lane shifting device HaS is assembled on a lane line V2 of the lane shifting section Ha by joining a front unit U1, an intermediate unit U3 and a rear unit U2.
  • An upstream transition device XaS is assembled in a transition section Xa by joining a front unit U1, an intermediate unit U3 and a rear unit U4 from the lane line V2 toward the upstream division N3.
  • One of the first base P1 the fifth base P5 is placed at the movable end of the front unit U1 and the rear unit U2 of the lane shifting device HaS, or placed between the lane lines V1 and V2.
  • A2 moves correspondingly.
  • the traffic lane separation device configured in a reversible traffic lane section Lp reversibly moves from a lane line V1 to a lane line V2 across the section.
  • gaps of half a lane - one lane are formed between the ends of the reversible traffic lane section Lp and normal traffic lane sections.
  • the fifth separation device S5a, S5b is configured in the downstream section and the upstream section of the existing device Sp as shown in Fig. 42, and is moved correspondingly as the existing device Sp is moved by a transfer vehicle 10.
  • the fifth separation device S5a, S5b is utilized as a complement device to solve the complication of the traffic between the ends of the existing device and the normal traffic lanes.
  • Reference numeral 69 is a connecting member such as a wire, a chain and a guard pipe.
  • the connecting member connects each block B of the ends of the existing device Sp to the rear unit U1 of the lane shifting device TaS and the front unit U1 of the lane shifting device HaS. Thereby it prevents the existing device Sp from moving in an unexpected direction when the front part or rear part of the existing device Sp is hit by a car.
  • a movable traffic lane separation device (hereinafter referred to as the sixth separation device S6a, S6b), which is suitable for alleviating or solving traffic congestions where an interchange is a bottle neck, is explained below based on schematic plan views shown in Fig. 43.
  • reference characters E1, W1 are an exit and an entrance of the first direction near an interchange respectively, and E2, W2 are an exit and entrance of the second direction respectively.
  • An intermediate central division Na separating the directions of the roadway is provided between the exits E1, E2 and the entrance W1, W2.
  • a reversible traffic lane section L6b of the road upstream shown in from the right of the top to the bottom of the middle of Fig. 43 is formed between the central division separating the road upstream section (hereinafter referred to as upstream division) and the intermediate division Na, while a reversible traffic lane section L6b of the road downstream shown in the left of the middle to the top of Fig. 43 is formed between the intermediate division Na and a central division separating the directions of the road downstream section (hereinafter referred to as downstream division).
  • the upstream sixth separation device S6b is configured on one of a lane line V1 and V2 in the reversible traffic lane section L6b of the upstream of the intermediate division Na, in two or multiple phases, as is the case with the third separation device S3 shown in Fig. 39 or the fourth separation device S4 shown in Fig. 40.
  • the downstream sixth separation device S6a is configured on one of the lane lines V1 and V2 in the reversible traffic lane section L6 of the downstream of the intermediate division Na, symmetrically to the sixth separation device S6b, in two or multiple phases.
  • the rear part of the downstream division N1 and the front part of the upstream division N3 is made in a wedge shape to allow cars to change lanes smoothly.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
EP04716068A 2004-04-01 2004-04-01 Traffic lane separation unit, component member thereof, and mobile traffic lane separation device Withdrawn EP1798341A1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2004/004815 WO2005083182A1 (ja) 2004-04-01 2004-04-01 車線分離ユニットとその構成部材並びに移動式車線分離装置

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EP1798341A1 true EP1798341A1 (en) 2007-06-20

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EP04716068A Withdrawn EP1798341A1 (en) 2004-04-01 2004-04-01 Traffic lane separation unit, component member thereof, and mobile traffic lane separation device

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EP (1) EP1798341A1 (ja)
JP (1) JP3951250B2 (ja)
WO (1) WO2005083182A1 (ja)

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CN107988956A (zh) * 2017-11-21 2018-05-04 浙江工业大学 一种基于角度传感器和绝对编码器的车道变更装置及方法
CN113406921A (zh) * 2021-06-23 2021-09-17 哈尔滨工业大学 一种交互式可升降中央分隔带及其控制方法

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CN108831154A (zh) * 2018-09-12 2018-11-16 陈子龙 基于Xduino的智能节能道路避堵方法及系统
CN111996954A (zh) * 2020-08-11 2020-11-27 王仁强 一种安全防护用道路桥梁边侧防护栏

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Publication number Priority date Publication date Assignee Title
CN107988956A (zh) * 2017-11-21 2018-05-04 浙江工业大学 一种基于角度传感器和绝对编码器的车道变更装置及方法
CN113406921A (zh) * 2021-06-23 2021-09-17 哈尔滨工业大学 一种交互式可升降中央分隔带及其控制方法
CN113406921B (zh) * 2021-06-23 2021-11-26 哈尔滨工业大学 一种交互式可升降中央分隔带及其控制方法

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WO2005083182A8 (ja) 2005-10-27
JP3951250B2 (ja) 2007-08-01
WO2005083182A1 (ja) 2005-09-09

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