JPWO2005083182A1 - Lane separation unit, its components and mobile lane separation device - Google Patents

Abstract

A lane separation unit U1 to U4 in which one or more of the protection wall blocks B1 to B3 are covered and fixed to the protection wall movable devices K1 to K4. In the case of the movement device K3, the lane separation units U1 to U4 reciprocate in the lane crossing direction. Elevating devices J1 to J3 for raising and lowering the blocks B1 to B3 are incorporated into a traversing carriage D1 provided with the traveling device Q. In the case of the movable devices K 1 and K 2, an elevating device that raises and lowers the block and a clamp device C 1 and C 2 that fixes the block to the road surface 11 are incorporated in a traverse carriage that includes a traveling device that reciprocates in the lane crossing direction. In the case of the movable device K4, an elevating device that raises and lowers the block is incorporated in the traversing carriage D2 that moves in the lane crossing direction. By organizing these self-propelled units U1 to U3 and non-self-propelled unit U4 flexibly, it is possible to obtain a mobile lane separator that is practical and capable of handling various road conditions and various short and long traffic conditions. It contributes to the mitigation and elimination of traffic congestion caused by flat intersections and interchanges as bottlenecks.

Description

  The present invention relates to a self-propelled or non-self-propelled lane separation unit, a protective wall block and a protective wall movable device constituting the unit, a fixing device and a guide fixing device for the unit, and a reversible unit. The present invention relates to a mobile lane separator that is knitted so as to change freely.

Conventionally, in order to alleviate and eliminate traffic congestion, flexible guard fences such as guardrails and guard fences, and concrete protective wall blocks are used from the viewpoint of efficiently using the limited road width and number of lanes on existing roads. Organize a guard fence (hereinafter also referred to as a traffic barrier) with either or both of them as a main body, and move it to one of the lane boundaries in the longitudinal direction and move it to the other by about one lane A number of lane separators that reversibly shift in the field have been proposed.
First, it is equipped with "a structure in which a guide groove is formed in the crossing lane direction of a reversible lane section or a guide rail is laid and the traffic barrier is moved from one side of the lane boundary along the other side." , There is a transverse groove type (see, for example, Patent Documents 1 to 6 below).
Secondly, there is a so-called transfer transport type having a structure in which a large number of protective wall blocks are connected on the lane boundary line and are transferred to the other boundary line while being lifted by the transfer transport vehicle ( For example, see FIGS. 10A and 10B of Patent Document 4 and Patent Documents 7 to 12 below.
By the way, in the United States, the operation started from around 1988, about the actual condition report of the successful example of the congestion elimination by the practical device called “Quick-change Mobile Barrier” (abbreviated as QMB, product name), and its applicability to our country (For example, refer to the following non-patent documents 1 and 2).
This is a practical device (hereinafter referred to as an existing device) based on the “movable lane separator” shown in Patent Document 11 (same as Patent Document 8), which belongs to the category of transfer transfer type described above. 42, as shown in the reversible lane section Lp in the central portion of FIG. 42, the lane separation device Sp in which a large number of protective wall blocks B are connected and installed on one of the lane boundary lines V1 and V2, and the transfer conveyance vehicle 10 Become. Further, on the diagonal line of the transport vehicle 10, a guide frame having a roller is provided which is substantially S-shaped to roll and guide the neck portion of the block B.
Thus, the guide frame of the transport vehicle 10 traveling on the reversible lane Fa faces the guide frame of the block B installed on one boundary line V1 and pulls up, guides rolling along the frame, and then moves to the other boundary. By lowering on the line V2, the width of about one lane is reversibly changed.
If this existing device is objectively evaluated as the present inventor, it has a sufficient road width, for example, a road with 5 to 6 lanes or more in a round-trip lane, but there are still a number of daily traffic jams. Highway Occupancy Vehicle (hereinafter referred to as “HOV lane”) that operates over several kilometers or more in road sections that extend over km, or in the middle or roadside of the road, or for Japan's main buses In the case where the target is a lane, the fact that there is a merit of introducing the device is as shown in the past results.
Prior art document information list
US Pat. No. 2,143,433 US Pat. No. 3,391,620 U.S. Pat. No. 4,00485757 US Pat. No. 4,629,357 Japanese Utility Model Publication No. 64-42312 Japanese Utility Model Publication No. 6-56119 U.S. Pat. No. 4,474,503 U.S. Pat. No. 4,500,285 US Pat. No. 4,653,954 U.S. Pat. No. 4,881,845 Japanese Patent Publication No. 4-17246 Japanese Patent Publication No. 7-886 Akiyuki Miyauchi, Yukichi Kurosaki, “Knowledge for Traffic Congestion in the United States-Report on Survey on Visits to the US on Expressway Traffic Operations”, Expressway and Automobile, Japan, Japan Expressway Research Committee, 1996, 1996 August 1, 39, 8, p. 39-42 Kenji Shiiki, “Application of Mobile Mobile Guard Fence (QMB System)”, Expressway and Automobile, Japan, Highway Research Foundation, April 1, 2000, Vol. 43, No. 4, p. 25-28 Homepage, Mobile Medians Reliefon the move, [online], BARRIER SYSTEMS Inc. [Search July 19, 2002], Internet <URL: http: // www. barriersystemsine. com / #>

In the conventional lane separator, every time the traffic barrier is reversibly changed, a lane difference is formed in the vicinity of the boundary between the front and rear end portions of the reversible lane section and the normal section in the range of half lane to one lane.
For this reason, traffic in the vicinity of these boundaries is caused, and smooth traffic flow for traveling vehicles flowing into or out of the reversible lane section is obstructed.
Therefore, in the existing apparatus, every time the transport vehicle is driven, the laying work and repositioning work such as a traffic cone and a portable protective fence are artificially repeated while paying attention to safety.
In addition, the operation of carrying the transport vehicle itself from the storage garage to the upstream side or the downstream side of the reversible lane section and transporting it to the garage again after the work is repeated.
At that time, in order to avoid a collision with the transport vehicle crossing the road, it is necessary to temporarily stop the traveling of the vehicle or temporarily restrict the invasion of the vehicle.
In addition, since the existing device will raise the neck part of the block facing the guide frame on both sides of the transport vehicle and slide it down to the other side, the front and rear ends and the side of the vehicle body on the diagonal line of the transport vehicle will be , Drive in a state of slightly protruding into the adjacent lane.
Therefore, for a vehicle traveling in adjacent lanes in the vicinity of the front and rear portions of the traveling vehicle, particularly a traveling vehicle having a vehicle body width, the lane must be changed to avoid contact with the transportation vehicle.
Therefore, in order to take advantage of the existing equipment, the number of round-trip lanes must be at least 5 lanes. Roads with round trips of 3 to 4 lanes, or inflows and outflows at plane intersections with 2 round-trip lanes It is difficult to apply to the majority of existing roads that have around 3 lanes in the vicinity.
In addition, traffic jams that occur in sections of several pick-up meters to several hundred meters, for example, where plane intersections of ordinary roads are bottlenecks, are not only in Japan, but are regularly attracted throughout the world. It has been woken up, and the length of traffic jams during rush hours varies widely.
The constant placement of workers, including transport vehicle drivers, in such traffic jams is rarely significant in terms of cost-effectiveness, efficiency, labor saving, etc. required for operation and maintenance of the equipment. It is. And it is difficult to deal with sudden traffic jams outside of rush hours.
In addition, in the existing apparatus, in order to transfer a lane width of about 3 m at the maximum, a reversible lane section extending over a short length of about 1 km and a long length of about 16 km (disclosed in Non-Patent Documents 1 and 2 above). ) Is reversibly changed by driving the transport vehicle at a speed of about 4 to 8 km / h.
However, traffic jams at intersections on regular roads tend to vary in length from day to day due to factors such as time of day and season. Is inefficient.
Thus, the conventional apparatus actually has the above-mentioned problems in its smooth operation, and cannot cope with various road conditions and traffic jams in an almighty manner.
On the other hand, in the case of the transverse groove type, the traffic barrier is formed mainly of a flexible guard fence, and the main purpose is to separate the round-trip lane by the guard fence, and the collision vehicle that has lost control is off-road or oncoming lane. There are few considerations regarding securing the original function as a traffic barrier, such as preventing the vehicle from running away or restoring the colliding vehicle in a normal traveling direction.
In that regard, in the case of existing equipment, demonstrating that it is useful as a semi-rigid protective fence that combines the characteristics of a rigid protective fence and a flexible protective fence by knitting the protective wall block long. Although it is described (described in Non-Patent Document 2 above), it lacks consideration for a vehicle collision near the front end or rear end of the device, and the lane separation near the boundary with the normal section is a traffic cone or a portable type. Needless to say, the guard fence is resistant to vehicle collision.
By the way, the road's plane alignment is composed of various combinations of three elements: straight lines, circles, and curves, and the road's vertical alignment includes flat ground, slopes, up and down, and slopes in the transverse direction. There are many different combinations of road surfaces.
Therefore, in the present invention, in providing a mobile lane separation device (hereinafter referred to as the present device) suitable for solving one or more of the above technical problems, it is an opportunity to deal with various road conditions and various short and long traffic conditions. To provide a lane separation unit (hereinafter referred to as a unit) capable of coping with changes.
In addition, as a single product having compatibility, a protective wall block (hereinafter referred to as a block) provided for lane separation and boundary use, and a protective wall movable device (hereinafter referred to as a movable device) also provided for single distribution as a component of the unit. )I will provide a.
In addition, the unit to be installed in the main part of this device is fixed and installed on the road surface so that it cannot move, or the unit is installed in a fixed position, and the unit is securely connected from one side of the lane boundary to the other. There is provided a guide fixing device for a unit suitable for moving and guiding and fixing on a boundary line of a moving end portion thereof.
The present invention provides a number of modes of the present invention that are practical and have a configuration in which the unit and its components are assembled on a lane boundary line of a reversible lane section and knitted in a reversible manner.

The invention of the lane separation unit and its effect The present invention is a unit U1 to U4 formed by covering and fixing one or more of the blocks B1 to B3 to the movable devices K1 to K4,
In 1st invention regarding the said unit, the raising / lowering apparatus J1-J3 which raises / lowers the said blocks B1-B3 is integrated in the traversing carriage D1 provided with the traveling apparatus Q which reciprocates to the lane crossing direction about the structure of the said movable apparatus K3. Then, by operating the lifting devices J1 to J3, the blocks B1 to B3 are levitated from the road surface 11, installed on the road surface 11, and the movable device K3 is lifted inside the blocks B1 to B3. A self-propelled unit U3 configured to be pulled downward is provided.
In the second invention of the unit, the movable devices K1 and K2 are arranged in a traversing carriage D1 having a traveling device Q that reciprocates in the lane crossing direction, and elevating devices J1 to J3 that raise and lower the blocks B1 to B3, and blocks The clamp devices C1 and C2 for fixing B1 to B3 to the road surface 11 are incorporated, and the blocks B1 to B3 are lifted from the road surface 11 or installed on the road surface 11 by operating the lifting devices J1 to J3. Self-propelled units U1 and U2 configured to lift and move the movable devices K1 and K2 inside the blocks B1 to B3 to be clamped or to lower and release the clamps are provided.
In the third invention of the unit, the structure of the movable device K4 is constructed by incorporating lifting devices J1 to J3 for raising and lowering the blocks B1 to B3 into a traversing carriage D2 that moves in the lane crossing direction. By operating, the blocks B1 to B3 are levitated from the road surface 11 and installed on the road surface 11, and the movable device K4 is lifted inside the blocks B1 to B3 or lowered downward, so that the self-propelled unit Provided is a non-self-propelled unit U4 configured to turn or move in a traversal manner depending on the transverse movement of U1 to U3.
Therefore, by arranging the units U1 to U4 of the above 3 to 4 modes flexibly, a mobile lane separation device with a high practicality capable of dealing with various road conditions and various short and long traffic conditions can be obtained. Contributes to the mitigation and elimination of traffic congestion due to the bottleneck at the interchange.
Further, by operating the lifting devices J1 to J3 incorporated in the units U1 to U4, the movable devices K1 to K4 are lifted from the road surface 11 inside the blocks B1 to B3, so that the road surface for each unit U1 to U4. 11 to increase the installation effect.
Further, in the case of the units U1 and U2, it is not necessary to incorporate a drive system for operating the clamp devices C1 and C2, and the interlock devices are operated in conjunction with the lifting devices J1 to J3. Therefore, it can operate efficiently without being complicated, and can be clamped and fixed to the road surface 11 effectively at the time of installation.
Further, the movable devices K1 to K4 and the blocks B1 to B3 can be transported to the construction site, and can be easily assembled and integrated at the site.
The invention of the protective wall block and its effect The first invention relating to the block is that the left and right side wall portions 13 provided with the installation surface on the road surface 11 and either the top wall portion 14 or the barrier portion 141 formed straddling the upper position therebetween. These blocks B1 to B3 are characterized in that the blocks B1 and B3 are configured as a space portion 12 having front and rear end portions thereof opened in communication and having a bottom portion opened.
The second invention relating to the block B2 is a space portion in which either one of the front and rear end portions of the block B2 is closed in an arc shape, the other end portion is opened in a communicating state, and the bottom portion is opened. 12 is a feature.
By using the blocks B1 to B3 having such a simple configuration, manufacturing is easy and cost reduction by mass production is possible. Moreover, it can be used for independent distribution as a single product for lane separation and terminal with compatibility.
Further, if the coupling joints 19 and 27 are provided in the movable devices K1 to K4, there is no need to provide the joints 19 and 27 at the end portions of the blocks B1 to B3, which contributes to reduction of the block molding cost.
The invention of the moving device for the protective wall and its effect The first invention relating to the moving device K3 incorporates elevating devices J1 to J3 for raising and lowering the blocks B1 to B3 in a traversing carriage D1 having a traveling device Q that reciprocates in the lane crossing direction The table frame 16 is handed over to the lifting devices J1 to J3 in the front-rear direction, and the blocks B1 to B3 are straddled and supported on the frame 16.
The second invention of the movable devices K1 and K2 is a traversing carriage D1 provided with a traveling device Q that reciprocates in the lane crossing direction. Lifting devices J1 to J3 for raising and lowering the blocks B1 to B3 and the blocks B1 to B3 on the road surface. Clamping devices C1 and C2 for fixing to the 11 side are incorporated, the table frame 16 is passed in the front-rear direction to the lifting devices J1 to J3, and the blocks B1 to B3 are straddled and supported by the frame 16 It is characterized by that.
In the third invention of the movable device K4, the elevating devices J1 to J3 for raising and lowering the blocks B1 to B3 are incorporated in the traversing carriage D2 moving in the lane crossing direction, and the table frame 16 is passed to the elevating devices J1 to J3 in the front and rear direction. The frame 16 is constructed so as to be laid over and supported by the blocks B1 to B3.
By using the movable devices K1 to K4 having such a simple configuration, manufacturing is easy and cost reduction by mass production is possible. In addition, since the table frame 16 is passed to the lifting devices J1 to J3, one or more of the blocks B1 to B3 can be easily covered and fixed after transportation to the site, and the assembly work is saved.
The invention of the fixing device of the unit and the guide fixing device and the effect thereof The invention relating to the fixing device lays the fixed bases P1 to P3 at the moving end of the units U1 to U3, and the bases P1 to P3 include the unit U1, The engagement pieces 42a and 42b with which the clamping devices C1 and C2 incorporated in U2 are engaged are configured.
1st invention regarding a guide fixing device attaches the wheel 53 provided with the rubber wheel part 531 and the taper wheel part 532 to the transverse cart D1 of the units U1-U3, and the lane boundary line V1 where the said units U1-U3 move reciprocally, A fixed base P3 is laid on V2, and on the base P3, a rail portion 54 that rolls and guides the wheel 53, and clamped devices C1 and C2 incorporated in the units U1 and U2 are engaged. 42a and 42b are configured.
A second invention of the guide fixing device is a lane boundary in which a wheel 55 provided with a saddle wheel portion 551 and a tapered wheel portion 552 is attached to the traversing carriage D1 of the self-propelled units U1 to U3, and the units U1 to U3 reciprocate. A fixed base P4 is laid between the lines V1 and V2, and a guide rail 56 that rolls the traversing carriage D1 in the lane crossing direction is formed on the base P4, and a lane boundary line V1 that intersects the rail 56, The engaged pieces 42a and 42b with which the clamping devices C1 and C2 incorporated in the units U1 and U2 are engaged are configured on V2.
The third invention of the guide fixing device attaches a drive gear 58 to the traversing carriage D1 of the units U1 to U3, and lays a fixing base P5 between the lane boundary lines V1 and V2 where the units U1 to U3 reciprocate, A rack rail 59 that meshes with the gear 58 is formed in the lane crossing direction on the base P5, and clamping devices C1, C2 incorporated in the units U1, U2 are disposed on the lane boundary lines V1, V2 intersecting the rail 59. The engaged pieces 42a and 42b to be engaged with each other are configured.
With these fixing bases P1 to P5, the units U1 and U2 including the clamping devices C1 and C2 are physically clamped and fixed on the boundary lines V1 and V2 of the moving ends.
Further, the positioning with respect to the units U1 to U3 entering the fixed base P3 is performed reliably, and the displacement of the installation position due to the repeated reciprocation of the units U1 to U3 is prevented.
Further, in the case of the fixed bases P4 and P5, particularly when the units P1 to P3 reciprocate on a slope on an upward slope or a downward slope, or on a road inclined in the transverse direction, it is connected to the boundary lines V1 and V2. It is possible to reliably guide the movement from one to the other, and to securely clamp at the moving end.
Invention of Mobile Lane Separation Device and its Effects The first invention relating to this device is to form reversible lane sections L1 and L4 into a rubbing section X1 at the head, a road section Y1 at the main body, and a rubbing section Z1 at the rear. Then, a large number of units U1 to U4 are connected and installed on the forward or backward lane boundary lines V1 and V2 of the reversible lane section, and the units U1 to U4 are connected to the movable devices K1 to K4 and the movable device K1. Consists of one or more blocks B1 to B3 covered and fixed to K4, and the group of units U1 to U4 incorporated in the road section Y1 is traversed from one of the boundary lines V1 and V2 to the other The group of the units U1 to U4 incorporated in the rubbing sections X1 and Z1 is configured to reversibly change to any one of a plane line shape such as a polygonal line, a stepped line, or a straight line. It is a sign.
The second aspect of the present invention is that the reversible lane sections L2 to L4, L6a, and L6b are divided into a rubbing section X1 at the head portion, and a section from the main body portion to the tail portion, followed by road sections Y1, Y2 to Yn, Ym. And rubbed sections Z1, Z2-Zn, and Zm are divided into a plurality of sections, and a large number of units U1-U4 are connected and installed on the lane boundary lines V1, V2 on the forward or return road side of the reversible lane section. In addition, the reversible lane section is configured to be reversibly movable in multiple stages.
In this way, by increasing the number of traffic lanes on either the outbound side or the return side, the increase in traffic demand is absorbed, and the number of lanes on the other non-congested side is reduced, resulting in a limited number of lanes. Contribute to alleviation and elimination of traffic congestion through effective use of roads.
Specifically, it can be installed on a road having about 3 to 4 lanes for round trips, or on a large number of existing roads having about 3 lanes for round trips in the vicinity of the inflow / outflow part of a plane intersection.
In particular, by smoothing the inflow of traveling vehicles from the road upstream section to the reversible lane section, and smoothing outflow of traveling vehicles from the reversible lane section to the road downstream section, the reversible lane section and the normal section A smooth round-trip traffic flow is ensured without incurring traffic in the vicinity of the boundary.
In addition, by making this device reversible and variable in multiple stages, it is possible to operate the device efficiently by coping with changes in the length of traffic jams.
In addition, the unit U4 at the head of the rubbing section X1 in the first and second inventions of the present apparatus is connected to the rear end of the central separation band N1 that reciprocally separates the road downstream section, or a plane intersection in the road downstream section. Connect the vicinity of the vehicle inflow to A1 to the rear end of the median strip H1 that has changed to the return path, or the rear end of the roadway center line that has changed the vicinity of the vehicle inflow to the plane intersection A1 to the return path. Connect to one of the fixed protective wall blocks B2.
Further, the rear unit U4 of the rubbing section Z1, Z2 to Zn is connected to the front end of the central separation band N2 that reciprocally separates the upstream section of the road, or the vicinity of the vehicle inflow section from the plane intersection A2 of the upstream section of the road. The protective wall block B2 for the end portion that is connected to the front end portion of the median strip T2 that has shifted to the outward path or is fixed to the front end portion of the roadway center line that has shifted from the plane intersection A2 to the forward path side. Connect to one of the following.
This prevents the apparatus from running away due to a vehicle collision near the front end or rear end of the apparatus, and the entire apparatus exhibits utility as a semi-rigid protective fence.
In particular, if this device is connected to the rear end of the median strip H1 or lane center line where the vehicle inflow to the plane intersection A1 has changed to the return path side, turn right or turn left The normal standby length of the lane (in the case of the right-hand traffic system) is formed so that the vehicle standby lane length can be freely increased by the operation of this device. During rush hours, a surplus number of traveling vehicles are placed in the reversible lane of the increased standby lane length. Accommodate.
As a result, traffic congestion caused between a straight vehicle and a right turn or left turn vehicle is prevented, and a smooth traffic flow is ensured, thereby contributing to alleviation and elimination of traffic congestion with a plane intersection as a bottleneck.
In addition, the unit U4 at the head of the rubbing section X1 in the first and second inventions of the present apparatus is connected to the rear end of the central separation zone Na that reciprocally separates the exit and entrance from the interchange main road. The unit U4 at the tail of the rubbing section Z1, Z2 to Zn is connected to the tip of the central separation band N3 that reciprocates and separates the main road in the upstream section of the road.
In addition, the unit U4 at the tail part of the rubbing section X1 is connected to the front end of the intermediate separation zone Na that reciprocally separates the exit from the main road of the interchange and the entrance, and the beginning of the rubbing sections Z1, Z2 to Zm The unit U4 is connected to the rear end of the intermediate anchorage separation zone N1 that separates the main road in the downstream section of the road.
This contributes to the mitigation and elimination of traffic congestion caused by the toll gate and main entrance / exit at the interchange of the exclusive road for vehicles, that is, the traffic jam that propagates from the main road entrance to the upstream and downstream sections of the main road.
Further, the road section Ha is formed at the foremost part of the rubbing section X1 in the first and second inventions of the present apparatus, and the lane boundary line V1 of the reversible lane section Ra composed of the road section Ha and the rubbing section X1. , Units U1 to U4 are connected and installed on V2.
Further, a road section Tb is formed at the rearmost part of the rubbing section Z1 to Zn, and the units U1 to U4 are disposed on the lane boundary lines V1 and V2 of the reversible lane section Rb including the road section Tb and the rubbing sections Z1 to Zn. Are connected and installed.
Thereby, between the downstream intersection A1 and the upstream intersection A2 can be reversibly changed over the whole line, and a smoother traffic flow is ensured.
In the third aspect of the present invention, the reversible lane section L5a is divided into a rear rubbing section Za and a rearmost road section Ta, and the unit is placed on the lane boundary lines V1 and V2 of the reversible lane section L5a. U1 to U4 are connected and installed, and the unit U4 at the head of the rubbing section Za is connected to the rear end of the central separation band N1 that reciprocally separates the road downstream section.
In the fourth aspect of the present invention, the reversible lane section L5b is divided into a topmost road section Ha and a rubbing section Xa at the top, and on the lane boundaries V1 and V2 of the reversible lane section L5b. Units U1 to U4 are connected and installed, and the unit U4 at the tail of the rubbing section Xa is connected to the front end of the intermediate separation zone N3 that reciprocally separates the road upstream section.
Thereby, when the intersection between the intersections A1 and A2 is reversibly changed over the entire line, the vehicle inflow portion from the downstream intersection A1 and the vehicle inflow portion to the upstream intersection A2 are reversibly changed accordingly. Thus, traffic complications near the intersections A1 and A2 are prevented.
Further, when the fourth and fifth aspects of the present invention are formed near the boundary between the downstream section and the upstream section of the lane separation device Sp in which a number of the protective wall blocks B are connected, the upstream of the reversible lane section Lp. It demonstrates its usefulness as a complementary device that eliminates traffic complications near the side and downstream.
In such a case, the units U1 to U3 incorporated in the apparatus travel at a very slow speed, specifically, the apparatus moves about 1 lane about 1 lane at the earliest, about 5 to 10 minutes at the earliest, 30 minutes to 1 hour at the latest. By setting the degree, it is possible to reversibly change the entire device while allowing the vehicle to travel without restricting special traveling.
By providing the various devices described above, traffic congestion caused by long-standing road intersections and interchanges as a bottleneck is alleviated and resolved, and traffic accidents caused by traffic complications are prevented. At the same time, it will reduce the occurrence of traffic pollution due to traffic jams, reduce fuel consumption and waste of trip time, and broadly contribute to energy conservation and prevention of global warming.
As a result, the introduction and spread of this apparatus is promoted, and it contributes to the reduction of the maintenance cost after the introduction of the apparatus.

FIG. 1 is an exploded perspective view showing a self-propelled unit, a movable device in which an elevating device, a traveling device, and a clamping device are incorporated in a traversing carriage, four blocks mounted on the movable device, and a unit The cover of a connection part is shown.
FIG. 2 is an exploded perspective view showing a self-propelled unit without a clamping device.
FIG. 3 is a longitudinal front view of a unit to which a protection fence is attached, and shows a state in which a block is installed on the road surface and the entire movable device is lifted slightly from the road surface.
FIG. 4 is a front view showing a state in which the block is levitated from the road surface and the traversing carriage is movable.
5 and 6 are longitudinal side views of the unit including the clamp device, in which FIG. 5 shows a state where the block is installed on the road surface, and FIG. 6 shows a state where the block is lifted from the road surface. Show.
FIG. 7 is a cross-sectional plan view of the unit.
FIG. 8 is an exploded perspective view of the link device.
9 and 10 are longitudinal sectional front views showing the clamped state of the unit, in which FIG. 9 shows the clamped state with the engaged piece, and FIG. 10 shows the unclamped state. .
FIG. 11 is an exploded perspective view of the clamp device.
FIG. 12 and FIG. 13 are a cross-sectional plan view and a longitudinal side view showing a connecting portion of adjacent units.
14 and 15 are a perspective view and a cross-sectional side view showing a first example of a fixed base provided with an engaged piece, and are laid on a boundary line of a reciprocating end of a unit provided with a clamp device. Clamp the unit on the boundary line.
FIG. 16 is a perspective view showing a second example of the fixed base, in which a unit including both or either of the first and second clamping devices is clamped on the boundary line of the moving end. To do.
FIG. 17 and FIG. 18 are views showing an embodiment of a wheel of a traversing carriage and its fixed base.
FIG. 19 is a perspective view showing a third example of a fixed base having a rail portion and a clamped portion, and is laid on the boundary line of the moving end portion of the unit, and reciprocating the unit having wheels shown in FIG. Corrects misalignment that accompanies movement, and ensures the reliability of clamping.
20 is a perspective view showing a fourth example of a fixed base having a guide rail and a clamped portion, and is laid in the lane crossing direction between one and the other of the boundary lines, and includes the wheels shown in FIG. Ensures the reciprocal movement of the unit and the clamp fixing.
FIG. 21 and FIG. 22 are a side view and a front view showing a base provided with a driving gear and a pin rack incorporated in a traversing carriage.
FIG. 23 is a perspective view showing a fifth example of a fixed base provided with a rack rail and a clamped portion, and a reciprocating movement of a unit equipped with a drive gear shown in FIGS. 21 and 22 and a clamp device, Ensures secure clamping.
24 and 25 are perspective views showing modifications of the bogie frame.
FIG. 26 is a longitudinal front view showing a state in which the left and right end portions of the carriage frame shown in FIG. 25 are faced with notches formed in the side wall portion of the block.
FIG. 27 is a perspective view showing an end block.
FIG. 28 and FIG. 29 are longitudinal side views showing a non-self-propelled unit in which two blocks are mounted on a movable device and considering a turning property. Among them, FIG. 28 shows a block on a road surface. FIG. 29 shows a state where the block is lifted from the road surface.
FIGS. 30 and 31 are longitudinal side views showing a non-self-propelled unit equipped with a single block mounted on a movable device and provided with a turning ability. Among them, FIG. 30 shows the block on the road surface. FIG. 31 shows a state where the block is lifted from the road surface.
32 to 35 are longitudinal side views showing other embodiments of the unit. Among them, FIG. 32 shows a self-propelled unit that moves up and down three blocks with three link devices. 33 is a non-self-propelled unit that moves up and down by a pair of link devices with two blocks facing each other, and FIG. 34 has two pairs of link devices that are opposite to FIG. Each shows a self-propelled unit that moves up and down two blocks.
FIG. 35 shows a self-propelled unit that raises and lowers four blocks with a pair of link devices that are opposed to the front half and the rear half.
FIG. 36 is a vertical side view showing an outline of a self-propelled unit that lifts and lowers four blocks with four X-shaped link devices, and a clamp device is incorporated as necessary.
FIG. 37 is a longitudinal side view showing the main part of FIG.
38 to 42, in order to eliminate traffic congestion with a plane intersection as a bottleneck, a large number of self-propelled or non-self-propelled units are knitted in the longitudinal direction on one lane boundary of a reversible lane section. It is a top view which shows the whole outline | summary.
Among them, FIG. 38 shows that this apparatus is incorporated in a reversible lane section between a central separation zone that has turned to the right near the inflow of the vehicle to the target plane intersection and a central separation zone in the upstream section of the road. The case where the waiting lane length of the vehicle is freely changeable is shown.
FIG. 39 shows a case where the standby lane length of a right-turn vehicle can be changed in length by changing the reversible lane section in which the present apparatus is incorporated into two or more stages.
FIG. 40 shows a central separation zone that has turned to the right in the vicinity of the vehicle inflow to the plane intersection on the downstream side of the road, and a middle separation zone that has shifted to the outbound side in the vicinity of the vehicle inflow from the upstream intersection. This shows a case of reversible transition in multiple steps.
In FIG. 41, the central separation zone near the vehicle inflow portion to the downstream intersection shown in FIGS. 38 to 40 and the central separation zone near the vehicle inflow portion from the upstream intersection are made reversible. The apparatus incorporated between the two intersections is configured to be freely reversible, and at the same time, the vicinity of the vehicle inflow portion from the downstream intersection and the vicinity of the vehicle inflow portion to the upstream intersection are reversible.
FIG. 42 shows a case where the boundary portion between the downstream side and the upstream side can be reversibly changed by the present apparatus in order to complement the existing apparatus.
Figure 43 shows a multi-stage section on the upstream side of the road and on the downstream side of the road, based on the distance between the exit and entrance of the main road, in order to alleviate and eliminate traffic congestion due to interchange as a bottleneck. It is a top view which shows the case where it changes to reversible.
44 to 46 are enlarged plan views showing a group of units incorporated in the rubbing section at the head part. Among them, FIG. 44 shows a plurality of units with four blocks attached in a broken line shape. It shows the case of rubbing change or reversible change in a straight line.
FIG. 45 shows a case where a plurality of units to which two blocks are attached are rubbed and changed in a broken line shape or reversibly changed in a straight line shape.
In FIG. 46, a self-propelled unit with three blocks and a non-self-propelled unit with one block are installed alternately, and the reversible transition is made by shifting to a stepped planar form. The case of reversible transition in a straight line is shown.
47 to 49 are longitudinal side views showing an outline of a unit incorporating an electric jack. Among them, FIG. 47 shows a self-propelled unit in which four blocks are moved up and down by two electric jacks. 48 shows a self-propelled unit that moves up and down three blocks with two electric jacks, and FIG. 49 shows that the two blocks move up and down with one electric jack and have a turning property. Each non-self-propelled unit is shown.
FIG. 50 is a partially cutaway side view showing a main part when the lifting device is an electric jack.

About the Lane Separation Unit The units U1 to U4 of the present invention include the protection wall blocks B1 to B3 and any one of the four types of barrier wall movable devices K1 to K4, and the blocks are included in any of the movable devices K1 to K4. One or two or more of B1 to B3 are covered and assembled to be connected and integrated.
Then, one or more of these units U1 to U4 are connected side by side on one of the reversible lane sections L1 to L6a and L6b shown in FIGS. 38 to 43, for example, on the lane boundary line V1 on the forward path side. As a result, a series of mobile lane separators S1 to S6a, S6b are formed, and by traversing the lane boundary line V2 on the return path side by about one lane, it is used for the operation of reversible lane shifting.
Therefore, the four modes of the units 400a to 400d having a width of about 60 cm and a length of about 4 m, the blocks B1 to B3 and the movable devices K1 to K4 constituting the units, and related configurations and modifications thereof. These will be sequentially described with reference to the attached drawings.
As shown in FIGS. 1 and 3 to 11, the unit U <b> 1 of the first aspect, that is, 400 a, covers and fixes the four bodies of the block B <b> 1 in a straddling state on the movable device K <b> 1.
And the structure of the said movable apparatus K1 is set to the traverse cart D1 provided with the traveling apparatus Q which reciprocates in the lane crossing direction, the raising / lowering apparatus J1 which raises / lowers the four blocks B1, and the 1st clamp operation of the left-right width direction. The clamp device C1 and the second clamp device C2 that performs the clamping operation in the front-rear direction are assembled.
The unit U2 of the second mode, that is, 400b, is not equipped with the second clamp device C2 illustrated in the lowermost stage of FIG. 1, and the movable device K2 is used to cover and fix the four bodies of the block B1 to the movable device K2. The first clamping device C1 for fixing the unit 400b to the road surface 11 side is incorporated into the traversing carriage D1 provided with the lifting device J1 and the traveling device Q via the movable device K2.
The unit U3 of the third mode, that is, 400c is the case shown in FIG. 2 that is not equipped with the clamping devices C1 and C2, and the movable device K3 is connected to the traverse carriage D1 that includes the lifting device J1 and the traveling device Q. The four blocks B1 are covered and fixed to the movable device K3.
The unit U4 of the fourth aspect, that is, 400d is a case where the drive system of the traveling device Q is removed from the movable device K3 shown in FIG. 2, and the movable device K4 is a non-self-propelled type equipped with the lifting device J1. It is constituted by a traversing carriage D2, and four bodies of block B1 are covered and fixed to the movable device K4. This unit U4 moves in a traverse manner or swivels depending on the self-propelled units U1 to U3 of the first to third aspects.
About the protective wall block The block B1 is an integrally molded precast concrete product, and the vertical cross section formed by projecting the central portion of the upper surface to a small height exhibits a convex appearance, and the vertical cross section is convex inside. Both the front and rear end portions are formed in a communicating state, and the bottom portion is formed in a tunnel-like space portion 12. More specifically, the block B1 includes a side wall portion 13 that rises to the left and right side positions, and a top wall portion 14 that protrudes slightly upward and straddles the upper position between the left and right shoulder portions. A groove portion 17 is formed in the step portion 15 and in the ceiling portion of the top wall portion 14 into which the table frame 16 passed over the lifting device J1 is fitted.
Specifically, the block B1 has a lateral width of about 60 cm, a height of about 45 cm, a wall thickness of about 10 cm, a length of about 1 m, and a weight per body of about 250 kg. Instead of the corner step portion 15 described above, both the left and right shoulder portions of the block B1 can be formed into both flow-like inclined walls 151.
Protective wall movable device 18 is a carriage frame of the transverse carriages D1 and D2, which is formed of channel steel having a carriage width of about 40 cm and a length of about 4 m, and is connected to connecting joints 19 fixed to both front and rear ends thereof. Is provided with a long hole 191.
Reference numerals 20 and 21 denote driving wheels and driven wheels of the traversing carriage D1, which are respectively attached to the left and right positions of the bottom of the carriage frame 18 with a space therebetween, and among them, the driving wheels 20 are passed to positions closer to the front and rear portions of the carriage frame 18. Further, the driven wheel 21 is supported by a wheel holder 222 fixed to an intermediate position of the carriage frame 18.
About the traveling device M1 is a traveling electric motor (hereinafter referred to as a traveling motor) with a reduction gear G1 that rotates forward and backward, and is installed at both front and rear end positions of the carriage frame 18 and fitted to the output shaft 231 of the reduction gear G1. A transmission chain 24 (or a toothed belt is acceptable) is suspended between the sprocket 232 and the sprocket 202 fitted to the axle 201 of the drive wheel 20. Reference numeral 181 denotes an insertion hole for the chain 24, which is formed in the bogie frame 18 at the front and rear positions.
Therefore, when the front and rear traveling motors M1 are synchronously driven, the traversing carriage D1 traverses substantially in parallel. Further, the traversing carriage D1 moves laterally while turning moderately by changing the rotational speed or rotational speed of one of the front and rear driving wheels 20 from the other or by giving it a slight time lag. .
By the way, as a reduction ratio of the traveling motor M1, specifically, it is fixed to any one within a range of about 1/1000 to 1 / 12,000, or variable to a reduction ratio according to the congestion situation. It is desirable to be adjustable. With the reduction ratio, one rotation of the output shaft 231 rotates at an extremely low speed in about 0.5 to 6 minutes.
Specifically, when the traveling motor M1 is driven and the traversing carriage D1 is traversed, for example, over a lane width of about 3 m, if the wheel diameter is 10 cm, the output shaft 231 and the axle 201 rotate 10 times. It will be.
Therefore, by setting the ultra-low speed rotation at the speed reduction ratio described above, for example, when the traveling vehicle is assumed to move in an early morning time zone when it is relatively quiet, 1/1000 to 1/2000. The traversing carriage D1 moves in one lane over a period of about 5 to 10 minutes with a reduction ratio of about.
In addition, travel in the early stages where traffic congestion is predicted, such as time zones with moderate round-trip traffic, such as evening return home hours, sports watching, other event end times, and holiday return times, etc. Assuming that the vehicle travels in one lane over a period of about 15 to 20 minutes with a reduction ratio of about 1 / 3,000 to 1/4000.
Further, when a traffic jam has already occurred, the vehicle moves in one lane over a period of 30 minutes to 1 hour at a reduction ratio of about 1 / 6,000 to 1 / 12,000.
In this way, the devices S1 to S6a and S6b that are knitted as shown in FIGS. 38 to 43 can be made to run on the traversing carriage D1 of the units U1 to U3 without any special travel restrictions. It is possible to use it for reversible transition while allowing the travel.
If the wheel diameter of the traversing carriage D1 is 5 cm, it will move about one lane in 20 revolutions. If the reduction ratio in that case is about 1/500 to 1/1000, then 5 The traversing cart D1 travels one lane over a period of about 10 minutes.
Elevating device M2 is an elevating electric motor (hereinafter referred to as an elevating motor) with a reduction gear G2 installed at an intermediate position of the carriage frame 18. A rotating shaft 25 that rotates forward and backward is inserted into the reduction gear G2. Yes. In the vicinity of the middle portion between the front and rear end positions of the rotating shaft 25 and the installation position of the speed reducer G2, screw portions 251 that are reverse screws are formed in the front half and the rear half.
The lifting device J1 is composed of four bodies of link devices 26 that are linked in an upside-down inverted y-shape and the above-described lifting drive system, and two bodies in the front half and two bodies in the latter half are connected to the carriage frame 18. They are installed symmetrically on the center line at intervals.
To the link device 26, a table frame 16 having a length of about 4 m and a channel steel is passed and fixed in the front-rear direction. Reference numeral 27 denotes a coupling joint fixed to both front and rear ends of the table frame 16, and has a long hole 271 formed in the center thereof.
Here, the details of the link device 26 shown in the exploded perspective view of FIG. 8 will be described.
Reference numeral 28 denotes a main link that is supported obliquely at a distance from side to side. Cylindrical spacers 291 to 293 are sandwiched between three upper, middle, and lower portions. Reference numeral 30 denotes a sub link that supports the main link 28. The upper end of the sub link 30 is supported diagonally by the support shaft 311 on the intermediate outer side of the main link 28, and the spacer 294 is also sandwiched at the lower end thereof.
Reference numeral 32 denotes a lower bracket formed in an upward U-shape, which is pivotally mounted by a support shaft 312 that is fitted to the lower end of the sub-link 30 at one of the front and rear, for example, the rear position and inserted from the side. Yes. Then, the lower end portion of the main link 28 is fitted into the long hole 321 portion drilled at the other side, for example, the front position, and the lower end portion of the main link 28 is moved back and forth by the support shaft 313 inserted from the side. Both ends are slidable in the direction.
Reference numeral 33 denotes an upper bracket formed in a downward U-shape, and an upper end portion of the main link 28 is pivotally provided by a support shaft 314. Reference numeral 34 denotes a cylindrical nut fixed orthogonally to the center upper portion of the spacer 293, and the screw portion 251 of the rotary shaft 25 is screwed to the nut 34.
Therefore, the lower bracket 32 of the link device 26 is fixed to the carriage frame 18, the upper bracket 33 is attached to the table frame 16, and the rotary shaft 25 is attached to the nut 34 of the link device 26 on the two front sides and the rear portion. A lifting device J1 that raises and lowers the block B1 is configured by screwing and penetrating the nuts 34 of the two link devices 26 on the side.
In addition, the upper end part of the main link 28 can also be directly connected to the table frame 16, and in that case, as shown in FIG.
Thus, when the elevating motor M2 is driven and the rotary shaft 25 rotates forward and backward via the speed reducer G2, the lower end portion of the main link 28 moves forward and backward, and pushes the table frame 16 vertically upward. Or pull down. Thus, the vertical distance between the table frame 16 and the carriage frame 18 is relatively increased or decreased.
Therefore, as shown in FIGS. 4 and 6, as the table frame 16 rises, the block B1 is lifted from the road surface 11 to a height of about several centimeters to 10 centimeters, and the wheels 20 and 21 of the traversing carriages D1 and D2 are lifted. It can be moved by grounding.
Conversely, as shown in FIG. 3 and FIG. 6, the block B <b> 1 is pulled down by the lowering of the table frame 16, installed on the road surface 11, and then the carriage frame 18 is further lifted. The vertical distance from the frame 18 is relatively small.
As a result, the entire movable devices K1 to K4 are lifted on the block B1 installed on the road surface 11, and the wheels 20 and 21 of the traversing carriages D1 and D2 are slightly lifted from the road surface 11.
Thus, the units U1 to U4 are stably installed on the road surface 11 by adding the total weight of the movable devices K1 to K4 to the total weight of the installed block B1.
Next, the first clamping device C1 shown in the exploded perspective view of FIG. 11 will be described.
The first clamp device C1 is composed of a pair of left and right inverted L-shaped clamp arms 35a pivotably pivoted, and a connecting lever 36a such as a link or a rod. As shown, it is assembled to the carriage frame 18 and the table frame 16 at the front and rear positions of the movable devices K1 and K2. Reference numeral 37 a denotes a bearing fixed to the carriage frame 18, and the base end portion of the clamp arm 35 a is pivotally supported by a support shaft 371. Reference numeral 38 a denotes a bearing fixed to the table frame 16, and the upper end portion of the connecting lever 36 a is pivotally supported by a support shaft 381. And the lower end part of the connection lever 36a is pivoted by the support shaft 382 at the corner | angular part 351 of the clamp arm 35a.
Reference numeral 352 denotes a hook formed at the tip of the clamp arm 35a.
Reference numeral 182 denotes an insertion hole for the clamp arm 35 a formed in the carriage frame 18.
Next, the clamped fixed base P1 (hereinafter referred to as the first base) with which the first clamping device C1 is engaged will be described with reference to FIGS. 14 and 15.
The first base P <b> 1 is embedded in or laid on the road surface 11 on the boundary lines V <b> 1 and V <b> 2 of the reciprocating end of the unit U <b> 2, and the four corners are fixed with anchor bolts 39.
The top of the first base P <b> 1 is a flat, raised-up portion from the road surface 11, formed into a truncated pyramid-shaped peak 401, and its outer peripheral portion is an inclined surface 402. 41a is a groove for guiding the tip of the clamp arm 35a, and is formed in the center of the base P1 between the peaks 401 in the left-right width direction. Reference numeral 42a denotes an engaged piece such as a rod, a wire, or a strip that extends to the center upper position of the groove portion 41a, and is locked when the hook 352 of the clamp arm 35a is engaged with the engaged piece 42a. The Reference numeral 43 denotes a reflection plate, which is fitted into the mountain portion 401 or the inclined portion 402.
Accordingly, by laying the first base P1 on the boundary lines V1 and V2, it also has a function as a boundary sign without hindering normal vehicle travel.
Thus, when the elevating motor M2 is driven and the table frame 16 descends vertically downward, the corner portion 351 of the clamp arm 35a in the expanded state as shown in FIG. 10 is pushed down by the connecting lever 36a. Then, with the bearing 37a as a fulcrum, the clamp arm 35a swings in the closing direction, the arm tip is guided by the groove 41a of the first base P1, and the hook 352 at the arm tip is shown in FIG. Thus, it is clamped to the engaged piece 42a.
More specifically, at a stage immediately before clamping, the block B1 descending integrally with the table frame 16 is first installed on the road surface 11, and the entire movable devices K1 and K2 are lifted inside the block B1. When the wheels 20 and 21 of D1 are slightly lifted from the road surface 11, the hooks 352 are locked by being clamped to the engaged pieces 42a. Thereby, the unit U2 is fixedly installed on the boundary lines V1 and V2 of the reciprocating end.
On the contrary, when the table frame 16 is lifted by driving the lifting motor M2, the corner 351 of the clamp arm 35a in the closed state as shown in FIG. 9 is pulled up by the connecting lever 36a. Then, with the bearing 37a as a fulcrum, the clamp arm 35a swings in the blade expanding direction, and the hook 352 at the tip of the arm releases the locked state with the engaged piece 42a. Then, as shown in FIG. 10, the wheels 20 and 21 of the traversing carriage D1 are brought into contact with the ground, and the height of the block B1 is appropriately raised from the road surface 11, so that it can move in the lane crossing direction.
Accordingly, the self-propelled unit U2 is provided at the head and tail of the group of units U1 to U4 incorporated in the road sections Y1, Y2 to Yn of the devices S1 to S6a and S6b shown in FIGS. If the road alignment draws a curve, it is incorporated in the middle position accordingly. For example, when the total length of the road sections Y1, Y2 to Yn exceeds 100 m or 200 m, they are incorporated at intervals of about 50 m or 100 m.
The apparatus S1 to S6a and S6b are knitted by incorporating the unit U3 shown in FIG. 2 or incorporating the unit U3 and the unit U4 at most other positions.
Thereby, when a traveling vehicle collides with this apparatus S1-S6a, S6b, the whole apparatus exhibits the effect as a semi-rigid protective fence, prevents the collision vehicle from jumping into the opposite lane and running away, Satisfies the function of returning to the normal direction of travel.
Moreover, if the operating time required for the reversible transition of the devices S1 to S6a and S6b is, for example, about 20 to 30 minutes for a round trip per day, the entire device is bounded for the remaining 23 and a half hours or more. It is stably fixed and held on the road surface 11 on the lines V1 and V2.
Regarding the second clamping device Next, the second clamping device C2 shown in the lowermost stage of FIG. 1 with a space in the front-rear direction is located inside the first clamping device C1, as indicated by an imaginary line in FIGS. The carriage frame 18 and the table frame 16 are assembled in the vicinity of the center of the frame, and are clamped by swinging in the front-rear direction. The second clamping device C2 has the same configuration as the first clamping device C1, except that the mounting angle is changed by changing the orientation by about 90 degrees.
Therefore, the reference numerals of the clamp arm 35b, the coupling lever 36b, and the bearings 37b and 38b are added to the main components of the second clamp device C2, and the description of the configuration is omitted.
Thus, when the first clamping device C1 and the second clamping device C2 are incorporated in the movable device K1, the clamped fixed base P2 (hereinafter referred to as the second base) shown in FIG. The unit U1 is fixed on the boundary lines V1 and V2 at the moving end where the unit U1 traverses.
Regarding the second base, the second base P2 has one of the front and rear, for example, the front half formed in a clamped portion that is substantially the same as the first base P1, and the other rear half of the second base P2 has the same road surface 11 as the front half. It is formed in a flat, truncated cone-shaped peak 403 that is raised slightly upward from the top.
41b is a groove part which guides the front-end | tip part of the clamp arm 35b, and is dented in the front-back direction at the base part P2 center part between the said peak parts 403. As shown in FIG. Reference numeral 42b denotes an engaged piece such as a rod or a wire with which the hook 352 of the clamp arm 35b is engaged, and is passed in the left-right width direction to the center upper position of the groove 41B.
Thus, when the table frame 16 descends vertically by driving the lifting motor M2, the clamp arm rods 35a and 35b swing in the closing direction with the bearings 37a and 37b as fulcrums, and one arm 35a. The hook 352 at the distal end is engaged with the engaged piece 42a of the second base P2, and the hook 352 at the distal end of the other arm 35b is engaged with the engaged piece 42b.
At that time, first, the block B1 descending integrally with the table frame 16 is installed on the road surface 11, the entire movable device K1 is lifted inside, and the traversing carriage D1 is slightly lifted from the road surface 11, The hook 352 is locked by being clamped to the engaged pieces 42a and 42b.
On the contrary, when the table frame 16 is lifted by driving the lifting motor M2, the hook 352 at the tip of one arm 35a is clamped with the engaged piece 42a with the bearings 37a and 37b as fulcrums. The hook 352 at the tip of the other arm 35b releases the clamped state with the engaged piece 42b, and the tip of the arm is guided in the grooves 41a and 41b of the second base P2 in the blade expanding direction. Swing.
As a result, the wheels 20 and 21 of the traversing carriage D1 are grounded, and the block B1 pushed up integrally with the table frame 16 is pulled up from the road surface 11 so that it can move in the lane crossing direction.
In this way, the entire weight of the movable device K1 is added to the total weight of the block B1 and lifted, and the clamp devices C1 and C2 are closed and clamped, whereby the unit U1 shown in FIG. Fixedly supported.
Therefore, the unit U1 is mainly provided at the distal end of the topmost road section Ha or the end of the rearmost road sections Ta and Tb in the devices S4, S5a and S5b shown in FIG. 41 and FIG. It is reversibly shifted by being incorporated, or clamped on the boundary lines V1 and V2 of the reciprocating end.
In addition, the unit U2 (400b) is provided at the front and rear ends of the road-shaped sections Y1, Y2 to Yn of the section main body sections of the reversible lane sections L4, L5a, and L5b. The apparatus S4, S5a, S5b is organized by incorporating the unit U3 (400c) shown in FIG.
As a result, the present devices S4, S5a, and S5b shown in FIG. 41 and FIG. 42 exhibit utility as a semi-rigid protective fence for the collision vehicle, prevent jumping into the opposite lane, and make the collision vehicle travel normally. In addition to satisfying the function of returning to the direction, the impact caused by the frontal collision to the unit U1 (400a) at the foremost part or the rearmost part is alleviated, and it is excellent in preventing escape in an unexpected direction. Also in this case, it is excellent in stably fixing and holding the entire apparatus on the boundary lines V1 and V2 except for the operation time period of the apparatuses S4, S5a, and S5b.
1 and 2, reference numerals 441 to 444 are through-holes opened in the block B1, and 161 is a through-hole formed in the table frame 16. In the through hole 441 provided in the center portion, a flexible guard fence made of steel pipe having a length of about 4 m and a length of about 4 m as shown in FIGS. And fix.
By passing the fence 45 to the four blocks B1 and attaching the fence 45, a traffic barrier mainly composed of a rigid protective wall is formed.
Further, after inserting the groove portion 17 of the block B1 into the table frame 16, a bolt / nut 461 is inserted and fixed to the through hole 442 provided at the front and rear positions of the top wall portion 14 and the through hole 161 of the table frame 16. . The through hole 443 is formed so as to penetrate the side wall portion 13 in the front-rear direction, and a long connecting rod 47 and a connecting member such as a piano wire or a wire are inserted through the through hole 443. Reference numeral 48 denotes a sheet packing interposed between adjacent blocks B1.
Accordingly, the connecting rod 47 is inserted into the four blocks B1 straddling the table frame 16 and the packing 48 interposed therebetween, and the front and rear end portions thereof are tightened with the nuts 471, so that the four blocks B1 are Connect and integrate.
131 is a recess formed on the outer surface of the side wall portion 13 at both front and rear end positions. A joint plate 49 is fitted into the recess 131 of the adjacent block B1, and a bolt (not shown) is inserted into a through hole 444 provided in the recess 131. Or the fitting plate 49 is fitted into an embedded bolt (not shown) protruding from the recess 131 and then tightened and fixed with a nut (not shown).
It should be noted that a plurality of the blocks B1 can be connected and integrated by either one of the connecting rod 47 and the joint plate 49.
Reference numeral 50 denotes an elastic pad made of hard rubber fixed to the bottom surface of the side wall portion 13 and has an appropriate cushioning property so as to improve the installation property with the road surface 11 and cope with drainage properties during rain.
Reference numeral 51 denotes a connecting cover formed in an accordion shape, and has a vertical cross section of the same shape as that of the block B1, and has a convex appearance, a side cover portion 511 at both left and right positions, and a top cover portion 512 that covers the upper portion therebetween. And the step cover portions 513 on the left and right shoulders, and the outer peripheral edge portion thereof is screw-fixed to the end edge portion of the block B1.
Accordingly, the connecting portions of the adjacent units U1 to U4 are stretchably and refractively covered to finish the connected state smoothly and in good appearance, and prevent foreign matter from being caught in the connecting portions.
52 is a warning light that blinks or rotates, is attached to the upper part of the guard fence 45, and starts the reversible transition of the devices S1 to S6a and S6b organized as shown in FIGS. The driver is informed that the devices S1 to S6a and S6b are reversible.
12 and 13, reference numeral 462 denotes bolts and nuts for connecting the units U1 to U4. The bolts and nuts connect the connecting joints 19 protruding from the respective carriage frames 18 or the connecting joints 27 protruding from the table frame 16. And one connecting bolt 463 is inserted and connected to the connecting joint 19.
Regarding Other Embodiments of Wheel and Fixed Base By the way, the wheel 53 of the traversing carriage D1 shown in FIG. 17 has a central portion of the main body as a hard rubber wheel portion 531, and both front and rear positions thereof are formed into a truncated cone-shaped tapered wheel portion 532. is doing.
The wheels 53 are attached in place of the wheels 20 and 21 of the traversing cart D1 of the units U1 to U3, and accordingly, at the reciprocating end of the traversing cart D1, a boundary line V1, A vertically fixed rectangular fixed base P3 (hereinafter referred to as a third base) is laid along V2.
In FIG. 19, reference numeral 54 denotes a rail portion for rolling and guiding the wheel 53, which is recessed in the left-right direction at the front and rear positions and the middle portion of the third base P3, and one inner portion of the rail portion 54 is expanded in a trumpet shape. It is formed in an open wide-mouthed part 541 and the outer part on the opposite side is closed.
At the positions near the front and rear of the third base P3, similarly to the case of the second base P2, the raised ridges 403 are provided with engaged rods 42a, 42b and grooves 41a, 41b. The clamp part 57 is formed, and the groove bottom part of the rail part 54 and the road surface 11 are substantially flush with each other by raising the entire base P3 slightly upward from the road surface 11.
Accordingly, the traversing carriage D1 provided with the wheels 53 shown in FIG. 17 traverses from one of the boundary lines V1 and V2 to the other, the rubber wheel portion 531 faces the wide mouth portion 541 of the third base P3, and the tapered wheel portion 532. Rolls on the guide edge 542 of the rail portion 54 through the wide-mouthed portion 541.
Thereby, the positioning of the units U1 to U3 entering the third base P3 is reliably performed, and the displacement of the installation position due to the repeated reciprocation of the units U1 to U3 is prevented or corrected. In particular, when it is the units U1 and U2, the certainty of the clamp fixing at a fixed position is ensured.
Moreover, the wheel 55 shown in FIG. 18 forms the center part of a main body in the disk-shaped saddle wheel part 551, and forms the both front-back positions in the truncated cone-shaped taper wheel part 552. The wheels 55 are attached in place of the drive wheels 20 of the traversing carriage D1 of the units U1 to U3. Accordingly, as shown in FIG. 20, the clamped units of the units U1 to U3 are interposed between the boundary lines V1 and V2. The fixed base P4 (hereinafter referred to as the fourth base) is laid across the width direction.
In FIG. 20, reference numeral 56 denotes a guide rail formed in the lane crossing direction, and the saddle wheel portion 551 of the wheel 55 is fitted into the rail 56, and the tapered wheel portion 552 rolls on the guide edge 561 of the guide rail 56. As a result, the units U1 to U3 are moved laterally from one of the boundary lines V1 and V2 to the other.
21 and 22 show a case where the driving wheel 20 of the traversing carriage D1 is a gear 58, which includes a tooth portion 581 at the center of the main body, and tapered wheel portions 582 formed at both front and rear positions thereof. Consists of. Accordingly, as shown in FIG. 23, between the boundary lines V <b> 1 and V <b> 2, the clamped fixed base P <b> 5 (hereinafter referred to as the fifth base) of the units U <b> 1 to U <b> 3 is laid across the width direction.
A rack rail 59 provided with a pin rack 591 is formed on the fifth base P5 in the lane crossing direction, and clamped portions 57 similar to those described above are provided at the left and right ends of the base P5.
The drive gear 58 can also be incorporated on the same axis 201 as the drive wheel 20 that reciprocally rolls on the road surface 11.
Therefore, when the drive gear 58 of the traversing carriage D1 is engaged with the pin rack 591 laid on the road surface 11 and rotated, the units U1 to U3 traverse from one of the boundary lines V1 and V2 to the other.
The guide rails 56 and rack rails 59 on the fifth base P5 and the fourth base P4 are used to connect the units U1 to U3 to slopes such as uphill and downhill, roads with ups and downs, road bridges with upslopes and downslopes. In addition, it is assumed that the road is configured with a slope having a slope in the transverse direction, whereby the units U1 to U3 that repeatedly reciprocate the slope portion do not cause a positional shift downward. Ensuring reliable reciprocating travel at a fixed position.
Of course, reversible movement at a fixed position with respect to the units U1 to U3 incorporated in the apparatuses S1 to S6a and S6b is possible even on a road other than a slope.
In the case of the units U1 and U2, the certainty of clamping and fixing to the clamped portions 57 formed at the left and right ends of the bases P4 and P5 is also ensured.
In addition, there is an opinion that points out clogging due to dust or foreign matter in the groove as a harmful effect on the transverse groove type disclosed at the beginning of this specification, but maintenance management and maintenance management for this device are regularly performed When performing, it can solve simply by cleaning the groove part of the 1st base P1-the 5th base P5 with compressed air or a vacuum pump.
By the way, the block B2 shown in FIG. 27 is closed to one of the front and rear end portions of the block B1, for example, the end wall portion 60 having a front end formed in an arc shape. A semi-arc shaped barrier 141 is integrally formed above the front portion of the wall 14.
This block B2 is assembled at the front end position or the rear end position of the unit U1 at the foremost part or the rearmost part of the apparatuses S4, S6a, S6b shown in FIGS. Further, the single product may be a boundary block at the beginning of the median strips H1 and H2 and the tail of the median strips T1 and T2 shown in FIGS.
Other Modifications In the above case, the link device 26 for raising and lowering the table frame 16 is provided with a nut 34 disposed orthogonally to the lower end portion of the main link 28, and the rotary shaft 25 having the front half portion and the rear half portion as reverse screws. A case has been described in which a screw mechanism is used to drive the rotary shaft 25 forward and backward.
Instead, the elevator motor M2 and the linear head of the rack and pinion mechanism (corresponding to symbol G2) are combined, and the linear guide (corresponding to symbol 25) instead of the rotary shaft 25 is passed through the linear head. The table frame 16 supported by the link device 26 can be raised and lowered by linearly moving forward and backward in the front-rear direction.
In that case, instead of the nut 34, a linear guide bearing (corresponding to the reference numeral 34) is projected on the upper portion of the spacer 293, and the linear guide is connected to the bearing, thereby operating the link device 26.
In the above case, the main link 28 and the sub-link 30 are formed as one set with two bodies spaced apart from each other by the spacers 291 to 294, but they are formed as a press-molded product integrally formed into a U-shaped cross section. You can also.
In the above case, considering that the length of the carriage frame 18 and the table frame 16 is about 4 m each, the modules of the movable devices K1 to K4 are considered to be transported to the site by general-purpose trucks. If transportation by a large truck can be secured, the length thereof can be set to about 5 to 8 m, or about 10 m.
In the above case, the length of the block B1 is about 1 m. However, the length of the block B1 can be about 2 m, or conversely, it can be an integrally molded product having a length of about 60 cm.
About the modification of a trolley | bogie frame In the said case, although the case where the trolley | bogie frame 18 was made into the channel steel about 40 cm in width was demonstrated, it can also be set as the trolley | bogie frames 61 and 62 as shown in FIG.
24 has a main body frame 611 made of channel steel, and holder frames 612 and 613 of the wheels 20 and 21 crossing perpendicularly at the front and rear positions and the middle position of the main body frame 611 so as to be fixed. The wheels 20 and 21 are supported by bearings at the tip.
The bogie frame 62 shown in FIG. 25 has holder frames 612 and 613 projecting from an H-shaped steel or I-shaped steel main body frame 621 so as to intersect perpendicularly.
In FIGS. 1, 2 and 26, reference numeral 132 denotes a notch formed in the side wall 13 of the block B1, and the front ends of the holder frames 612 and 613 are formed in the notch 132 as shown in FIG. The distance between the left and right axes of the wheels 20 and 21 of the traversing carts D1 and D2 is increased to further improve the stability during running of the cart.
When the width of the block B1 shown in FIGS. 1 and 2 is about 30 to 40 cm, the left and right ends of the holder frames 612 and 613 of the carriage frames 61 and 62 are formed in the notch 132 of the block B1. By configuring the part to be movable up and down, the width of the separation band is relatively narrowed, and the distance between the left and right axes of the traversing carts D1 and D2 is increased to ensure stability during traveling of the cart.
In FIG. 3, 63 is a crawler belt hung on the drive wheel 20, and by making the traversing cart D1 of the units U1 to U3 a crawler cart, the grounding property with the road surface 11 when traversing the cart is improved. It is useful to deal with the uneven deformation of.
Further, the block B3 indicated by an imaginary line in FIG. 3 is integrally formed with a barrier portion 142 that is raised above the top wall portion 14 of the block B1 in a mountain shape. As a result, the block B3 is an integrally molded product having a width of about 60 cm and a height of about 80 cm, the weight of the block B3 per vehicle is about 450 to 500 kg, and stability and barriers when installed on the road surface 11 The function is further enhanced.
Of course, as an eclectic combination, blocks B1 having a relatively low height and blocks B3 of a wall height type are alternately assembled, or blocks B1 and B2 having a high and low height and a guard fence 45 are combined into a unit. You can also
In the above case, the guard fence 45 is attached to the block B1, but other than that, a guard rail, a guard pipe, a guard cable, an anti-glare fence or the like can be attached.
Other Embodiments of Lane Separation Unit By the way, the above-described units S1 to S6a and S6b are formed by incorporating the above-described units U1 to U4 in appropriate positions, and the reversible lane sections L1 to L6a. Depending on the length of L6b, the length of the rubbing section, the width of the lane, the bending of the road section along the plane alignment of the road, etc., in addition to the above-mentioned units 400a to 400d, various units 300a, 200a to 200c and 100 are incorporated in the path sections Y1, Y2 to Yn and rubbing sections X1, Z1 and Z2 to Zn of the apparatuses S1 to S6a and S6b shown in FIGS.
Accordingly, embodiments of these units will be described sequentially with reference to the accompanying drawings.
A self-propelled unit 300a (U3) shown in FIG. 32 is attached to a 3m long traversing carriage D1 equipped with a traveling device Q with three link devices 26 spaced in the front-rear direction and passed to the link device 26. About 3 blocks B1 are covered and fixed to a 3m long table frame 16, and the block B1 is configured to be movable up and down by the link device 26.
Since the other configurations are the same as those of the unit U3, the same reference numerals are given and the description thereof is omitted, but the same is true for the following embodiments.
A self-propelled unit 200a (U3) shown in FIG. 34 supports two blocks B1 by two link devices 26 so as to be movable up and down. In this case, the installed two link devices 26 are installed in the opposite direction to the above case.
The non-self-propelled unit 200b (U4) shown in FIG. 28 and FIG. 29 is installed with two link devices 26 facing each other at the front and rear positions of a 2 m long traversing carriage D2, and two blocks on the table frame 16 B1 is covered and fixed, and one or two caster wheels 64 are attached to the center of the bottom or the left and right positions on the front and rear sides of the carriage frame 18, and attached to the bottom left and right positions of the carriage frame 18. It is possible to turn around the driven wheel 21.
This is a part that follows and follows the units U1 to U3, and is mainly incorporated in a rubbing section or a road section that gently changes the lane, and can be turned freely with a relatively short span. Useful for adjusting the front-rear spacing.
The non-self-propelled unit 200c (U4) shown in FIG. 33 supports two blocks B1 by two link devices 26 so as to be movable up and down. In this case, a pair of left and right driven wheels 21 are supported on the bottom of the front and rear positions of the carriage frame 18.
The non-self-propelled unit 100 (U4) shown in FIGS. 30 and 31 supports a single block B1 by a pair of link devices 26 installed at the front and rear positions of a 1 m long traversing carriage D2, so that the carriage B1 can move up and down. The driven wheel 21 is supported by the left and right positions of the center bottom of the frame 18.
This is also mainly incorporated in a rubbing section or road section that follows the units U1 to U3 and is useful for adjusting the plane alignment.
By the way, the self-propelled unit 400e (U3) shown in FIG. 35 is a pair of four blocks B1 covered and fixed to the table frame 16 with the two on the front side facing the front side of the carriage frame 18. In addition, the two rear devices are supported by a pair of link devices 26 disposed opposite to the rear side of the carriage frame 18, and the lifting motor M2 with the reduction gear G2 installed in the middle portion of the link device 26. Or, it is operated by any one of the elevating motor M2 provided with the linear box of the rack and pinion mechanism.
Of course, when the unit 400e is incorporated in the leading end portion, the trailing end portion, the intermediate portion, or the topmost portion or the rearmost portion of the path sections Y1, Y2 to Yn, Ym of the devices S1 to S6a, S6b. The clamp devices C1 and C2 are assembled on the front and rear sides of the movable devices K1 and K2, and are stably installed and fixed on the boundary lines V1 and V2 except when the devices S1 to S6a and S6b are moved. Is done. This assumes the case where the units U1 to U3 have a long size of several meters or more, and the case where the own weight of the blocks B1 to B3 exceeds several hundred kg.
Other Embodiments of Elevating Device A self-propelled unit 400f (U3) shown in FIG. 34 has four blocks B1, which are covered and fixed to the table frame 16, as an elevating device J2 shown in FIG. A link device 65 is supported so as to be movable up and down.
As shown in FIG. 37, the link device 65 cross-connects one main link 66 and the other sub link 67 in an X shape, and a roller 68 is freely rotatable by a support shaft 681 at the upper end portion of the sub link 67. The roller 68 is configured to roll in the groove of the table frame 16.
Of course, also in the case of this unit 400f, the clamp devices C1 and C2 are assembled to the movable devices K1 and K2 depending on the position of the unit 400f, and are used for that purpose.
Incidentally, in the above case, the lifting devices J1 and J2 are constituted by the reverse y-shaped or X-shaped link devices 26 and 65 and their drive systems, but the lifting device J3 instead thereof is an electric jack 71 shown in FIG. It can also be.
In FIG. 50, reference numeral 72 denotes a casing, and a lifting motor M3 is fixed to a side wall portion thereof. 73 is an outer cylinder in which a female screw is formed, and is fitted into the casing 72 so as to be movable up and down. A screw shaft 74 is formed with a male screw and is screwed into the outer cylinder 73. A shaft portion 751 at the lower end of the shaft 74 is pivotally attached to the driven bevel gear 75, and a bearing 76 is fitted at the bottom thereof. It is crowded. Reference numeral 77 denotes a driving bevel gear fixed to the output shaft 771 of the elevating motor M3, which meshes with and is engaged with the driven bevel gear 75. Reference numeral 78 denotes a top fixed to the upper end of the outer cylinder 73. Therefore, the base 721 of the casing 72 is fixed to the cart frame 18 of the traversing carts D1 and D2, and is fitted into the table frame 16 and fixed to the table 78.
The electric jack 71 of such an embodiment can be incorporated in place of the link devices 26 and 65 of the units U1 to U4 described above.
In a self-propelled unit 400g (U3) shown in FIG. 47, two front and rear electric jacks 71 are installed on a 4 m long traversing carriage D1 equipped with a traveling device Q with a distance in the front and rear directions. The frame 16 is passed and the four blocks B1 and B3 are covered and fixed to the table frame 16 of the movable device K3.
Further, the self-propelled unit 300b (U3) shown in FIG. 48 is configured such that three blocks B1 and B3 can be moved up and down by two electric jacks 71 at the front and rear.
Further, the non-self-propelled unit 200d (U4) shown in FIG. 49 is configured to move up and down two blocks B1 and B3 with one electric jack 71.
Also in the case of these units 400g and 300b, the clamp devices C1 and C2 are assembled to the movable devices K1 and K2 depending on the position where they are assembled.
About the mobile lane separator First, the outline of the mobile lane separators S1 to S5a and S5b (hereinafter referred to as the first device to the fifth device) suitable for alleviating and eliminating traffic congestion with a plane intersection as a bottleneck. Each case shown in FIGS. 38 to 41 employing the left-hand traffic system will be described.
This is based on the premise that a road width of 3 lanes or more can be secured, but if it is a 2-lane lane, the number of lanes in the section from the target plane intersection to the upstream side of the road, It is necessary to form either one or both of the number of lanes toward the downstream side in a reciprocating three lane, or to widen to three lanes.
In the case of FIG. 38 and FIG. 39, the road upstream section on the right side of the figure has four lanes, and the section on the left side of the road on the left side of the figure has one lane added to form five lanes.
Therefore, in the following description, a case where the traveling vehicle travels on the left side from the upstream side to the downstream side of the road will be mainly described.
About First Device In FIG. 38, A1 is a plane intersection on the downstream side of the target road, and many of them are signal intersections controlled by signals. H1 is a leading central separation zone (hereinafter referred to as a leading separation zone) that separates the forward and return roads immediately before the vehicle inflow to intersection A1, and is about a half lane to one lane from the center of the road. Is moved to the return side and fixed.
As indicated by the arrow in the figure, a right turn lane F1, a straight lane F2, and a straight / left turn lane F3 are defined on the forward path side of the leading separation zone H1, and the length of the right turn lane F1, that is, the right turn It is desirable that the waiting lane length of the vehicle is fixedly secured to a waiting lane length that is long enough to fit the amount of right turn demand during normal times other than during congestion, for example, 10 to 20 m short. The fixed lane length is about 40 to 50 m.
N2 is a central separation zone (hereinafter referred to as upstream separation zone) that reciprocally separates the upstream section of the road, and forms a reversible lane section L1 between the leading separation zone H1 and the upstream separation zone N2, and the forward path and the return path On the side, substantially parallel lane boundary lines V1 and V2 are formed with an interval of about one lane.
Among them, the head part of one boundary line V1 is rubbed obliquely toward the rear end part of the head separation band H1, thereby forming a merge at the tip part of the other boundary line v2, and the boundary lines V1, V2 By rubbing the rear tail portion obliquely toward the front end portion of the upstream separation zone N2, the rear end portions of the boundary lines V1 and V2 are merged to form the front and rear end portions of the boundary lines V1 and V2. A part Va and a rear end joining part Vb are used, and a space between both boundary lines V1 and V2 is a reversible lane Fa.
The reversible lane section L1 is composed of three sections, a rubbing section X1 at the head, a road section Y1 at the main body, and a rubbing section Z1 at the rear, and one of the above-mentioned units U2 to U2 on the boundary lines V1 and V2. U4 is placed in the right place at the right place and connected in a chain.
Specifically, in the case shown in FIG. 44, on the boundary line V1 of the rubbing section X1, the head unit 400d (U4) at the head portion and one or more intermediate units 400c (U3) at the following intermediate portion are followed. Then, a lane separation device formed by connecting the rear tail unit 400c (U3) in a bent line shape so as to be refracted, that is, a rubbing device X1S at the head is formed.
Among them, the leading end of the leading unit 400d (U4) is connected to the rear end of the leading separation band H1, or is connected to one of the blocks B1 and B3 fixed to the rear end.
In the case shown in FIG. 45, the rubbing device X1S is connected to either the unit 200b (U4) shown in FIGS. 28 and 29 or the unit 200c (U4) shown in FIG. 33 and the unit 200a (U3) shown in FIG. A plurality of them are knitted together in a refractive manner.
In the case of FIG. 46, the units 100 (U4) shown in FIGS. 30 and 31 and the units 300a (U3) shown in FIG. 32 are alternately connected in a refractive manner and rubbed in a stepped shape in plan view. It is organized.
And, on the boundary line V1 of the road section Y1, a lane separator formed by connecting the head unit 400b (U2), a number of intermediate units 400c (U3), and the rear unit U2 along the road alignment, That is, the road device Y1S of the main body is knitted.
Among them, the rear end portion of the rear unit 400c (U3) of the rubbing device X1S is connected to the front end portion of the front unit 400b (U2) in a refractive manner.
At that time, it is desirable to hold a reliable reciprocating movement by incorporating the unit 400b (U2) including the clamp device C1 at both the front and rear ends of the road device Y1S. In that case, either the first base P1 or the third base P3 is laid on the boundary lines V1 and V2 of the reciprocating end of the unit U2, or the fourth base P4 is placed between the boundary lines V1 and V2. Or the fifth base P5 is laid and fixed.
In the above case, the roadway device Y1S is illustrated in a linear shape. In many cases, the roadway shape is composed of a combination of linear and curved elements in a road shape. Yes.
In consideration thereof, in the middle part of the roadway device Y1S, a unit U3, a unit 400b (U2) excellent in reliable reciprocation in a curved section and clamping on the boundary lines V1 and V2, and its linear A unit 400d (U4) rich in turning performance is incorporated for adjustment.
Further, on the boundary line V1 of the rubbing section Z1, the leading unit U3, one or more intermediate units U3 and the trailing unit U4 are refractably connected in the reverse order as shown in FIGS. A lane separating device, that is, a tail rubbing device Z1S is knitted.
Among them, the tip of the leading unit U3 of the rubbing device Z1S is refractably connected to the tip of the trailing unit U2 of the path device Y1S, and the trailing end of the trailing unit U4 of the rubbing device Z1S is separated upstream. Either fixed to the front end of the band N2, or connected to one of the blocks B1 and B3 fixed to the front end.
As a result, the first device S1 is configured to be reversibly changeable from the rubbing device X1S at the head, the path device Y1S at the main body, and the rubbing device Z1S at the tail.
Therefore, in order to reversibly change the first device S1 from one of the boundary lines V1 and V2, first, the lifting motor M2 of each unit U2 to U4 installed on the boundary line V1 on the forward path side is driven to rotate the rotary shaft 25. The block B1 of each unit U2 to U4 is pushed up from the road surface 11 and floats.
Next, the transverse motor D1 is moved substantially in parallel by synchronously driving the traveling motors M1 of the units U2 to U3 incorporated in the road device Y1S.
At that time, when the unit U4 is incorporated between the units U2 and U3, the unit U4 is driven while being appropriately rotated, and the entire roadway device Y1S is directed toward the boundary V2 on the return path. To traverse.
Accordingly, the traveling motors M1 of the units U3 incorporated in the rubbing devices X1S and Z1S are sequentially interlocked, and in the case shown in FIGS. 44 and 45, the traveling motor M1 before or after the unit U3 The number of rotations or the rotation speed is increased or decreased from the other, or the rotation of the drive wheel 20 is controlled with a slight time lag.
Accordingly, as each traversing carriage D1 travels from one of the boundary lines V1 and V2 to the other, it traverses while appropriately turning.
In addition, in the case shown in FIG. 46, as the units 300a (U3) of each stage traverse in parallel, the unit 100 (U4) is driven and swiveled to obtain the driving force of the unit U3 and move substantially in parallel. .
In this way, the path device Y1 in the first device S1 reversibly shifts by substantially parallel movement from the forward-boundary boundary line V1 to the backward-boundary boundary line V2, and accordingly, initially, FIG. 38 and FIG. As shown by a solid line in FIG. 46, the rubbing device X1S connected in a broken line shape or a stepped shape is changed to a substantially linear shape on the boundary line V2 on the return path side, and the rubbing device Z1S in the rear portion is As shown by an imaginary line in FIG. 38, the line is rubbed into a polygonal line on the boundary line V2.
At that stage, after the driving of the traveling motor M1 is stopped, the lifting motor M2 of the units U2 to U4 of the first device S1 is driven to reversely rotate the rotary shaft 25, so that the blocks B1 and B3 of the units U2 to U4 Is pushed down on the road surface 11 on the boundary line V2, and the movable devices K2 to K4 are lifted and supported in the blocks B1 and B3.
At this time, the front and rear end portions of the path apparatus Y1S and the unit U2 incorporated in the intermediate portion as necessary are clamped and fixed to the engaged pieces 42a of the bases P1 and P3 laid at the moving end portions. In addition, when the fourth base P4 and the fifth base P5 are laid, they are clamped and fixed at their moving ends after ensuring a fixed fixed position movement with respect to the unit U2.
On the contrary, by driving the lifting motor M2 of each of the units U2 to U4 before the traffic demand reaches a time zone where the traffic demand is reversed, the engaged state of the crank arm 35a of the unit U2 and the bases P1 to P5. The clamp with the piece 42a is released, and the blocks B1 and B3 of the units U2 to U4 are levitated from the road surface 11.
Next, by driving the traveling motor M1 of each of the units U2 to U3 incorporated in the roadway device Y1S and rotating the output shaft 231 in the reverse direction, each traversing carriage D1 is almost directed toward the outbound boundary line V1. Move horizontally in parallel. Accordingly, the traveling motors M1 of the units U3 incorporated in the rubbing devices X1S and Z1S are sequentially linked and controlled so that the respective traversing carts D1 traverse while appropriately turning.
As a result, as shown by a solid line in FIGS. 44 to 46, the rubbing device X1S at the head portion is rubbed while being changed to a broken line shape or a stepped linear shape, and the rubbing device Z1S at the tail portion is shown in FIG. As indicated by the solid line, the line is rubbed into a broken line on the boundary line V1 on the forward path side.
At that stage, the driving of the traveling motor M1 is stopped, the lifting motor M2 of each of the units U2 to U4 is driven, and the rotating shaft 25 is reversely rotated, so that the blocks B1 and B3 of the units U2 to U4 are connected to the boundary line V2. Pull down and install.
At that time, the unit U2 incorporated in the road device Y1S is clamped and fixed again to the engaged pieces 42a of the bases P1 to P5 laid at the moving end, and the movable devices K2 to K4 of the units U2 to U4. Is suspended and supported inside the blocks B1 and B3.
In FIG. 38, T1 is a rear separation zone in the downstream section that reciprocally separates the vicinity immediately after the vehicle inflow portion from the intersection A1, and the width of about one lane from the center of the road is changed to the forward side. An apparatus similar to the first apparatus S1 is symmetrically configured in the downstream section.
Thereby, not only the upstream section having the target intersection A1 as a bottleneck, but also the effect of alleviating and eliminating traffic congestion in the downstream section is dramatically improved.
In particular, it is possible to deal with alleviation and elimination of traffic congestion around the intersection A1 when the traffic congestion is reversed round trip and the traffic demand on the return road side increases.
About the second device The second device S2 shown in FIG. 39 makes a right turn at the target intersection A1 by setting the reversible lane section L2 between the leading separation zone H1 and the upstream separation zone N2 to two or more stages. The case where the waiting lane length of the vehicle can be increased or decreased in multiple stages is shown.
In the figure, R1 is a first-stage reversible lane section, which is sequentially rubbed from the head of the section toward the rear upstream side, rubbing section X1 at the head, first-stage road section Y1, and rubbing at the middle. It consists of section Z1. R2 is a second-stage reversible lane section, which consists of a rubbing section Z1 and a second-stage road section Y2 and a rear rubbing section Z2. The reversible lane section Rn is formed.
Accordingly, the second device S2 includes the reversible lane section L2, the rubbing section X1 at the head, and the sections from the main body portion to the tail section, and the road sections Y1, Y2-Yn and the rubbing sections Z1, Z2- A plurality of sections with Zn as one set are formed, units U2 to U4 are connected to one boundary lines V1 and V2 of the reversible lane section L2, and the units U2 to U4 are connected to movable devices K1 to K4. It consists of one or two or more blocks B1 to B3 covered and fixed to the movable devices K1 to K4.
Therefore, a group of units U2 to U4 incorporated in the first-stage reversible lane section R1, that is, the first-stage lane separator R1S and the units U2 to U4 incorporated in the second-stage reversible lane section R2. A group, that is, a second-stage lane separator R2S, and further, a group of units U2 to U4 incorporated in a reversible lane section Rn of the third and subsequent stages, that is, an n-th lane separator RnS. By sequentially changing from one boundary line V1 to the other boundary line V2 in a reversible manner, it is possible to deal with a change in the length of a traffic jam flexibly and contribute to an efficient operation of the apparatus.
Also in this case, it is desirable that the first device S1 and the second device S2 be symmetrically formed in the downstream section of the target intersection A1, as shown in FIG.
About Third Device In FIG. 40, T2 is a rear central separation zone (hereinafter referred to as a rear separation zone) that separates the vicinity immediately after the vehicle inflow portion from the plane intersection A2 on the upstream side of the road.
Therefore, the third device S3 forms the reversible lane section L3 between the leading separation zone H1 and the trailing separation zone T2 in two or more stages as in the case of the second device S2. The waiting lane length of the right turn vehicle at A1 is extended to the rear separation zone T2, and can be increased or decreased in multiple stages, so that the length of traffic congestion can be changed flexibly.
H2 is a central separation band (hereinafter also referred to as a head separation band) at the head part that separates the vicinity immediately before the vehicle inflow part to the intersection A2.
Also in this case, it is desirable that the downstream section of the rear separation band T1 and the upstream section of the head separation band H2 are made into devices by any one of the first device S1 to the third device S3.
In the case of the first device S1 to the third device S3, the reciprocating lane is fixedly separated by the leading separation bands H1, H2 and the trailing separation bands T1, T2, but instead, the roadway center line (see FIG. It is also possible to adopt a configuration in which the lanes are separated by (not shown). In this case, an end block B2 is fixed to the rear end boundary portion of the leading road center line and the leading end boundary portion of the rear road center line, and the first device S1 or the like is connected to the block B2. The tip of the second device S2 is connected. Moreover, in the case of 3rd apparatus S3, the front-end | tip part and the rear-end part are connected with block B2. Thereby, the terminal portions of the first device S1 to the third device S3 are finished with good appearance.
About Fourth Device FIG. 41 shows a case where the leading separation zone H1 and the trailing separation zone T2 shown in FIGS. 38 to 40 are reversibly changeable, where the reversible lane section L4 is connected to the downstream intersection A1 and the upstream side. It is comprised over the full length between this intersection A2.
In the figure, Ra is a reversible lane section at the foremost part, and is composed of a road section Ha and a rubbing section X1 immediately before the inflow portion of the vehicle to the intersection A1 on the downstream side, of which the road section Ha On one boundary line V2, a lane separator formed by connecting the head unit U1, the intermediate unit U3, and the tail unit U2 sequentially from the headmost part on the downstream side, that is, the roadside device HaS at the headmost part. Among them, the rear end portion of the rear unit U2 is refractably coupled to the leading unit U4 (or U3) in the rubbing device X1S shown in FIGS.
And on the boundary lines V1 and V2 of the reciprocating end of the leading unit U1 and the trailing unit U2 in the roadway device HaS, and between the boundary lines V1 and V2, any of the first base P1 to the fifth base P5 Lay down and fix.
Rb is a rearmost reversible lane section, which is composed of a rubbing section Z1 and a road section Tb immediately after the vehicle inflow section from the upstream intersection A2, of which one boundary of the road section Tb On the line V1, a lane separator formed by connecting the leading unit U2, the intermediate unit U3, and the trailing unit U1 in order from the downstream side, that is, the rearmost roadway device TbS, is formed, of which the leading unit U2 The front end portion is connected to the rear end portions of the rear units U3 and U4 in the rubbing device Z1S in a refractive manner.
And between the reciprocating end part and the boundary lines V1 and V2 of the leading unit U2 and the trailing unit U1 in the road device TbS, any one of the first base P1 to the fifth base P5 is used as in the above case. Lay and fix.
Thus, in the fourth device S4, at the foremost or last time of the movement, the lane separation device RaS of the reversible lane section Ra at the frontmost part and the lane separation device RbS of the reversible lane section Rb of the rearmost part are bounded. By traversing from one of the lines V1 and V2 to the other, the intersection between the intersections A1 and A2 is reversibly changed over the entire line, thereby ensuring a smoother traffic flow for the traveling vehicle.
In FIG. 41, the first road section Ha and the last road section Tb are configured as a one-stage reversible lane section R1, but the third apparatus S3 shown in FIG. As in the case, it is composed of multi-stage reversible lane sections R1, R2 to Rn, so that the waiting lane length of a right turn vehicle can be increased or decreased in multiple stages, and the length of traffic congestion can be dealt with flexibly. You can also.
Further, in the case of the fourth device S4, both the foremost road section Ha and the rearmost road section Tb are configured to be reversibly shifted, but one of them is reversibly shifted and the other is illustrated in FIG. 40 can be either the leading separation band H1 or the trailing separation band T2.
About the fifth device In FIG. 41, N1 is a central separation zone that reciprocally separates the road downstream section (hereinafter referred to as the downstream separation band), and L5a is a reversible lane section in the vicinity immediately after the vehicle inflow portion from the downstream intersection A1. Thus, it consists of a rubbing section Za and a trail section Ta at the tail.
Among them, as shown in FIG. 44 and FIG. 45, the leading unit U4, the intermediate unit U3, and the trailing unit U3 are connected to the rubbing section Za from the downstream separation zone N1 toward the one boundary line V1 in a refractive manner. A lane separating device, that is, a rubbing device ZaS in the downstream section, and a lane separating device in which a head unit U2, an intermediate unit U3, and a tail unit U1 are connected on the boundary line V1 of the road section Ta, That is, the road device TaS in the downstream section is incorporated.
Then, any one of the first base P4 to the fifth base P5 is laid between the reciprocating end of the head unit U2 and the tail unit U1 and the boundary lines V1 and V2 in the road device TaS.
Thus, the fifth device S5a is configured in the vicinity immediately after the vehicle inflow portion from the downstream intersection A1.
Next, N3 is a central separation zone (hereinafter referred to as upstream separation zone) that separates the road upstream section, and L5b is a reversible lane section immediately before the vehicle inflow to the intersection A2 on the upstream side. It consists of a road section Ha and a rubbing section Xa.
Among them, on the boundary line V2 of the road section Ha, there is a lane separator formed by connecting the head unit U1, the intermediate unit U3 and the tail unit U2 sequentially from the downstream side, that is, the road section device HaS in the upstream section. In the rubbing section Xa, a lane separation device in which the leading unit U1, the intermediate unit U3, and the trailing unit U4 are connected in a refractive manner from the other boundary line V2 toward the upstream separation zone N3, that is, the upstream section. The rubbing device XaS is incorporated.
Then, either the first base P1 or the fifth base P5 is laid between the reciprocating end of the head unit U1 and the rear unit U2 and the boundary lines V1 and V2 in the road device HaS.
Thus, the fifth device S5b is configured immediately before the vicinity of the vehicle inflow portion to the intersection A2 on the upstream side.
Therefore, when traversing the lane separation device RaS of the reversible lane section Ra at the top of the fourth device S4 and the lane separation device RbS of the reversible lane device Rb of the rearmost portion from one of the boundary lines V1 and V2 to the other. At the same time, the fifth devices S5a and S5b provided in the downstream section and the upstream section of the intersections A1 and A2 are reversibly shifted.
Thereby, the downstream separation zone N1 including the intersections A1 and A2 shown in FIG. 41 and the upstream separation zone N3 are reversibly shifted over the entire line, thereby ensuring a smoother traffic flow for the traveling vehicle.
By the way, in the existing apparatus shown in the center part of FIG. 42, the lane separator Sp configured in the reversible lane section Lp is reversibly shifted from one boundary line V1 to the other boundary line V2.
For this reason, every time a reversible transition occurs, a lane misalignment is formed in the vicinity of the boundary between the front and rear ends of the reversible lane section Lp and the normal section, ranging from about a half lane to one lane.
Therefore, as shown in FIG. 42, the above-described fifth devices S5a and S5b are configured in the upstream section and the downstream section of the existing device Sp, and when the existing device Sp is reversibly changed by the transport vehicle 10, the first and last The fifth devices S5a and S5b are reversibly shifted.
Thereby, the downstream separation zone N1 and the upstream separation zone N3 shown in FIG. 42 are reversibly shifted over the entire line, and a smooth traffic flow with respect to the traveling vehicle is ensured.
Accordingly, the fifth devices S5a and S5b have utility as complementary devices that eliminate the traffic complications in the vicinity of the boundary between the upstream and downstream sides of the reversible lane section Lp and the normal section by the existing device Sp. Yes.
Reference numeral 69 denotes a connecting member such as a wire, a chain, a guard pipe, etc., which connects the block B at both front and rear ends in the existing device Sp with the rear unit U1 in the road device TaS and the head unit U1 in the road device HaS. Yes. Thereby, the runaway in the unexpected direction of the existing apparatus Sp by the vehicle collision to the head part and rear part of the existing apparatus Sp is prevented.
For the sixth device,
Next, mobile lane separators (hereinafter referred to as sixth devices S6a and S6b) suitable for alleviating and eliminating traffic jams with interchange as a bottleneck are shown in the upper, middle and lower ends of FIG. A description will be given based on a schematic plan view.
In the middle part of FIG. 43, E1 and W1 are the exit and entrance of the outbound road near the interchange, E2 and W2 are the exit and entrance of the return road, and the middle part between them is a central separation that reciprocally separates the road A band Na (hereinafter referred to as an intermediate separation band) is provided.
Further, a reversible lane section L6b on the upstream side of the road shown from the right half of the middle stage of FIG. 43 to the lower stage is divided into a central separation zone N3 (hereinafter referred to as upstream separation zone) that reciprocates the upstream section of the road and the intermediate separation zone Na. 43, and a reversible lane section L6a on the downstream side of the road shown from the left half of the middle stage to the upper stage in FIG. (Hereinafter referred to as downstream separation zone).
Therefore, in either of the boundary lines V1 and V2 of the reversible lane section L6b upstream from the intermediate separation zone Na, as in the case of the third device S3 shown in FIG. 39 and the fourth device S4 shown in FIG. The upstream sixth device S6b having two or more stages is organized.
In addition, the sixth device S6b and the downstream sixth device S6a, which are symmetrical with respect to the sixth device S6b, have two or more stages on either one of the boundary lines V1 and V2 of the reversible lane section L6a downstream from the intermediate separation zone Na. It is organized in the above multistage.
As a result, there will be no traffic complications between vehicles flowing out of the main road, vehicles flowing into the main road, and vehicles passing through the main road. Can be dealt with.
In the above case, the trailing portion of the downstream separation zone N1 and the leading portion of the upstream separation zone N3 are rubbed and formed in a planar wedge shape as shown in the figure, so that the lane of the traveling vehicle can be changed smoothly near the boundary.

[Document Name] Statement
Patent application title: Lane Separation Unit, Its Components, and Mobile Lane Separation Device
【Technical field】
  [0001]
  The present invention relates to a self-propelled or non-self-propelled lane separation unit, a protective wall block and a protective wall movable device constituting the unit, a fixing device and a guide fixing device for the unit, and a reversible unit. The present invention relates to a mobile lane separator that is knitted so as to change freely.
[Background]
  [0002]
  Conventionally, in order to alleviate and eliminate traffic congestion, flexible guard fences such as guardrails and guard fences, and concrete protective wall blocks are used from the viewpoint of efficiently using the limited road width and number of lanes on existing roads. Organize a guard fence (hereinafter also referred to as a traffic barrier) with either or both of them as a main body, and move it to one of the lane boundaries in the longitudinal direction and move it to the other by about one lane A number of lane separators that reversibly shift in the field have been proposed.
  [0003]
  First, it is equipped with "a structure in which a guide groove is formed in the crossing lane direction of a reversible lane section or a guide rail is laid and the traffic barrier is moved from one side of the lane boundary along the other side." , There is a transverse groove type (see, for example, Patent Documents 1 to 6 below).
  [0004]
  Secondly, there is a so-called transfer transport type having a structure in which a large number of protective wall blocks are connected on the lane boundary line and moved to the other boundary line while being lifted by the transfer transport vehicle ( For example, see FIGS. 10A and 10B of Patent Document 4 and Patent Documents 7 to 12 below.
  [0005]
  By the way, in the United States, a report on the actual situation of successful cases of traffic jam elimination using a practical device called “Quick-change Movable Barrier” (abbreviated as QMB, product name), which started operation around 1988, and its applicability to Japan. (For example, refer to the following non-patent documents 1 and 2).
  [0006]
  This is a practical device (hereinafter referred to as an existing device) based on the “movable lane separator” shown in Patent Document 11 (same as Patent Document 8), which belongs to the category of transfer transfer type described above. 42, as shown in the reversible lane section Lp in the central portion of FIG. 42, the lane separation device Sp in which a large number of protective wall blocks B are connected and installed on one of the lane boundary lines V1 and V2, and the transfer conveyance vehicle 10 Become. Further, on the diagonal line of the transport vehicle 10, a guide frame having a roller is provided which is substantially S-shaped to roll and guide the neck of the block B.
  [0007]
  Thus, the guide frame of the transport vehicle 10 traveling on the reversible lane Fa faces the guide frame of the block B installed on one boundary line V1 and pulls up, guides rolling along the frame, and then moves to the other boundary. By lowering on the line V2, the width of about one lane is reversibly changed.
  [0008]
  If this existing device is objectively evaluated as the present inventor, it has a sufficient road width, for example, a road with 5 to 6 lanes or more in a round-trip lane, but there are still a number of daily traffic jams. Highway Occupancy Vehicle (hereinafter referred to as HOV lane), which is used for several kilometers or more in road sections that extend over km, in the center or roadside of the road, or for Japan's main buses In the case where the target is a lane, the fact that there is a merit of introducing the device is as shown in the past results.
[Literature information list of prior art]
  [0009]
    [Patent Document 1] US Pat. No. 2,143,433
    [Patent Document 2] US Pat. No. 3,391,620
    [Patent Document 3] US Patent No. 4004857
    [Patent Document 4] US Pat. No. 4,629,357
    [Patent Document 5] Japanese Utility Model Publication No. 64-42312
    [Patent Document 6] Japanese Utility Model Publication No. 6-56119
    [Patent Document 7] US Pat. No. 4,474,503
    [Patent Document 8] US Pat. No. 4,500,285
    [Patent Document 9] US Pat. No. 4,653,954
    [Patent Document 10] US Pat. No. 4,881,845
    [Patent Document 11] Japanese Patent Publication No. 4-17246
    [Patent Document 12] Japanese Patent Publication No. 7-886
  [0010]
    [Non-patent document 1] Akiyuki Miyauchi, Yukichi Kurosaki, “Knowledge of traffic jam countermeasures in the United States-Survey report on US traffic management on expressways”, Expressways and automobiles, Japan, Expressway Research Committee, 1996 August 1996, Vol. 39, No. 8, p. 39-42
    [Non-patent document 2] Kenji Shiiki, “Application of mobile protective fence made of concrete (QMB system)”, Expressway and automobile, Japan, Highway Research Committee, April 1, 2000, 43, No. 4, p. 25-28
    [Non-Patent Document 3] Homepage, Moveable Medians Congestion relief on the move, [online], BARRIER SYSTEMS Inc. [searched on July 19, 2002], Internet <URL: http://www.barriersystemsinc.com/#>
DISCLOSURE OF THE INVENTION
[Problems to be solved by the invention]
  [0011]
  In the conventional lane separator, every time the traffic barrier is reversibly changed, a lane difference is formed in the vicinity of the boundary between the front and rear end portions of the reversible lane section and the normal section in the range of half lane to one lane.
For this reason, traffic in the vicinity of these boundaries is caused, and smooth traffic flow for traveling vehicles flowing into or out of the reversible lane section is obstructed.
Therefore, in the existing apparatus, every time the transport vehicle is driven, the laying work and repositioning work such as a traffic cone and a portable protective fence are artificially repeated while paying attention to safety.
  [0012]
  Also, the operation of carrying the transport vehicle itself from the storage garage to the upstream side or the downstream side of the reversible lane section and transporting it to the garage again after the work is repeated.
At that time, in order to avoid a collision with the transport vehicle crossing the road, it is necessary to temporarily stop the traveling of the vehicle or temporarily restrict the intrusion of the vehicle.
  [0013]
  In addition, since the existing device will raise the neck part of the block facing the guide frame on both sides of the transport vehicle and slide it down to the other side, the front and rear ends and the side of the vehicle body on the diagonal line of the transport vehicle will be , Drive in a state of slightly protruding into the adjacent lane.
Therefore, for a vehicle traveling in adjacent lanes in the vicinity of the front and rear portions of the traveling vehicle, particularly a traveling vehicle having a vehicle body width, the lane must be changed to avoid contact with the transportation vehicle.
Therefore, in order to take advantage of the existing equipment, the number of round-trip lanes must be at least 5 lanes. Roads with round trips of 3 to 4 lanes, or inflows and outflows at plane intersections with 2 round-trip lanes It is difficult to apply to the majority of existing roads that have around 3 lanes in the vicinity.
  [0014]
  In addition, traffic jams that occur in sections of several pick-up meters to several hundred meters, for example, where plane intersections of ordinary roads are bottlenecks, are not only in Japan, but are regularly attracted throughout the world. It has been woken up, and the length of traffic jams during rush hours varies widely.
The constant placement of workers, including transport vehicle drivers, in such traffic jams is rarely significant in terms of cost-effectiveness, efficiency, and labor savings required for operation and maintenance of the equipment. It is. And it is difficult to deal with sudden traffic jams outside of rush hours.
  [0015]
  In addition, in the existing apparatus, in order to transfer a lane width of about 3 m at the maximum, a reversible lane section extending over a short length of about 1 km and a long length of about 16 km (disclosed in Non-Patent Documents 1 and 2 above). ) Is reversibly changed by driving the transport vehicle at a speed of about 4 to 8 km / h.
However, traffic jams at intersections on regular roads tend to vary in length from day to day due to factors such as time of day and season. Is inefficient.
  [0016]
  Thus, the conventional apparatus actually has the above-mentioned problems in its smooth operation, and cannot cope with various road conditions and traffic jams in an almighty manner.
  [0017]
  On the other hand, in the case of the transverse groove type, the traffic barrier is formed mainly of a flexible guard fence, and the main purpose is to separate the round-trip lane by the guard fence, and the collision vehicle that has lost control is off-road or oncoming lane. There are few considerations related to securing the original function as a traffic barrier, such as preventing the vehicle from running away or restoring the collision vehicle in the normal traveling direction.
  [0018]
  In that regard, in the case of existing equipment, it has been demonstrated that by knitting the protective wall block long, it can be used as a semi-rigid protective fence that combines the characteristics of a rigid protective fence and a flexible protective fence. Although it is described (described in Non-Patent Document 2 above), it lacks consideration for a vehicle collision near the front end or rear end of the device, and the lane separation near the boundary with the normal section is a traffic cone or a portable type. Needless to say, the guard fence is resistant to vehicle collision.
  [0019]
  By the way, the road's plane alignment is composed of various combinations of three elements: straight lines, circles, and curves, and the road's vertical alignment includes flat ground, slopes, up and down, and slopes in the transverse direction. There are many different combinations of road surfaces.
  [0020]
  Therefore, in the present invention, in providing a mobile lane separation device (hereinafter referred to as the present device) suitable for solving one or more of the above technical problems, it is an opportunity to deal with various road conditions and various short and long traffic conditions. To provide a lane separation unit (hereinafter referred to as a unit) capable of coping with changes.
  [0021]
  In addition, as a single product having compatibility, a protective wall block (hereinafter referred to as a block) provided for lane separation and boundary use, and a protective wall movable device (hereinafter referred to as a movable device) also provided for single distribution as a component of the unit. )I will provide a.
  [0022]
  In addition, the unit to be installed in the main part of this device is fixed and installed on the road surface so that it cannot move, or the unit is installed in a fixed position, and the unit is securely connected from one side of the lane boundary to the other. There is provided a guide fixing device for a unit suitable for moving and guiding and fixing on a boundary line of a moving end portion thereof.
  [0023]
  The present invention provides a number of modes of the present invention that are practical and have a configuration in which the unit and its components are assembled on a lane boundary line of a reversible lane section and knitted in a reversible manner.
[Means for Solving the Problems]
[Lane separation unit]
  [0024]
  The present invention is a unit U1 to U4 formed by covering and fixing one or more of the blocks B1 to B3 to the movable devices K1 to K4,
In 1st invention regarding the said unit, the raising / lowering apparatus J1-J3 which raises / lowers the said blocks B1-B3 is integrated in the traversing carriage D1 provided with the traveling apparatus Q which reciprocates to the lane crossing direction about the structure of the said movable apparatus K3. Then, by operating the lifting devices J1 to J3, the blocks B1 to B3 are levitated from the road surface 11, installed on the road surface 11, and the movable device K3 is lifted inside the blocks B1 to B3. A self-propelled unit U3 configured to be pulled downward is provided.
  [0025]
  In the second invention of the unit, the movable devices K1 and K2 are arranged in a traversing carriage D1 having a traveling device Q that reciprocates in the lane crossing direction, and elevating devices J1 to J3 that raise and lower the blocks B1 to B3, and blocks The clamp devices C1 and C2 for fixing B1 to B3 to the road surface 11 are incorporated, and the blocks B1 to B3 are lifted from the road surface 11 or installed on the road surface 11 by operating the lifting devices J1 to J3. Self-propelled units U1 and U2 configured to lift and move the movable devices K1 and K2 inside the blocks B1 to B3 to be clamped or to lower and release the clamps are provided.
  [0026]
  In the third invention of the unit, the structure of the movable device K4 is constructed by incorporating lifting devices J1 to J3 for raising and lowering the blocks B1 to B3 into a traversing carriage D2 that moves in the lane crossing direction. By operating, the blocks B1 to B3 are levitated from the road surface 11 and installed on the road surface 11, and the movable device K4 is lifted inside the blocks B1 to B3 or lowered downward, so that the self-propelled unit Provided is a non-self-propelled unit U4 configured to turn or move in a traversal manner depending on the transverse movement of U1 to U3.
[Effect of lane separation unit]
  [0027]
  Therefore, by arranging the units U1 to U4 of the above 3 to 4 modes flexibly, a mobile lane separation device with a high practicality capable of dealing with various road conditions and various short and long traffic conditions can be obtained. Contributes to the mitigation and elimination of traffic congestion due to the bottleneck at the interchange.
  [0028]
  Further, by operating the lifting devices J1 to J3 incorporated in the units U1 to U4, the movable devices K1 to K4 are lifted from the road surface 11 inside the blocks B1 to B3, so that the road surface for each unit U1 to U4. 11 to increase the installation effect.
  [0029]
  Further, in the case of the units U1 and U2, it is not necessary to incorporate a drive system for operating the clamp devices C1 and C2, and the interlock devices are operated in conjunction with the lifting devices J1 to J3. Therefore, it can operate efficiently without being complicated, and can be clamped and fixed to the road surface 11 effectively at the time of installation.
  [0030]
  Further, the movable devices K1 to K4 and the blocks B1 to B3 can be transported to the construction site, and can be easily assembled and integrated at the site.
[Protective wall block]
  [0031]
  1st invention regarding a block is the block B1-B3 provided with either the left-and-right side wall part 13 provided with the installation surface to the road surface 11, and the top wall part 14 formed over the upper position between them, or the barrier part 141 Among them, the blocks B1 and B3 are characterized in that the front and rear end portions thereof are opened in a communicating state and the space portion 12 is opened at the bottom portion.
  [0032]
  The second invention relating to the block B2 is a space portion in which either one of the front and rear end portions of the block B2 is closed in an arc shape, the other end portion is opened in a communicating state, and the bottom portion is opened. 12 is a feature.
[Effect of protective wall block]
  [0033]
  By using the blocks B1 to B3 having such a simple configuration, manufacturing is easy and cost reduction by mass production is possible. Moreover, it can be used for independent distribution as a single product for lane separation and terminal with compatibility.
  [0034]
  Further, if the coupling joints 19 and 27 are provided in the movable devices K1 to K4, there is no need to provide the joints 19 and 27 at the ends of the blocks B1 to B3, which contributes to the reduction of the block molding cost.
[Protective wall movable device]
  [0035]
  In the first invention relating to the movable device K3, lifting devices J1 to J3 for raising and lowering the blocks B1 to B3 are incorporated in a traversing carriage D1 having a traveling device Q that reciprocates in the lane crossing direction, and a table is installed in the lifting devices J1 to J3. The frame 16 is handed over in the front-rear direction, and the frame 16 is constructed so as to be supported by straddling the blocks B1 to B3.
  [0036]
  The second invention of the movable devices K1 and K2 is a traversing carriage D1 provided with a traveling device Q that reciprocates in the lane crossing direction. Lifting devices J1 to J3 for raising and lowering the blocks B1 to B3 and the blocks B1 to B3 on the road surface. Clamping devices C1 and C2 for fixing to the 11 side are incorporated, the table frame 16 is passed in the front-rear direction to the lifting devices J1 to J3, and the blocks B1 to B3 are straddled and supported by the frame 16 It is characterized by that.
  [0037]
  In the third invention of the movable device K4, the elevating devices J1 to J3 for raising and lowering the blocks B1 to B3 are incorporated in the traversing carriage D2 moving in the lane crossing direction, and the table frame 16 is passed to the elevating devices J1 to J3 in the front-rear direction. The frame 16 is constructed so as to be laid over and supported by the blocks B1 to B3.
[Effect of protective wall moving device]
  [0038]
  By using the movable devices K1 to K4 having such a simple configuration, manufacturing is easy and cost reduction by mass production is possible. In addition, since the table frame 16 is passed to the lifting devices J1 to J3, one or more of the blocks B1 to B3 can be easily covered and fixed after transportation to the site, and the assembly work is saved.
[Unit fixing device and its guide fixing device]
  [0039]
  In the invention relating to the fixing device, the fixed bases P1 to P3 are laid on the moving ends of the units U1 to U3, and the bases P1 to P3 are engaged with the clamp devices C1 and C2 incorporated in the units U1 and U2. The engaging pieces 42a and 42b are configured.
  [0040]
  1st invention regarding a guide fixing device attaches the wheel 53 provided with the rubber wheel part 531 and the taper wheel part 532 to the transverse cart D1 of the units U1-U3, and the lane boundary line V1 where the said units U1-U3 move reciprocally, A fixed base P3 is laid on V2, and on the base P3, a rail portion 54 that rolls and guides the wheel 53, and clamped devices C1 and C2 incorporated in the units U1 and U2 are engaged. 42a and 42b are configured.
  [0041]
  A second invention of the guide fixing device is a lane boundary in which a wheel 55 provided with a saddle wheel portion 551 and a tapered wheel portion 552 is attached to the traversing carriage D1 of the self-propelled units U1 to U3, and the units U1 to U3 reciprocate. A fixed base P4 is laid between the lines V1 and V2, and a guide rail 56 that rolls the traversing carriage D1 in the lane crossing direction is formed on the base P4, and a lane boundary line V1 that intersects the rail 56, The engaged pieces 42a and 42b with which the clamping devices C1 and C2 incorporated in the units U1 and U2 are engaged are configured on V2.
  [0042]
  The third invention of the guide fixing device attaches a drive gear 58 to the traversing carriage D1 of the units U1 to U3, and lays a fixing base P5 between the lane boundary lines V1 and V2 where the units U1 to U3 reciprocate, A rack rail 59 that meshes with the gear 58 is formed in the lane crossing direction on the base P5, and clamping devices C1, C2 incorporated in the units U1, U2 are disposed on the lane boundary lines V1, V2 intersecting the rail 59. The engaged pieces 42a and 42b to be engaged with each other are configured.
[Effects of unit fixing device and guide fixing device]
  [0043]
  With these fixing bases P1 to P5, the units U1 and U2 including the clamping devices C1 and C2 are physically clamped and fixed on the boundary lines V1 and V2 of the moving ends.
  [0044]
  Further, the positioning with respect to the units U1 to U3 entering the fixed base P3 is performed reliably, and the displacement of the installation position due to the repeated reciprocation of the units U1 to U3 is prevented.
  [0045]
  Further, in the case of the fixed bases P4 and P5, particularly when the units P1 to P3 reciprocate on a slope on an upward slope or a downward slope, or on a road inclined in the transverse direction, it is connected to the boundary lines V1 and V2. It is possible to reliably guide the movement from one to the other, and to securely clamp at the moving end.
[Mobile lane separator]
  [0046]
  The first aspect of the present invention is that the reversible lane sections L1 and L4 are divided into a front rubbing section X1, a body section Y1 and a rear rubbing section Z1, and the reversible lane section One or two units in which many of the units U1 to U4 are connected and installed on the lane boundary lines V1 and V2 on the return path side, and the units U1 to U4 are covered and fixed to the movable devices K1 to K4 and the movable devices K1 to K4. The group of the units U1 to U4 configured by the above blocks B1 to B3 and incorporated in the road section Y1 traverses from one of the boundary lines V1 and V2 to the other, and is incorporated into the rubbing sections X1 and Z1. The groups of the units U1 to U4 are configured to be reversibly shifted to a plane line shape of almost a polygonal line shape, a stepped shape, or a linear shape.
  [0047]
  The second aspect of the present invention is that the reversible lane sections L2 to L4, L6a, and L6b are divided into a rubbing section X1 at the head portion, and a section from the main body portion to the tail portion, followed by road sections Y1, Y2 to Yn, Ym. And rubbed sections Z1, Z2-Zn, and Zm are divided into a plurality of sections, and a large number of units U1-U4 are connected and installed on the lane boundary lines V1, V2 on the forward or return road side of the reversible lane section. In addition, the reversible lane section is configured to be reversibly movable in multiple stages.
[Effect of mobile lane separator]
  [0048]
  As a result, by increasing the number of traffic lanes on either the outbound side or the return side, the increase in traffic demand can be absorbed, and the number of lanes on the other non-congested side can be reduced, resulting in a limited number of lanes. Contribute to alleviation and elimination of traffic congestion through effective use of roads.
  [0049]
  Specifically, it can be installed on a road having about 3 to 4 lanes for round trips, or on a large number of existing roads having about 3 lanes for round trips in the vicinity of the inflow / outflow part of a plane intersection.
  [0050]
  In particular, by smoothing the inflow of traveling vehicles from the road upstream section to the reversible lane section, and smoothing outflow of traveling vehicles from the reversible lane section to the road downstream section, the reversible lane section and the normal section A smooth round-trip traffic flow is ensured without incurring traffic in the vicinity of the boundary.
  [0051]
  In addition, by making this device reversible and variable in multiple stages, it is possible to operate the device efficiently by coping with changes in the length of traffic jams.
  [0052]
  In addition, the unit U4 at the head of the rubbing section X1 in the first and second inventions of the present apparatus is connected to the rear end of the central separation band N1 that reciprocally separates the road downstream section, or a plane intersection in the road downstream section. Connect the vicinity of the vehicle inflow to A1 to the rear end of the median strip H1 that has changed to the return path, or the rear end of the roadway center line that has changed the vicinity of the vehicle inflow to the plane intersection A1 to the return path. Connect to one of the fixed protective wall blocks B2.
  [0053]
  Further, the rear unit U4 of the rubbing section Z1, Z2 to Zn is connected to the front end of the central separation band N2 that reciprocally separates the upstream section of the road, or the vicinity of the vehicle inflow section from the plane intersection A2 of the upstream section of the road. The protective wall block B2 for the end portion that is connected to the front end portion of the median strip T2 that has shifted to the outward path or is fixed to the front end portion of the roadway center line that has shifted from the plane intersection A2 to the forward path side. Connect to one of the following.
  [0054]
  This prevents the apparatus from running away due to a vehicle collision near the front end or rear end of the apparatus, and the entire apparatus exhibits utility as a semi-rigid protective fence.
  [0055]
  In particular, if this device is connected to the rear end of the median strip H1 or lane center line where the vehicle inflow to the plane intersection A1 has changed to the return path side, turn right or turn left The normal standby length of the lane (in the case of the right-hand traffic system) is formed so that the vehicle standby lane length can be freely increased by the operation of this device. During rush hours, a surplus number of traveling vehicles are placed in the reversible lane of the increased standby lane length. Accommodate.
  [0056]
  As a result, traffic congestion caused between a straight vehicle and a right turn or left turn vehicle is prevented, and a smooth traffic flow is ensured, thereby contributing to alleviation and elimination of traffic congestion with a plane intersection as a bottleneck.
  [0057]
  In addition, the unit U4 at the head of the rubbing section X1 in the first and second inventions of the present apparatus is connected to the rear end of the central separation zone Na that reciprocally separates the exit and entrance from the interchange main road. The unit U4 at the tail of the rubbing section Z1, Z2 to Zn is connected to the tip of the central separation band N3 that reciprocates and separates the main road in the upstream section of the road.
  [0058]
  Also, the unit U4 at the tail of the rubbing section X1 is connected to the front end of the central separation zone Na that reciprocally separates the exit and entrance from the interchange main road, and is attached to the head of the rubbing sections Z1, Z2 to Zm. The unit U4 is connected to the rear end of the central separation band N1 that reciprocates the main road in the downstream section of the road.
  [0059]
  This contributes to the mitigation and elimination of traffic congestion caused by the toll gate and main entrance / exit at the interchange of the exclusive road for vehicles, that is, the traffic jam that propagates from the main road entrance to the upstream and downstream sections of the main road.
  [0060]
  Further, the road section Ha is formed at the foremost part of the rubbing section X1 in the first and second inventions of the present apparatus, and the lane boundary line V1 of the reversible lane section Ra composed of the road section Ha and the rubbing section X1. , Units U1 to U4 are connected and installed on V2.
  [0061]
  Further, a road section Tb is formed at the rearmost part of the rubbing section Z1 to Zn, and the units U1 to U4 are disposed on the lane boundary lines V1 and V2 of the reversible lane section Rb including the road section Tb and the rubbing sections Z1 to Zn. Are connected and installed.
  [0062]
  Thereby, between the downstream intersection A1 and the upstream intersection A2 can be reversibly changed over the whole line, and a smoother traffic flow is ensured.
  [0063]
  In the third aspect of the present invention, the reversible lane section L5a is divided into a rear rubbing section Za and a rearmost road section Ta, and the unit is placed on the lane boundary lines V1 and V2 of the reversible lane section L5a. U1 to U4 are connected and installed, and the unit U4 at the head of the rubbing section Za is connected to the rear end of the central separation band N1 that reciprocally separates the road downstream section.
  [0064]
  In the fourth aspect of the present invention, the reversible lane section L5b is divided into the foremost road section Ha and the rubbing section Xa at the top, and on the lane boundaries V1 and V2 of the reversible lane section L5b. Units U1 to U4 are connected and installed, and the rear unit U4 of the rubbing section Xa is connected to a front end portion of a central separation band N3 that reciprocally separates the upstream section of the road.
  [0065]
  Thereby, when the intersection between the intersections A1 and A2 is reversibly changed over the entire line, the vehicle inflow portion from the downstream intersection A1 and the vehicle inflow portion to the upstream intersection A2 are reversibly changed accordingly. Thus, traffic complications near the intersections A1 and A2 are prevented.
  [0066]
  Further, when the fourth and fifth aspects of the present invention are formed near the boundary between the downstream section and the upstream section of the lane separation device Sp in which a number of the protective wall blocks B are connected, the upstream of the reversible lane section Lp. It demonstrates its usefulness as a complementary device that eliminates traffic complications near the side and downstream.
  [0067]
  In such a case, the units U1 to U3 incorporated in the apparatus travel at a very slow speed, specifically, the apparatus moves about 1 lane about 1 lane at the earliest, about 5 to 10 minutes at the earliest, 30 minutes to 1 hour at the latest. By setting the degree, it is possible to reversibly change the entire device while allowing the vehicle to travel without restricting special traveling.
  [0068]
  By providing the various devices described above, traffic congestion caused by long-standing road intersections and interchanges as a bottleneck is alleviated and resolved, and traffic accidents caused by traffic complications are prevented. At the same time, it will reduce the occurrence of traffic pollution due to traffic jams, reduce fuel consumption and waste of trip time, and broadly contribute to energy conservation and prevention of global warming.
As a result, the introduction and spread of this apparatus is promoted, and it contributes to the reduction of the maintenance cost after the introduction of the apparatus.
BEST MODE FOR CARRYING OUT THE INVENTION
  [0069]
[About Lane Separation Unit]
  The units U1 to U4 according to the present invention include the protective wall blocks B1 to B3 and any one of the four types of protective wall movable devices K1 to K4, and one of the blocks B1 to B3 is included in any of the movable devices K1 to K4. Or it connects and unifies by covering and assembling two or more bodies.
  [0070]
  Then, one or more of these units U1 to U4 are connected side by side on one of the reversible lane sections L1 to L6a and L6b shown in FIGS. 38 to 43, for example, on the lane boundary line V1 on the forward path side. As a result, a series of mobile lane separators S1 to S6a, S6b are formed, and by traversing the lane boundary line V2 on the return path side by about one lane, it is used for the operation of reversible lane shifting.
  [0071]
  Therefore, the four modes of the units 400a to 400d having a width of about 60 cm and a length of about 4 m, the blocks B1 to B3 and the movable devices K1 to K4 constituting the units, and related configurations and modifications thereof. These will be sequentially described according to the attached drawings.
  [0072]
  As shown in FIGS. 1 and 3 to 11, the unit U <b> 1 of the first aspect, that is, 400 a, covers and fixes the four bodies of the block B <b> 1 in a straddling state on the movable device K <b> 1.
And the structure of the said movable apparatus K1 is set to the traverse cart D1 provided with the traveling apparatus Q which reciprocates in the lane crossing direction, the raising / lowering apparatus J1 which raises / lowers the four blocks B1, and the 1st clamp operation of the left-right width direction. The clamp device C1 and the second clamp device C2 that performs the clamping operation in the front-rear direction are assembled.
  [0073]
  The unit U2 of the second mode, that is, 400b, is not equipped with the second clamp device C2 illustrated in the lowermost stage of FIG. 1, and the movable device K2 is used to cover and fix the four bodies of the block B1 to the movable device K2. The first clamping device C1 for fixing the unit 400b to the road surface 11 side is incorporated into the traversing carriage D1 provided with the lifting device J1 and the traveling device Q via the movable device K2.
  [0074]
  The unit U3 of the third mode, that is, 400c is the case shown in FIG. 2 that is not equipped with the clamping devices C1 and C2, and the movable device K3 is connected to the traverse carriage D1 that includes the lifting device J1 and the traveling device Q. The four blocks B1 are covered and fixed to the movable device K3.
  [0075]
  The unit U4 of the fourth aspect, that is, 400d is a case where the drive system of the traveling device Q is removed from the movable device K3 shown in FIG. 2, and the movable device K4 is a non-self-propelled type equipped with the lifting device J1. It is constituted by a traversing carriage D2, and four bodies of block B1 are covered and fixed to the movable device K4. This unit U4 moves in a traverse manner or swivels depending on the self-propelled units U1 to U3 of the first to third aspects.
[About protective wall blocks]
  [0076]
  The block B1 is a precast concrete product integrally molded, and the vertical section formed by projecting the upper central portion to a small height exhibits a convex appearance, and the vertical cross section is convex inside thereof, and the front and rear end portions are An opening is formed in a communicating state, and a tunnel-like space 12 having an open bottom is formed.
  [0077]
  More specifically, the block B1 includes a side wall portion 13 that rises to the left and right side positions, and a top wall portion 14 that protrudes slightly upward and straddles the upper position between the left and right shoulder portions. A groove portion 17 is formed in the step portion 15 and in the ceiling portion of the top wall portion 14 into which the table frame 16 passed over the lifting device J1 is fitted.
  [0078]
  Specifically, the block B1 has a lateral width of about 60 cm, a height of about 45 cm, a wall thickness of about 10 cm, a length of about 1 m, and a weight per body of about 250 kg.
Instead of the corner step portion 15 described above, both the left and right shoulder portions of the block B1 can be formed into both flow-like inclined walls 151.
[About the protective wall movable device]
  [0079]
  Reference numeral 18 denotes a carriage frame for the transverse carriages D1 and D2, which is made of a grooved steel having a carriage width of about 40 cm and a length of about 4 m, and is provided with a long hole 191 in a connecting joint 19 fixed to both front and rear ends thereof. Has been drilled.
  [0080]
  Reference numerals 20 and 21 denote driving wheels and driven wheels of the traversing carriage D1, which are respectively attached to the left and right positions of the bottom of the carriage frame 18 with a space therebetween, and among them, the driving wheels 20 are passed to positions closer to the front and rear portions of the carriage frame 18. Further, the driven wheel 21 is supported by a wheel holder 222 fixed to an intermediate position of the carriage frame 18.
[About traveling equipment]
  [0081]
  M1 is a traveling motor (hereinafter referred to as a traveling motor) with a speed reducer G1 that rotates forward and reverse, and is installed at both front and rear end positions of the carriage frame 18 and is fitted with an output shaft 231 of the speed reducer G1. A transmission chain 24 (or a toothed belt is acceptable) is suspended between the sprocket 202 fitted to the axle 201 of the drive wheel 20. Reference numeral 181 denotes an insertion hole for the chain 24, which is formed in the bogie frame 18 at the front and rear positions.
  [0082]
  Therefore, when the front and rear traveling motors M1 are synchronously driven, the traversing carriage D1 traverses substantially in parallel. Further, the traversing carriage D1 moves laterally while turning moderately by changing the rotational speed or rotational speed of one of the front and rear driving wheels 20 from the other or by giving it a slight time lag. .
  [0083]
  By the way, as a reduction ratio of the traveling motor M1, specifically, it is fixed to any one within a range of about 1/1000 to 1 / 12,000, or variable to a reduction ratio according to the congestion situation. It is desirable to be adjustable. With the reduction ratio, one rotation of the output shaft 231 rotates at an extremely low speed in about 0.5 to 6 minutes.
  [0084]
  Specifically, when the traveling motor M1 is driven and the traversing carriage D1 is traversed, for example, over a lane width of about 3 m, if the wheel diameter is 10 cm, the output shaft 231 and the axle 201 rotate 10 times. It will be.
  [0085]
  Therefore, by setting the ultra-low speed rotation at the speed reduction ratio described above, for example, when the traveling vehicle is assumed to move in an early morning time zone when it is relatively quiet, 1/1000 to 1/2000. The traversing carriage D1 moves in one lane over a period of about 5 to 10 minutes with a reduction ratio of about.
  [0086]
  In addition, travel in stages before traffic congestion is predicted, such as time zones with moderate round-trip traffic, such as evening return home hours, sports watching, other event end times, and holiday return times. Assuming that the vehicle travels in one lane over a period of about 15 to 20 minutes with a reduction ratio of about 1 / 3,000 to 1/4000.
  [0087]
  Further, when a traffic jam has already occurred, the vehicle moves in one lane over a period of 30 minutes to 1 hour at a reduction ratio of about 1 / 6,000 to 1 / 12,000.
  [0088]
  In this way, the devices S1 to S6a and S6b that are knitted as shown in FIGS. 38 to 43 can be made to run on the traversing carriage D1 of the units U1 to U3 without any special travel restrictions. It is possible to use it for reversible transition while allowing the travel.
  [0089]
  If the wheel diameter of the traversing carriage D1 is 5 cm, it will move about one lane in 20 revolutions. If the reduction ratio in that case is about 1/500 to 1/1000, then 5 The traversing cart D1 travels one lane over a period of about 10 minutes.
[About lifting equipment]
  [0090]
  M2 is an elevating motor (hereinafter referred to as an elevating motor) with a reduction gear G2 installed at an intermediate position of the carriage frame 18, and a rotating shaft 25 that rotates forward and reverse is inserted through the reduction gear G2. In the vicinity of the middle portion between the front and rear end positions of the rotating shaft 25 and the installation position of the speed reducer G2, screw portions 251 that are reverse screws are formed in the front half and the rear half.
  [0091]
  The lifting device J1 is composed of four link devices 26 that are linked in an upside-down inverted y-shape and the above-described lifting drive system, and the first half and the second half are connected to the carriage frame 18. They are installed symmetrically on the center line at intervals.
To the link device 26, a table frame 16 having a length of about 4 m and a channel steel is passed and fixed in the front-rear direction. Reference numeral 27 denotes a coupling joint fixed to both front and rear ends of the table frame 16, and has a long hole 271 formed in the center thereof.
  [0092]
  Here, the details of the link device 26 shown in the exploded perspective view of FIG. 8 will be described.
Reference numeral 28 denotes a main link that is supported obliquely at a distance from side to side. Cylindrical spacers 291 to 293 are sandwiched between three upper, middle, and lower portions. Reference numeral 30 denotes a sub link that supports the main link 28. The upper end of the sub link 30 is supported diagonally by the support shaft 311 on the intermediate outer side of the main link 28, and the spacer 294 is also sandwiched at the lower end thereof.
  [0093]
  Reference numeral 32 denotes a lower bracket formed in an upward U shape. The lower bracket is fitted on the support shaft 312 inserted into the lower portion of the sub-link 30 at one of the front and rear, for example, the rear position and inserted from the side. Yes. Then, the lower end portion of the main link 28 is fitted into the elongated hole 321 portion drilled at the other position, for example, at the front position, and the lower end portion of the main link 28 is moved back and forth by the support shaft 313 inserted from the side. Both ends are slidable in the direction.
Reference numeral 33 denotes an upper bracket formed in a downward U-shape, and the upper end portion of the main link 28 is pivotally provided by a support shaft 314. Reference numeral 34 denotes a cylindrical nut fixed orthogonally to the center upper portion of the spacer 293, and the screw portion 251 of the rotary shaft 25 is screwed into the nut 34.
  [0094]
  Therefore, the lower bracket 32 of the link device 26 is fixed to the carriage frame 18, the upper bracket 33 is attached to the table frame 16, and the rotary shaft 25 is attached to the nut 34 of the link device 26 on the two front sides and the rear portion. A lifting device J1 that raises and lowers the block B1 is configured by screwing and penetrating the nuts 34 of the two link devices 26 on the side.
In addition, the upper end part of the main link 28 can also be directly connected to the table frame 16, and in that case, as shown in FIG.
  [0095]
  Thus, when the elevating motor M2 is driven and the rotary shaft 25 rotates forward and backward via the speed reducer G2, the lower end of the main link 28 moves back and forth in the front-rear direction and pushes the table frame 16 vertically upward. Or pull down. Thereby, the vertical distance between the table frame 16 and the carriage frame 18 is relatively increased or decreased.
Therefore, as shown in FIGS. 4 and 6, as the table frame 16 rises, the block B1 is lifted from the road surface 11 to a height of about several centimeters to 10 centimeters, and the wheels 20 and 21 of the traversing carriages D1 and D2 are lifted. It can be moved by grounding.
  [0096]
  Conversely, as shown in FIG. 3 and FIG. 6, the block B <b> 1 is pulled down by the lowering of the table frame 16, installed on the road surface 11, and then the carriage frame 18 is further lifted. The vertical distance from the frame 18 is relatively small.
As a result, the entire movable devices K1 to K4 are lifted on the block B1 installed on the road surface 11, and the wheels 20 and 21 of the traversing carriages D1 and D2 are slightly lifted from the road surface 11.
Thus, the units U1 to U4 are stably installed on the road surface 11 by adding the total weight of the movable devices K1 to K4 to the total weight of the installed block B1.
[About the first clamping device]
  [0097]
  Next, the first clamping device C1 shown in the exploded perspective view of FIG. 11 will be described.
The first clamp device C1 is composed of a pair of left and right inverted L-shaped clamp arms 35a pivotably pivoted, and a connecting lever 36a such as a link or a rod. As shown, it is assembled to the carriage frame 18 and the table frame 16 at the front and rear positions of the movable devices K1, K2. Reference numeral 37 a denotes a bearing fixed to the carriage frame 18, and the base end portion of the clamp arm 35 a is pivotally supported by a support shaft 371. Reference numeral 38 a denotes a bearing fixed to the table frame 16, and the upper end portion of the connecting lever 36 a is pivotally supported by a support shaft 381. And the lower end part of the connection lever 36a is pivoted by the support shaft 382 at the corner | angular part 351 of the clamp arm 35a.
Reference numeral 352 denotes a hook formed at the tip of the clamp arm 35a.
Reference numeral 182 denotes an insertion hole for the clamp arm 35 a formed in the carriage frame 18.
[About the first platform]
  [0098]
  Next, a clamped fixed base P1 (hereinafter referred to as a first base) with which the first clamp device C1 engages will be described with reference to FIGS.
The first base P <b> 1 is embedded in or laid on the road surface 11 on the boundary lines V <b> 1 and V <b> 2 of the reciprocating end of the unit U <b> 2, and the four corners are fixed with anchor bolts 39.
The top of the first base P <b> 1 is a flat, raised-up portion from the road surface 11, formed into a truncated pyramid-shaped peak 401, and its outer peripheral portion is an inclined surface 402. 41a is a groove for guiding the tip of the clamp arm 35a, and is formed in the center of the base P1 between the peaks 401 in the left-right width direction. Reference numeral 42a denotes an engaged piece such as a rod, a wire, or a strip that extends to the center upper position of the groove portion 41a, and is locked when the hook 352 of the clamp arm 35a is engaged with the engaged piece 42a. The Reference numeral 43 denotes a reflection plate, which is fitted into the mountain portion 401 or the inclined portion 402.
Accordingly, by laying the first base P1 on the boundary lines V1 and V2, it also has a function as a boundary sign without hindering normal vehicle travel.
  [0099]
  Thus, when the elevating motor M2 is driven and the table frame 16 descends vertically downward, the corner portion 351 of the clamp arm 35a in the expanded state as shown in FIG. 10 is pushed down by the connecting lever 36a. Then, with the bearing 37a as a fulcrum, the clamp arm 35a swings in the closing direction, the arm tip is guided by the groove 41a of the first base P1, and the hook 352 at the arm tip is shown in FIG. Thus, it is clamped to the engaged piece 42a.
  [0100]
  More specifically, at a stage immediately before clamping, the block B1 descending integrally with the table frame 16 is first installed on the road surface 11, and the entire movable devices K1 and K2 are lifted inside thereof, and the traversing carriage D1. When the wheels 20 and 21 are slightly lifted from the road surface 11, the hooks 352 are locked by being clamped to the engaged pieces 42a. Thereby, the unit U2 is fixedly installed on the boundary lines V1 and V2 of the reciprocating end.
  [0101]
  On the contrary, when the table frame 16 is lifted by driving the lifting motor M2, the corner 351 of the clamp arm 35a in the closed state as shown in FIG. 9 is pulled up by the connecting lever 36a. Then, with the bearing 37a as a fulcrum, the clamp arm 35a swings in the blade expanding direction, and the hook 352 at the tip of the arm releases the locked state with the engaged piece 42a. Then, as shown in FIG. 10, the wheels 20 and 21 of the traversing carriage D1 are brought into contact with the ground, and the height of the block B1 is appropriately raised from the road surface 11, so that it can move in the lane crossing direction.
  [0102]
  Accordingly, the self-propelled unit U2 is provided at the head and tail of the group of units U1 to U4 incorporated in the road sections Y1, Y2 to Yn of the devices S1 to S6a and S6b shown in FIGS. If the road alignment draws a curve, it is incorporated in the middle position accordingly. For example, when the total length of the road sections Y1, Y2 to Yn exceeds 100 m or 200 m, they are incorporated at intervals of about 50 m or 100 m.
The apparatus S1 to S6a and S6b are knitted by incorporating the unit U3 shown in FIG. 2 or incorporating the unit U3 and the unit U4 at most other positions.
  [0103]
  Thereby, when a traveling vehicle collides with this apparatus S1-S6a, S6b, the whole apparatus exhibits the effect as a semi-rigid protective fence, prevents the collision vehicle from jumping into the opposite lane and running away, Satisfies the function of returning to the normal direction of travel.
  [0104]
  Moreover, if the operating time required for the reversible transition of the devices S1 to S6a and S6b is, for example, about 20 to 30 minutes for a round trip per day, the entire device is bounded for the remaining 23 and a half hours or more. It is stably fixed and held on the road surface 11 on the lines V1 and V2.
[About the second clamping device]
  [0105]
  Next, the second clamp device C2 illustrated in the lowermost stage of FIG. 1 with a space in the front-rear direction, as shown by an imaginary line in FIGS. 5 to 7, and the carriage frame 18 at the inner position of the first clamp device C1. The table frame 16 is assembled in the vicinity of the center of the frame, and is clamped by swinging back and forth. The second clamping device C2 has the same configuration as the first clamping device C1, except that the mounting angle is changed by changing the orientation by about 90 degrees.
  [0106]
  Therefore, the reference numerals of the clamp arm 35b, the coupling lever 36b, and the bearings 37b and 38b are added to the main components of the second clamp device C2, and the description of the configuration is omitted.
  [0107]
  Thus, when the first clamping device C1 and the second clamping device C2 are incorporated in the movable device K1, the clamped fixed base P2 (hereinafter referred to as the second base) shown in FIG. It is fixed on the boundary lines V1 and V2 of the moving end where the unit U1 traverses.
[About the second platform]
  [0108]
  The second base P2 has one of the front and rear, for example, the front half formed in a clamped portion that is substantially the same as the first base P1, and the other rear half is slightly upward from the road surface 11 in the same manner as the front half. It is formed in a raised, flat, truncated cone 403.
41b is a groove part which guides the front-end | tip part of the clamp arm 35b, and is dented in the front-back direction at the base part P2 center part between the said peak parts 403. As shown in FIG. Reference numeral 42b denotes an engaged piece such as a rod or a wire with which the hook 352 of the clamp arm 35b is engaged, and is passed in the left-right width direction to the center upper position of the groove 41B.
  [0109]
  Thus, when the table frame 16 descends vertically by driving the lifting motor M2, the clamp arms 35a and 35b swing in the closing direction with the bearings 37a and 37b as fulcrums, and the tip of one arm 35a The hook 352 of the part is clamped to the engaged piece 42a of the second base P2, and the hook 352 of the tip of the other arm 35b is clamped to the engaged piece 42b.
  [0110]
  At that time, the block B1 descending integrally with the table frame 16 is first installed on the road surface 11, and the entire movable device K1 is lifted inside the block B1. When the traversing carriage D1 is slightly lifted from the road surface 11, each hook 352 is locked by being clamped to the engaged pieces 42a and 42b.
  [0111]
  On the contrary, when the table frame 16 is lifted by driving the lifting motor M2, the hook 352 at the tip of one arm 35a is clamped with the engaged piece 42a with the bearings 37a and 37b as fulcrums, After the hook 352 at the tip of the other arm 35b releases the clamped state with the engaged piece 42b, the tip of the arm swings in the blade expansion direction while being guided by the grooves 41a and 41b of the second base P2. Move.
As a result, the wheels 20 and 21 of the traversing carriage D1 are grounded, and the block B1 pushed up integrally with the table frame 16 is pulled up from the road surface 11 so that it can move in the lane crossing direction.
  [0112]
  In this way, the entire weight of the movable device K1 is added to the total weight of the block B1 and lifted, and the clamp devices C1 and C2 are closed and clamped, whereby the unit U1 shown in FIG. Fixedly supported.
  [0113]
  Therefore, the unit U1 is mainly provided at the distal end of the topmost road section Ha or the end of the rearmost road sections Ta and Tb in the devices S4, S5a and S5b shown in FIG. 41 and FIG. It is reversibly shifted by being incorporated, or clamped on the boundary lines V1 and V2 of the reciprocating end.
  [0114]
  In addition, the unit U2 (400b) is provided at the front and rear ends of the road-shaped sections Y1, Y2 to Yn of the section main body sections of the reversible lane sections L4, L5a, and L5b. The apparatus S4, S5a, S5b is organized by incorporating the unit U3 (400c) shown in FIG.
  [0115]
  As a result, the present devices S4, S5a, and S5b shown in FIG. 41 and FIG. 42 exhibit utility as a semi-rigid protective fence for the collision vehicle, prevent jumping into the opposite lane, and make the collision vehicle travel normally. In addition to satisfying the function of returning to the direction, the impact caused by the frontal collision to the unit U1 (400a) at the foremost part or the rearmost part is alleviated, and it is excellent in preventing escape in an unexpected direction.
Also in this case, it is excellent in stably fixing and holding the entire apparatus on the boundary lines V1 and V2 except for the operation time period of the apparatuses S4, S5a, and S5b.
[Other configuration of lane separation unit]
  [0116]
  1 and 2, reference numerals 441 to 444 are through holes opened in the block B 1, and 161 is a through hole formed in the table frame 16, and a through hole 441 provided in the central portion of the top wall portion 14. 3 to 5, a flexible guard fence made of steel pipe having a length of about 4 m, that is, a guard fence 45, is inserted and fixed.
By passing the fence 45 to the four blocks B1 and attaching the fence 45, a traffic barrier mainly composed of a rigid protective wall is formed.
  [0117]
  Further, after inserting the groove portion 17 of the block B1 into the table frame 16, a bolt / nut 461 is inserted and fixed to the through hole 442 provided at the front and rear positions of the top wall portion 14 and the through hole 161 of the table frame 16. . The through hole 443 is formed so as to penetrate the side wall portion 13 in the front-rear direction, and a long connecting rod 47 and a connecting member such as a piano wire or a wire are inserted through the through hole 443. Reference numeral 48 denotes a sheet packing interposed between adjacent blocks B1.
Accordingly, the connecting rod 47 is inserted into the four blocks B1 straddling the table frame 16 and the packing 48 interposed therebetween, and the front and rear end portions thereof are tightened with the nuts 471, so that the four blocks B1 are Connect and integrate.
  [0118]
  Reference numeral 131 denotes a recess formed on the outer surface of the front and rear end positions of the side wall portion 13. The joint plate 49 is fitted into the recess 131 of the adjacent block B 1, and a bolt (not shown) is inserted into the through hole 444 provided in the recess 131. Or the fitting plate 49 is fitted into an embedded bolt (not shown) protruding from the recess 131 and then tightened and fixed with a nut (not shown).
It should be noted that a plurality of the blocks B1 can be connected and integrated by either one of the connecting rod 47 and the joint plate 49.
  [0119]
  Reference numeral 50 denotes an elastic pad made of hard rubber fixed to the bottom surface of the side wall portion 13 and has an appropriate cushioning property so as to improve the installation property with the road surface 11 and cope with drainage properties during rain.
Reference numeral 51 denotes a connecting cover formed in an accordion shape, and has a vertical cross section of the same shape as that of the block B1, and has a convex appearance, a side cover portion 511 at both left and right positions, and a top cover portion 512 that covers the upper portion therebetween. And the step cover portions 513 on the left and right shoulders, and the outer peripheral edge portion thereof is screw-fixed to the end edge portion of the block B1.
Accordingly, the connecting portions of the adjacent units U1 to U4 are stretchably and refractively covered to finish the connected state smoothly and in good appearance, and prevent foreign matter from being caught in the connecting portions.
  [0120]
  52 is a warning light that blinks or rotates, is attached to the upper part of the guard fence 45, and starts the reversible transition of the devices S1 to S6a and S6b organized as shown in FIGS. The driver is informed that the devices S1 to S6a and S6b are reversible.
  [0121]
  12 and 13, reference numeral 462 denotes bolts and nuts for connecting the units U1 to U4. The bolts and nuts connect the connecting joints 19 protruding from the respective carriage frames 18 or the connecting joints 27 protruding from the table frame 16. And one connecting bolt 463 is inserted and connected to the connecting joint 19.
[Other embodiments of wheels and fixed base]
  [0122]
  By the way, the wheel 53 of the traversing carriage D1 shown in FIG. 17 has a central portion of the main body as a hard rubber wheel portion 531, and both front and rear positions thereof are formed as truncated cone-shaped tapered wheel portions 532.
The wheels 53 are attached in place of the wheels 20 and 21 of the traversing cart D1 of the units U1 to U3, and accordingly, at the reciprocating end of the traversing cart D1, a boundary line V1, A vertically fixed rectangular fixed base P3 (hereinafter referred to as a third base) is laid along V2.
  [0123]
  In FIG. 19, reference numeral 54 denotes a rail portion for rolling and guiding the wheel 53, which is recessed in the left-right direction at the front and rear positions and the middle portion of the third base P3, and one inner portion of the rail portion 54 is expanded in a trumpet shape. It is formed in an open wide-mouthed part 541 and the outer part on the opposite side is closed.
At the positions near the front and rear of the third base P3, similarly to the case of the second base P2, the raised ridges 403 are provided with engaged rods 42a, 42b and grooves 41a, 41b. The clamp part 57 is formed, and the groove bottom part of the rail part 54 and the road surface 11 are substantially flush with each other by raising the entire base P3 slightly upward from the road surface 11.
  [0124]
  Accordingly, the traversing carriage D1 provided with the wheels 53 shown in FIG. 17 traverses from one of the boundary lines V1 and V2 to the other, the rubber wheel portion 531 faces the wide mouth portion 541 of the third base P3, and the tapered wheel portion 532. Rolls on the guide edge 542 of the rail portion 54 through the wide-mouthed portion 541.
Thereby, the positioning of the units U1 to U3 entering the third base P3 is reliably performed, and the displacement of the installation position due to the repeated reciprocation of the units U1 to U3 is prevented or corrected. In particular, when it is the units U1 and U2, the certainty of the clamp fixing at a fixed position is ensured.
  [0125]
  Moreover, the wheel 55 shown in FIG. 18 forms the center part of a main body in the disk-shaped saddle wheel part 551, and forms the both front-back positions in the truncated cone-shaped taper wheel part 552. The wheels 55 are attached in place of the drive wheels 20 of the traversing carriage D1 of the units U1 to U3. Accordingly, as shown in FIG. 20, the clamped units of the units U1 to U3 are interposed between the boundary lines V1 and V2. The fixed base P4 (hereinafter referred to as the fourth base) is laid across the width direction.
  [0126]
  In FIG. 20, reference numeral 56 denotes a guide rail formed in the lane crossing direction, and the saddle wheel portion 551 of the wheel 55 is fitted into the rail 56, and the tapered wheel portion 552 rolls on the guide edge 561 of the guide rail 56. As a result, the units U1 to U3 are moved laterally from one of the boundary lines V1 and V2 to the other.
  [0127]
  21 and 22 show a case where the driving wheel 20 of the traversing carriage D1 is a gear 58, which includes a tooth portion 581 at the center of the main body, and tapered wheel portions 582 formed at both front and rear positions thereof. Consists of. Accordingly, as shown in FIG. 23, between the boundary lines V <b> 1 and V <b> 2, the clamped fixed base P <b> 5 (hereinafter referred to as the fifth base) of the units U <b> 1 to U <b> 3 is laid across the width direction.
  [0128]
  A rack rail 59 provided with a pin rack 591 is formed on the fifth base P5 in the lane crossing direction, and clamped portions 57 similar to those described above are provided at the left and right ends of the base P5.
The drive gear 58 can also be incorporated on the same axis 201 as the drive wheel 20 that reciprocally rolls on the road surface 11.
Therefore, when the drive gear 58 of the traversing carriage D1 is engaged with the pin rack 591 laid on the road surface 11 and rotated, the units U1 to U3 traverse from one of the boundary lines V1 and V2 to the other.
  [0129]
  The guide rails 56 and rack rails 59 on the fifth base P5 and the fourth base P4 are used to connect the units U1 to U3 to slopes such as uphills and downhills, roads with ups and downs, road bridges with upslopes and downslopes. In addition, it is assumed that the road is configured with a slope having a slope in the transverse direction, whereby the units U1 to U3 that repeatedly reciprocate the slope portion do not cause a positional shift downward. Ensuring reliable reciprocating travel at a fixed position.
  [0130]
  Of course, reversible movement at a fixed position with respect to the units U1 to U3 incorporated in the apparatuses S1 to S6a and S6b is possible even on a road other than a slope.
In the case of the units U1 and U2, the certainty of clamping and fixing to the clamped portions 57 formed at the left and right ends of the bases P4 and P5 is also ensured.
  [0131]
  In addition, there is an opinion that points out clogging due to dust or foreign matter in the groove as a harmful effect on the transverse groove type disclosed at the beginning of this specification, but maintenance management and maintenance management for this device are regularly performed When performing, it can solve simply by cleaning the groove part of the 1st base P1-the 5th base P5 with compressed air or a vacuum pump.
[About the protective wall block for the end]
  [0132]
  Incidentally, the block B2 shown in FIG. 27 is closed to one of the front and rear end portions of the block B1, for example, an end wall portion 60 having a front end formed in an arc shape, and further, the front position of the top wall portion 14 is determined. A semi-arc-shaped barrier portion 141 is integrally formed on the upper side of the plate.
This block B2 is assembled at the front end position or the rear end position of the unit U1 at the foremost part or the rearmost part of the apparatuses S4, S6a, S6b shown in FIGS. Further, the single product may be a boundary block at the beginning of the median strips H1 and H2 and the tail of the median strips T1 and T2 shown in FIGS.
[Other variations]
  [0133]
  In this case, the link device 26 for raising and lowering the table frame 16 is screwed into the nut 34 orthogonally arranged at the lower end of the main link 28 with the rotary shaft 25 having the front half and the rear half as reverse screws, and the rotation The case where the shaft 25 is a drive mechanism that rotates forward and backward has been described.
Instead, the elevator motor M2 and the linear head of the rack and pinion mechanism (corresponding to symbol G2) are combined, and the linear guide (corresponding to symbol 25) instead of the rotary shaft 25 is passed through the linear head. The table frame 16 supported by the link device 26 can be raised and lowered by linearly moving forward and backward in the front-rear direction.
In that case, instead of the nut 34, a linear guide bearing (corresponding to the reference numeral 34) is projected on the upper portion of the spacer 293, and the linear guide is connected to the bearing, thereby operating the link device 26.
  [0134]
  In the above case, the main link 28 and the sub-link 30 are formed as one set with two bodies spaced apart from each other by the spacers 291 to 294, but they are formed as a press-molded product integrally formed into a U-shaped cross section. You can also.
  [0135]
  In the above case, considering that the lengths of the carriage frame 18 and the table frame 16 are about 4 m, respectively, it is considered that the modules of the movable devices K1 to K4 are transported to the site by a general-purpose truck. If transportation by a truck can be ensured, their length can be about 5 to 8 m, or about 10 m.
  [0136]
  In the above case, the length of the block B1 is about 1 m. However, the length of the block B1 can be about 2 m, or conversely, it can be an integrally molded product having a length of about 60 cm.
[Modification of bogie frame]
  [0137]
  In the above case, the case where the carriage frame 18 is a grooved steel having a width of about 40 cm has been described. However, the carriage frames 61 and 62 as shown in FIGS. 24 and 25 may be used.
24 has a main body frame 611 made of channel steel, and holder frames 612 and 613 of the wheels 20 and 21 crossing perpendicularly at the front and rear positions and the middle position of the main body frame 611 so as to be fixed. The wheels 20 and 21 are supported by bearings at the tip.
  [0138]
  The bogie frame 62 shown in FIG. 25 has holder frames 612 and 613 projecting from an H-shaped steel or I-shaped steel main body frame 621 so as to intersect perpendicularly.
  [0139]
  In FIGS. 1, 2 and 26, reference numeral 132 denotes a notch formed in the side wall 13 of the block B1, and the front ends of the holder frames 612 and 613 are formed in the notch 132 as shown in FIG. The distance between the left and right axes of the wheels 20 and 21 of the traversing carts D1 and D2 is increased to further improve the stability during running of the cart.
  [0140]
  When the width of the block B1 shown in FIGS. 1 and 2 is about 30 to 40 cm, the left and right ends of the holder frames 612 and 613 of the carriage frames 61 and 62 are formed in the notch 132 of the block B1. By configuring the part to be movable up and down, the width of the separation band is relatively narrowed, and the distance between the left and right axes of the traversing carts D1 and D2 is increased to ensure stability during traveling of the cart.
  [0141]
  In FIG. 3, 63 is a crawler belt hung on the drive wheel 20, and by making the traversing cart D1 of the units U1 to U3 a crawler cart, the grounding property with the road surface 11 when traversing the cart is improved. It is useful to deal with the uneven deformation of.
  [0142]
  Further, the block B3 indicated by an imaginary line in FIG. 3 is integrally formed with a barrier portion 142 that is raised above the top wall portion 14 of the block B1 in a mountain shape. As a result, the block B3 is an integrally molded product having a width of about 60 cm and a height of about 80 cm, the weight of the block B3 per vehicle is about 450 to 500 kg, and stability and barriers when installed on the road surface 11 The function is further enhanced.
  [0143]
  Of course, as an eclectic combination, blocks B1 having a relatively low height and blocks B3 of a wall height type are alternately assembled, or blocks B1 and B2 having a high and low height and a guard fence 45 are combined into a unit. You can also
  [0144]
  In the above case, the guard fence 45 is attached to the block B1, but other than that, a guard rail, a guard pipe, a guard cable, an anti-glare fence or the like can be attached.
[Other embodiments of the lane separation unit]
  [0145]
  By the way, the above-described units S1 to S6a and S6b are knitted by incorporating the above-described units U1 to U4 at appropriate positions, but the reversible lane sections L1 to L6a are knitted.,Depending on the length of L6b, the length of the rubbing section, the width of the lane, the degree of bending of the road section along the plane alignment of the road, etc., in addition to the units 400a to 400d, various units 300a, 200a to 200c and 100 are incorporated in the path sections Y1, Y2 to Yn and rubbing sections X1, Z1 and Z2 to Zn of the apparatuses S1 to S6a and S6b shown in FIGS.
  [0146]
  Accordingly, embodiments of these units will be described sequentially with reference to the accompanying drawings.
A self-propelled unit 300a (U3) shown in FIG. 32 is attached to a 3m long traversing carriage D1 equipped with a traveling device Q with three link devices 26 spaced in the front-rear direction and passed to the link device 26. About 3 blocks B1 are covered and fixed to a 3m long table frame 16, and the block B1 is configured to be movable up and down by the link device 26.
Since the other configurations are the same as those of the unit U3, the same reference numerals are given and the description thereof is omitted, but the same is true for the following embodiments.
  [0147]
  A self-propelled unit 200a (U3) shown in FIG. 34 supports two blocks B1 by two link devices 26 so as to be movable up and down. In this case, the installed two link devices 26 are installed in the opposite direction to the above case.
  [0148]
  The non-self-propelled unit 200b (U4) shown in FIG. 28 and FIG. 29 is installed with two link devices 26 facing each other at the front and rear positions of a 2 m long traversing carriage D2, and two blocks on the table frame 16 B1 is covered and fixed, and one or two caster wheels 64 are attached to the bottom center position or the left and right positions of the front and rear sides of the carriage frame 18, and the follower attached to the bottom left and right positions of the carriage frame 18 It is possible to turn around the wheel 21.
This is a part that follows and follows the units U1 to U3, and is mainly incorporated in a rubbing section or a road section that gently changes the lane, and can be turned freely with a relatively short span. Useful for adjusting the front-rear spacing.
  [0149]
  The non-self-propelled unit 200c (U4) shown in FIG. 33 supports two blocks B1 by two link devices 26 so as to be movable up and down. In this case, a pair of left and right driven wheels 21 are supported on the bottom of the front and rear positions of the carriage frame 18.
  [0150]
  The non-self-propelled unit 100 (U4) shown in FIGS. 30 and 31 supports a single block B1 by a pair of link devices 26 installed at the front and rear positions of a 1 m long traversing carriage D2, so that the carriage B1 can move up and down. The driven wheel 21 is supported by the left and right positions of the center bottom of the frame 18.
This is also mainly incorporated in a rubbing section or road section that follows the units U1 to U3 and is useful for adjusting the plane alignment.
  [0151]
  By the way, the self-propelled unit 400e (U3) shown in FIG. 35 is a pair of four blocks B1 covered and fixed to the table frame 16 with the two on the front side facing the front side of the carriage frame 18. In addition, the two rear devices are supported by a pair of link devices 26 disposed opposite to the rear side of the carriage frame 18, and the lifting motor M2 with the reduction gear G2 installed in the middle portion of the link device 26. Or, it is operated by any one of the elevating motor M2 provided with the linear box of the rack and pinion mechanism.
  [0152]
  Of course, when the unit 400e is incorporated in the leading end portion, the trailing end portion, the intermediate portion, or the topmost portion or the rearmost portion of the path sections Y1, Y2 to Yn, Ym of the devices S1 to S6a, S6b. The clamp devices C1 and C2 are assembled on the front and rear sides of the movable devices K1 and K2, and are stably installed and fixed on the boundary lines V1 and V2 except when the devices S1 to S6a and S6b are moved. Is done. This assumes the case where the units U1 to U3 have a long size of several meters or more, and the case where the own weight of the blocks B1 to B3 exceeds several hundred kg.
[Other Embodiments of Lifting Device]
  [0153]
  FIG.6The self-propelled unit 400f (U3) shown in FIG. 4 supports four blocks B1 that are covered and fixed to the table frame 16 by a lifting device J2 shown in FIG. Yes.
As shown in FIG. 37, the link device 65 cross-connects one main link 66 and the other sub link 67 in an X shape, and a roller 68 is freely rotatable by a support shaft 681 at the upper end portion of the sub link 67. The roller 68 is configured to roll in the groove of the table frame 16.
Of course, also in the case of this unit 400f, the clamp devices C1 and C2 are assembled to the movable devices K1 and K2 depending on the position of the unit 400f, and are used for that purpose.
  [0154]
  Incidentally, in the above case, the lifting devices J1 and J2 are constituted by the reverse y-shaped or X-shaped link devices 26 and 65 and their drive systems, but the lifting device J3 instead thereof is an electric jack 71 shown in FIG. It can also be.
  [0155]
  In FIG. 50, reference numeral 72 denotes a casing, and a lifting motor M3 is fixed to a side wall portion thereof. 73 is an outer cylinder in which a female screw is formed, and is fitted into the casing 72 so as to be movable up and down. A screw shaft 74 is formed with a male screw and is screwed into the outer cylinder 73. A shaft portion 751 at the lower end of the shaft 74 is pivotally attached to the driven bevel gear 75, and a bearing 76 is fitted at the bottom thereof. It is crowded. Reference numeral 77 denotes a driving bevel gear fixed to the output shaft 771 of the elevating motor M3, which meshes with and is engaged with the driven bevel gear 75. Reference numeral 78 denotes a top fixed to the upper end of the outer cylinder 73. Therefore, the base 721 of the casing 72 is fixed to the cart frame 18 of the traversing carts D1 and D2, and is fitted into the table frame 16 and fixed to the table 78.
The electric jack 71 of such an embodiment can be incorporated in place of the link devices 26 and 65 of the units U1 to U4 described above.
  [0156]
  In a self-propelled unit 400g (U3) shown in FIG. 47, two front and rear electric jacks 71 are installed on a 4 m long traversing carriage D1 equipped with a traveling device Q with a distance in the front and rear directions. The frame 16 is passed and the four blocks B1 and B3 are covered and fixed to the table frame 16 of the movable device K3.
  [0157]
  Further, the self-propelled unit 300b (U3) shown in FIG. 48 is configured such that three blocks B1 and B3 can be moved up and down by two electric jacks 71 at the front and rear.
  [0158]
  Further, the non-self-propelled unit 200d (U4) shown in FIG. 49 is configured to move up and down two blocks B1 and B3 with one electric jack 71.
Also in the case of these units 400g and 300b, the clamp devices C1 and C2 are assembled to the movable devices K1 and K2 depending on the position where they are assembled.
[About mobile lane separator]
  [0159]
  First, the left-hand traffic system is used to outline the mobile lane separators S1 to S5a and S5b (hereinafter referred to as the first device to the fifth device), which are suitable for alleviating and eliminating traffic congestion with a plane intersection as a bottleneck. Each case shown in FIGS. 38 to 41 will be described.
  [0160]
  This is based on the premise that a road width of 3 lanes or more can be secured, but if it is a 2-lane lane, the number of lanes in the section from the target plane intersection to the upstream side of the road, It is necessary to form either one or both of the number of lanes toward the downstream side in a reciprocating three lane, or to widen to three lanes.
  [0161]
  In the case of FIG. 38 and FIG. 39, the road upstream section on the right side of the figure has four lanes, and the section on the left side of the road on the left side of the figure has one lane added to form five lanes.
Therefore, in the following description, a case where the traveling vehicle travels on the left side from the upstream side to the downstream side of the road will be mainly described.
[About the first device]
  [0162]
  In FIG. 38, A1 is a plane intersection on the downstream side of the target road, and many of them are signal intersections controlled by signals. H1 is a leading central separation zone (hereinafter referred to as a leading separation zone) that separates the forward and return roads immediately before the vehicle inflow to intersection A1, and is about a half lane to one lane from the center of the road. Is moved to the return side and fixed.
  [0163]
  As indicated by the arrow in the figure, a right turn lane F1, a straight lane F2, and a straight / left turn lane F3 are defined on the forward path side of the leading separation zone H1, and the length of the right turn lane F1, that is, the right turn It is desirable that the waiting lane length of the vehicle is fixedly secured to a waiting lane length that is long enough to fit the amount of right turn demand during normal times other than during congestion, for example, 10 to 20 m short. The fixed lane length is about 40 to 50 m.
  [0164]
  N2 is a central separation zone (hereinafter referred to as upstream separation zone) that reciprocally separates the upstream section of the road, and forms a reversible lane section L1 between the leading separation zone H1 and the upstream separation zone N2, and the forward path and the return path On the side, substantially parallel lane boundary lines V1 and V2 are formed with an interval of about one lane.
  [0165]
  Among them, the head part of one boundary line V1 is rubbed obliquely toward the rear end part of the head separation band H1, thereby forming a merge with the tip part of the other boundary line V2, and the boundary lines V1, V2 By rubbing the rear tail portion obliquely toward the front end portion of the upstream separation zone N2, the rear end portions of the boundary lines V1 and V2 are merged to form the front and rear end portions of the boundary lines V1 and V2. A part Va and a rear end joining part Vb are used, and a space between both boundary lines V1 and V2 is a reversible lane Fa.
  [0166]
  The reversible lane section L1 is composed of three sections, a rubbing section X1 at the head, a road section Y1 at the main body, and a rubbing section Z1 at the rear, and one of the above-described units U2 to U2 on the boundary lines V1 and V2. U4 is placed in the right place at the right place and connected in a chain.
  [0167]
  Specifically, in the case shown in FIG. 44, on the boundary line V1 of the rubbing section X1, the head unit 400d (U4) at the head portion and one or more intermediate units 400c (U3) at the following intermediate portion are followed. Then, a lane separation device formed by connecting the rear tail unit 400c (U3) in a bent line shape so as to be refracted, that is, a rubbing device X1S at the head is formed.
Among them, the leading end of the leading unit 400d (U4) is connected to the rear end of the leading separation band H1, or is connected to one of the blocks B1 and B3 fixed to the rear end.
  [0168]
  In the case shown in FIG. 45, the rubbing device X1S is connected to either the unit 200b (U4) shown in FIGS. 28 and 29 or the unit 200c (U4) shown in FIG. 33 and the unit 200a (U3) shown in FIG. A plurality of them are knitted together in a refractive manner.
  [0169]
  In the case of FIG. 46, the units 100 (U4) shown in FIGS. 30 and 31 and the units 300a (U3) shown in FIG. 32 are alternately connected in a refractive manner and rubbed in a stepped shape in plan view. It is organized.
  [0170]
  And, on the boundary line V1 of the road section Y1, a lane separator formed by connecting the head unit 400b (U2), a number of intermediate units 400c (U3), and the rear unit U2 along the road alignment, That is, the road device Y1S of the main body is knitted.
Among them, the rear end portion of the rear unit 400c (U3) of the rubbing device X1S is connected to the front end portion of the front unit 400b (U2) in a refractive manner.
  [0171]
  At that time, it is desirable to hold a reliable reciprocating movement by incorporating the unit 400b (U2) including the clamp device C1 at both the front and rear ends of the road device Y1S. In that case, either the first base P1 or the third base P3 is laid on the boundary lines V1 and V2 of the reciprocating end of the unit U2, or the fourth base P4 is placed between the boundary lines V1 and V2. Or the fifth base P5 is laid and fixed.
  [0172]
  In the above case, the roadway device Y1S is illustrated in a linear shape. In many cases, the roadway shape is composed of a combination of linear and curved elements in a road shape. Yes.
In consideration thereof, in the middle part of the roadway device Y1S, a unit U3, a unit 400b (U2) excellent in reliable reciprocation in a curved section and clamping on the boundary lines V1 and V2, and its linear A unit 400d (U4) rich in turning performance is incorporated for adjustment.
  [0173]
  Further, on the boundary line V1 of the rubbing section Z1, the leading unit U3, one or more intermediate units U3 and the trailing unit U4 are refractably connected in the reverse order as shown in FIGS. A lane separating device, that is, a tail rubbing device Z1S is knitted.
Among them, the tip of the leading unit U3 of the rubbing device Z1S is refractably connected to the tip of the trailing unit U2 of the path device Y1S, and the trailing end of the trailing unit U4 of the rubbing device Z1S is separated upstream. Either fixed to the front end of the band N2, or connected to one of the blocks B1 and B3 fixed to the front end.
As a result, the first device S1 is configured to be reversibly changeable from the rubbing device X1S at the head, the path device Y1S at the main body, and the rubbing device Z1S at the tail.
  [0174]
  Therefore, in order to reversibly change the first device S1 from one of the boundary lines V1 and V2, first, the lifting motor M2 of each unit U2 to U4 installed on the boundary line V1 on the forward path side is driven to rotate the rotary shaft 25. The block B1 of each unit U2 to U4 is pushed up from the road surface 11 and floats.
  [0175]
  Next, the transverse motor D1 is moved substantially in parallel by synchronously driving the traveling motors M1 of the units U2 to U3 incorporated in the road device Y1S.
At that time, when the unit U4 is incorporated between the units U2 and U3, the unit U4 is driven while being appropriately rotated, and the entire roadway device Y1S is directed toward the boundary V2 on the return path. To traverse.
  [0176]
  Accordingly, the traveling motors M1 of the units U3 incorporated in the rubbing devices X1S and Z1S are sequentially interlocked, and in the case shown in FIGS. 44 and 45, the traveling motor M1 before or after the unit U3 The number of rotations or the rotation speed is increased or decreased from the other, or the rotation of the drive wheel 20 is controlled with a slight time lag.
Accordingly, as each traversing carriage D1 travels from one of the boundary lines V1 and V2 to the other, it traverses while appropriately turning.
  [0177]
  In addition, in the case shown in FIG. 46, as the units 300a (U3) of each stage traverse in parallel, the unit 100 (U4) is driven and swiveled to obtain the driving force of the unit U3 and move substantially in parallel. .
  [0178]
  In this way, the path device Y1 in the first device S1 reversibly shifts by substantially parallel movement from the forward-boundary boundary line V1 to the backward-boundary boundary line V2, and accordingly, initially, FIG. 38 and FIG. As shown by a solid line in FIG. 46, the rubbing device X1S connected in a broken line shape or a stepped shape is changed to a substantially linear shape on the boundary line V2 on the return path side, and the rubbing device Z1S in the rear portion is As shown by an imaginary line in FIG. 38, the line is rubbed into a polygonal line on the boundary line V2.
  [0179]
  At that stage, after the driving of the traveling motor M1 is stopped, the lifting motor M2 of the units U2 to U4 of the first device S1 is driven to reversely rotate the rotary shaft 25, so that the blocks B1 and B3 of the units U2 to U4 Is pushed down on the road surface 11 on the boundary line V2, and the movable devices K2 to K4 are lifted and supported in the blocks B1 and B3.
  [0180]
  At this time, the front and rear end portions of the path apparatus Y1S and the unit U2 incorporated in the intermediate portion as necessary are clamped and fixed to the engaged pieces 42a of the bases P1 and P3 laid at the moving end portions.
  [0181]
  In addition, when the fourth base P4 and the fifth base P5 are laid, they are clamped and fixed at their moving ends after ensuring a fixed fixed position movement with respect to the unit U2.
  [0182]
  On the contrary, by driving the lifting motor M2 of each of the units U2 to U4 before the traffic demand reaches a time zone where the traffic demand is reversed, the engaged state of the crank arm 35a of the unit U2 and the bases P1 to P5. The clamp with the piece 42a is released, and the blocks B1 and B3 of the units U2 to U4 are levitated from the road surface 11.
  [0183]
  Next, by driving the traveling motor M1 of each of the units U2 to U3 incorporated in the roadway device Y1S and rotating the output shaft 231 in the reverse direction, each traversing carriage D1 is almost directed toward the outbound boundary line V1. Move horizontally in parallel. Accordingly, the traveling motors M1 of the units U3 incorporated in the rubbing devices X1S and Z1S are sequentially linked and controlled so that the respective traversing carts D1 traverse while appropriately turning.
  [0184]
  As a result, as shown by a solid line in FIGS. 44 to 46, the rubbing device X1S at the head portion is rubbed while being changed to a broken line shape or a stepped linear shape, and the rubbing device Z1S at the tail portion is shown in FIG. As indicated by the solid line, the line is rubbed into a broken line on the boundary line V1 on the forward path side.
At that stage, the driving of the traveling motor M1 is stopped, the lifting motor M2 of each of the units U2 to U4 is driven, and the rotating shaft 25 is reversely rotated, so that the blocks B1 and B3 of the units U2 to U4 are connected to the boundary line V2. Pull down and install.
At that time, the unit U2 incorporated in the road device Y1S is clamped and fixed again to the engaged pieces 42a of the bases P1 to P5 laid at the moving end, and the movable devices K2 to K4 of the units U2 to U4. Is suspended and supported inside the blocks B1 and B3.
  [0185]
  In FIG. 38, T1 is a rear separation zone in the downstream section that reciprocally separates the vicinity immediately after the vehicle inflow portion from the intersection A1, and the width of about one lane from the center of the road is changed to the forward side. An apparatus similar to the first apparatus S1 is symmetrically configured in the downstream section.
  [0186]
  Thereby, not only the upstream section having the target intersection A1 as a bottleneck, but also the effect of alleviating and eliminating traffic congestion in the downstream section is dramatically improved.
In particular, it is possible to deal with alleviation and elimination of traffic congestion around the intersection A1 when the traffic congestion is reversed round trip and the traffic demand on the return road side increases.
[About the second device]
  [0187]
  The second device S2 shown in FIG. 39 sets the reversible lane section L2 between the leading separation zone H1 and the upstream separation zone N2 in two or more stages so that the waiting lane of the right turn vehicle at the target intersection A1. The case where the length can be increased or decreased in multiple stages is shown.
In the figure, R1 is a first-stage reversible lane section, which is sequentially rubbed from the head of the section toward the rear upstream side, rubbing section X1 at the head, first-stage road section Y1, and rubbing at the middle. It consists of section Z1. R2 is a second-stage reversible lane section, which is composed of a second-stage road section Y2 and a rear-stage rubbing section Z2 with the rubbing section Z1 at the head. The reversible lane section Rn is formed.
  [0188]
  Accordingly, the second device S2 includes the reversible lane section L2, the rubbing section X1 at the head portion, and the following sections from the main body portion to the tail portion, and the road section sections Y1, Y2-Yn and the rubbing sections Z1, Z2- A plurality of sections with Zn as one set are formed, units U2 to U4 are connected to one boundary lines V1 and V2 of the reversible lane section L2, and the units U2 to U4 are connected to movable devices K1 to K4. It consists of one or two or more blocks B1 to B3 covered and fixed to the movable devices K1 to K4.
  [0189]
  Therefore, a group of units U2 to U4 incorporated in the first-stage reversible lane section R1, that is, the first-stage lane separator R1S and the units U2 to U4 incorporated in the second-stage reversible lane section R2. A group, that is, a second-stage lane separator R2S, and further, a group of units U2 to U4 incorporated in a reversible lane section Rn of the third and subsequent stages, that is, an n-th lane separator RnS. By sequentially changing from one boundary line V1 to the other boundary line V2 in a reversible manner, it is possible to deal with a change in the length of a traffic jam flexibly and contribute to an efficient operation of the apparatus.
Also in this case, it is desirable that the first device S1 and the second device S2 be symmetrically formed in the downstream section of the target intersection A1, as shown in FIG.
[About the third device]
  [0190]
  In FIG. 40, T2 is a rear central separation zone (hereinafter referred to as a rear separation zone) that separates the vicinity immediately after the vehicle inflow portion from the plane intersection A2 on the upstream side of the road.
Therefore, the third device S3 forms the reversible lane section L3 between the leading separation zone H1 and the trailing separation zone T2 in two or more stages as in the case of the second device S2. The waiting lane length of the right turn vehicle at A1 is extended to the rear separation zone T2, and can be increased or decreased in multiple stages, so that the length of traffic congestion can be changed flexibly.
H2 is a central separation band (hereinafter also referred to as a head separation band) at the head part that separates the vicinity immediately before the vehicle inflow part to the intersection A2.
Also in this case, it is desirable that the downstream section of the rear separation band T1 and the upstream section of the head separation band H2 are made into devices by any one of the first device S1 to the third device S3.
  [0191]
  In the case of the first device S1 to the third device S3, the reciprocating lane is fixedly separated by the leading separation zones H1, H2 and the trailing separation zones T1, T2, but instead, the roadway center line (see FIG. It is also possible to adopt a configuration in which the lane is separated by a not-shown). In this case, an end block B2 is fixed to the rear end boundary portion of the leading road center line and the leading end boundary portion of the rear road center line, and the first device S1 or the like is connected to the block B2. The tip of the second device S2 is connected. Moreover, in the case of 3rd apparatus S3, the front-end | tip part and the rear-end part are connected with block B2. Thereby, the terminal portions of the first device S1 to the third device S3 are finished with good appearance.
[About the 4th device]
  [0192]
  FIG. 41 shows a case where the leading separation band H1 and the trailing separation band T2 shown in FIGS. 38 to 40 can be reversibly changed. In this case, the reversible lane section L4 is divided into a downstream intersection A1 and an upstream intersection A2. It is comprised over the full length between.
In the figure, Ra is a reversible lane section at the foremost part, and is composed of a road section Ha and a rubbing section X1 immediately before the inflow portion of the vehicle to the intersection A1 on the downstream side, of which the road section Ha On one boundary line V2, a lane separator formed by connecting the head unit U1, the intermediate unit U3, and the tail unit U2 sequentially from the headmost part on the downstream side, that is, the roadside device HaS at the headmost part. Among them, the rear end portion of the rear unit U2 is refractably coupled to the leading unit U4 (or U3) in the rubbing device X1S shown in FIGS.
And on the boundary lines V1 and V2 of the reciprocating end of the leading unit U1 and the trailing unit U2 in the roadway device HaS, and between the boundary lines V1 and V2, any of the first base P1 to the fifth base P5 Lay down and fix.
  [0193]
  Rb is a rearmost reversible lane section, which is composed of a rubbing section Z1 and a road section Tb immediately after the vehicle inflow section from the upstream intersection A2, of which one boundary of the road section Tb On the line V1, a lane separator formed by connecting the leading unit U2, the intermediate unit U3, and the trailing unit U1 in order from the downstream side, that is, the rearmost roadway device TbS, is formed, of which the leading unit U2 Are connected to the rear ends of the rear units U3 and U4 of the rubbing device Z1S in a refractive manner.
And between the reciprocating end part and the boundary lines V1 and V2 of the leading unit U2 and the trailing unit U1 in the road device TbS, any one of the first base P1 to the fifth base P5 is used as in the above case. Lay and fix.
  [0194]
  Thus, in the fourth device S4, at the foremost or last time of the movement, the lane separation device RaS of the reversible lane section Ra at the frontmost part and the lane separation device RbS of the reversible lane section Rb of the rearmost part are bounded. By traversing from one of the lines V1 and V2 to the other, the intersection between the intersections A1 and A2 is reversibly changed over the entire line, thereby ensuring a smoother traffic flow for the traveling vehicle.
  [0195]
  In FIG. 41, the first road section Ha and the last road section Tb are configured as a one-stage reversible lane section R1, but the third apparatus S3 shown in FIG. As in the case, it is composed of multi-stage reversible lane sections R1, R2 to Rn, so that the waiting lane length of a right turn vehicle can be increased or decreased in multiple stages, and the length of traffic congestion can be dealt with flexibly. You can also.
  [0196]
  Further, in the case of the fourth device S4, both the foremost road section Ha and the rearmost road section Tb are configured to be reversibly shifted, but one of them is reversibly shifted and the other is illustrated in FIG. 40 can be either the leading separation band H1 or the trailing separation band T2.
[About the fifth device]
  [0197]
  In FIG. 41, N1 is a central separation zone that reciprocally separates the road downstream section (hereinafter referred to as the downstream separation band), L5a is a reversible lane section in the vicinity of the vehicle inflow portion from the downstream intersection A1, and is a rubbing section. It consists of Za and a trail section Ta at the tail.
Among them, as shown in FIG. 44 and FIG. 45, the leading unit U4, the intermediate unit U3, and the trailing unit U3 are connected to the rubbing section Za from the downstream separation zone N1 toward the one boundary line V1 in a refractive manner. A lane separating device, that is, a rubbing device ZaS in the downstream section, and a lane separating device in which a head unit U2, an intermediate unit U3, and a tail unit U1 are connected on the boundary line V1 of the road section Ta, That is, the road device TaS in the downstream section is incorporated.
The first base P is located between the reciprocating end of the leading unit U2 and the trailing unit U1 and the boundary lines V1 and V2 in the road device TaS.1One of the fifth base P5 is laid.
Thus, the fifth device S5a is configured in the vicinity immediately after the vehicle inflow portion from the downstream intersection A1.
  [0198]
  Next, N3 is a central separation zone (hereinafter referred to as upstream separation zone) that separates the road upstream section, and L5b is a reversible lane section immediately before the vehicle inflow to the intersection A2 on the upstream side. It consists of a road section Ha and a rubbing section Xa.
Among them, on the boundary line V2 of the road section Ha, there is a lane separator formed by connecting the head unit U1, the intermediate unit U3 and the tail unit U2 sequentially from the downstream side, that is, the road section device HaS in the upstream section. In the rubbing section Xa, a lane separation device in which the leading unit U1, the intermediate unit U3, and the trailing unit U4 are connected in a refractive manner from the other boundary line V2 toward the upstream separation zone N3, that is, the upstream section. The rubbing device XaS is incorporated.
Then, either the first base P1 or the fifth base P5 is laid between the reciprocating end of the head unit U1 and the rear unit U2 and the boundary lines V1 and V2 in the road device HaS.
Thus, the fifth device S5b is configured immediately before the vicinity of the vehicle inflow portion to the intersection A2 on the upstream side.
  [0199]
  Therefore, when traversing the lane separation device RaS of the reversible lane section Ra at the top of the fourth device S4 and the lane separation device RbS of the reversible lane device Rb of the rearmost portion from one of the boundary lines V1 and V2 to the other. At the same time, the fifth devices S5a and S5b provided in the downstream section and the upstream section of the intersections A1 and A2 are reversibly shifted.
Thereby, the downstream separation zone N1 including the intersections A1 and A2 shown in FIG. 41 and the upstream separation zone N3 are reversibly shifted over the entire line, thereby ensuring a smoother traffic flow for the traveling vehicle.
  [0200]
  By the way, in the existing apparatus shown in the center part of FIG. 42, the lane separator Sp configured in the reversible lane section Lp is reversibly shifted from one boundary line V1 to the other boundary line V2.
For this reason, every time a reversible transition occurs, a lane misalignment is formed in the vicinity of the boundary between the front and rear ends of the reversible lane section Lp and the normal section, ranging from about a half lane to one lane.
  [0201]
  Therefore, as shown in FIG. 42, the above-described fifth devices S5a and S5b are configured in the upstream section and the downstream section of the existing device Sp, and when the existing device Sp is reversibly changed by the transport vehicle 10, the first and last The fifth devices S5a and S5b are reversibly shifted.
Thereby, the downstream separation zone N1 and the upstream separation zone N3 shown in FIG. 42 are reversibly shifted over the entire line, and a smooth traffic flow with respect to the traveling vehicle is ensured.
Accordingly, the fifth devices S5a and S5b have utility as complementary devices that eliminate the traffic complications in the vicinity of the boundary between the upstream and downstream sides of the reversible lane section Lp and the normal section by the existing device Sp. Yes.
  [0202]
  Reference numeral 69 denotes a connecting member such as a wire, a chain, a guard pipe, etc., which connects the block B at both front and rear ends in the existing device Sp with the rear unit U1 in the road device TaS and the head unit U1 in the road device HaS. Yes. Thereby, the runaway in the unexpected direction of the existing apparatus Sp by the vehicle collision to the head part and rear part of the existing apparatus Sp is prevented.
[About the 6th device]
  [0203]
  Next, mobile lane separators (hereinafter referred to as sixth devices S6a and S6b) suitable for alleviating and eliminating traffic jams with interchange as a bottleneck are shown in the upper, middle and lower ends of FIG. A description will be given based on a schematic plan view.
  [0204]
  In the middle part of FIG. 43, E1 and W1 are the exit and entrance of the outbound road near the interchange, E2 and W2 are the exit and entrance of the return road, and the middle part between them is a central separation that reciprocally separates the road A band Na (hereinafter referred to as an intermediate separation band) is provided.
Further, a reversible lane section L6b on the upstream side of the road shown from the right half of the middle stage of FIG. 43 to the lower stage is divided into a central separation zone N3 (hereinafter referred to as upstream separation zone) that reciprocates the upstream section of the road and the intermediate separation zone Na. 43, and a reversible lane section L6a on the road downstream side shown in the upper half from the left half of the middle section of FIG. 43 is divided into a central separation band N1 ( Hereinafter referred to as a downstream separation zone).
  [0205]
  Therefore, in either of the boundary lines V1 and V2 of the reversible lane section L6b upstream from the intermediate separation zone Na, as in the case of the third device S3 shown in FIG. 39 and the fourth device S4 shown in FIG. The upstream sixth device S6b having two or more stages is organized.
  [0206]
  In addition, the sixth device S6b and the downstream sixth device S6a, which are symmetrical with respect to the sixth device S6b, have two or more stages on either one of the boundary lines V1 and V2 of the reversible lane section L6a downstream from the intermediate separation zone Na. It is organized in the above multistage.
As a result, there is no inconvenience of traffic between vehicles flowing out of the main road, vehicles flowing into the main road, and vehicles passing through the main road, and it is flexible to alleviate and eliminate traffic congestion due to interchange as a bottleneck. Can be dealt with.
  [0207]
  In the above case, the trailing portion of the downstream separation zone N1 and the leading portion of the upstream separation zone N3 are rubbed and formed in a planar wedge shape as shown in the figure, so that the lane of the traveling vehicle can be changed smoothly near the boundary.
[Brief description of the drawings]
  [0208]
    FIG. 1 is an exploded perspective view showing a self-propelled unit, a movable device in which an elevating device, a traveling device, and a clamping device are incorporated in a traversing carriage, four blocks mounted on the movable device, and a unit The cover of a connection part is shown.
    FIG. 2 is an exploded perspective view showing a self-propelled unit without a clamp device.
    FIG. 3 is a longitudinal front view of a unit to which a guard fence is attached, showing a state where a block is installed on the road surface and the entire movable device is lifted slightly from the road surface.
    FIG. 4 is a front view showing a state in which a block is levitated from a road surface and a traversing carriage is movable.
    FIG. 5 is a longitudinal side view of a unit including a clamp device, showing a state in which a block is installed on a road surface.
    [Fig. 6] BlockIt shows the state of rising from the road surface.
    FIG. 7 is a cross-sectional plan view of the unit.
    FIG. 8 is an exploded perspective view of the link device.
    FIG. 9 is a longitudinal front view showing a clamped state of the unit, showing a clamped state with an engaged piece.
    FIG. 10 With engaged pieceThe unclamped state is shown.
    FIG. 11 is an exploded perspective view of the clamp device.
    FIG. 12 is a cross-sectional plan view showing a connecting portion of adjacent units.It is.
    FIG. 13 Of connecting partIt is a vertical side view.
    FIG. 14 includes an engaged piece.FirstIt is a perspective view which shows a base | substrate, Comprising: It lays | lays on the boundary line of the reciprocating end part of the unit provided with the clamp apparatus, The said unit is clamp-fixed on a boundary line.
    FIG. 15 First baseFIG.
    FIG. 16 Second baseFIG. 2 is a perspective view showing a unit including both or one of the first and second clamping devices, and is clamped and fixed on the boundary line of the moving end.
    FIG. 17 shows an embodiment of a wheel of a traversing cart andThirdIt is a figure which shows a base.
    FIG. 18 otherWheel embodiment and4thIt is a figure which shows a base.
    FIG. 19 includes a rail portion and a clamped portion.Third baseIt is laid out on the boundary line of the movement end part of a unit, corrects the position shift accompanying the reciprocating movement of the unit provided with the wheel shown in Drawing 17, and secures the certainty of clamp fixation. .
    FIG. 20 includes a guide rail and a clamped portion.Fourth baseIt is laid in the lane crossing direction between one side and the other of the boundary line, and ensures the reliability of reciprocation and clamp fixing of the unit including the wheel shown in FIG.
    FIG. 21 includes a driving gear for driving incorporated in a traverse carriage and a pin rack.5thFoundationVertical section ofFIG.
    FIG. 22 Fig. 21 profileIt is a front view.
    FIG. 23 includes a rack rail and a clamped part.5th baseIt is a perspective view which shows, Comprising: The drive gear shown to FIG. 21 and FIG. 22, and the reciprocating movement of the unit provided with the clamp apparatus, and its reliable clamp fixation are ensured.
    FIG. 24 is a perspective view showing a modified example of the carriage frame.
    FIG. 25 It is a perspective view which shows the other modification of a trolley | bogie frame.
    26 is a longitudinal sectional front view showing a state in which the left and right end portions of the carriage frame shown in FIG. 25 are faced with notches formed in the side wall portion of the block.
    FIG. 27 is a perspective view showing an end block.
    FIG. 28 is a longitudinal side view showing a non-self-propelled unit in which two blocks are mounted on the movable device and considering the turning performance, and the block is installed on the road surface and the movable device is lifted inside the block. StateShow.
    FIG. 29 shows a state where the block is levitated from the road surface.
    FIG. 30 is a longitudinal side view showing a non-self-propelled unit equipped with a single block mounted on a movable device and having a turning property. The block is installed on a road surface, and the movable device is suspended inside the block. StateShow.
    FIG. 31 shows a state where the block is levitated from the road surface.
    32 to 35 are longitudinal side views showing other embodiments of the unit, in which FIG. 32 shows a self-propelled type in which three blocks are moved up and down by three link devices. UnitShow.
    FIG. 33 shows a non-self-propelled unit that moves up and down by a pair of link devices with two blocks facing each other.Show.
    FIG. 34 shows a self-propelled unit that lifts and lowers two blocks with a pair of link devices in the opposite direction to FIG.
    FIG. 35 shows a self-propelled unit that raises and lowers four blocks with a pair of link devices facing the front half and the rear half.
    FIG. 36 is a vertical side view showing an outline of a self-propelled unit that lifts and lowers four blocks by four X-shaped link devices, and a clamp device is incorporated as necessary.
    37 is a longitudinal side view showing the main part of FIG. 36. FIG.
    FIG. 38 to FIG. 42 show a number of self-propelled or non-self-propelled units on one lane boundary of a reversible lane section in order to eliminate traffic congestion with a plane intersection as a bottleneck. It is a top view which shows the whole outline knitted to the longitudinal directionWhatAmong them, FIG. 38 shows that this apparatus is incorporated in a reversible lane section between a central separation zone that has turned to the right near the inflow of the vehicle to the target plane intersection and a central separation zone in the upstream section of the road. The case where the waiting lane length of the vehicle is freely changeable is shown.
    FIG. 39 shows the case where the standby lane length of a right-turn vehicle can be changed in length by changing the reversible lane section in which the present apparatus is incorporated into two or more stages.
    FIG. 40 shows a central separation zone that has turned to the right in the vicinity of the vehicle inflow portion to the plane intersection on the downstream side of the road, and a central separation zone that has changed to the outward side in the vicinity of the vehicle inflow portion from the plane intersection on the upstream side. This shows the case of reversible transition in multiple stages.
    41. By making the center separation band near the vehicle inflow portion to the downstream intersection shown in FIGS. 38 to 40 and the center separation zone near the vehicle inflow portion from the upstream intersection reversible, The device incorporated between the two intersections is configured to be reversibly movable, and at the same time, the vicinity of the vehicle inflow portion from the downstream intersection and the vicinity of the vehicle inflow portion to the upstream intersection are reversibly movable.
    FIG. 42 shows the case where the boundary portion between the downstream side and the upstream side of the existing device can be reversibly changed by this device in order to complement the existing device.
    [Fig.43] In order to alleviate and eliminate traffic congestion due to interchange as a bottleneck, there are multi-stage sections on the upstream side of the road and on the downstream side of the road, based on the distance between the exit and entrance from the main road. It is a top view which shows the case where it changes to reversible.
    44 to 46 are enlarged plan views showing a group of units incorporated in the rubbing section at the head, in which FIG. 44 shows a plurality of units to which four blocks are attached. The figure shows the case where the change is made by rubbing the wire into a broken line shape or the reversible change in a straight line shape.
    FIG. 45 shows a case where a plurality of units to which two blocks are attached are rubbed and changed in a broken line shape or reversibly changed in a straight line shape.
    FIG. 46 A self-propelled unit with three blocks attached and a non-self-propelled unit with one block attached are alternately assembled, shifted into a stepped planar form, and reversibly changed. The case where it is reversibly transformed linearly is shown.
    FIG. 47 to FIG. 49 are vertical side views showing an outline of a unit incorporating an electric jack, and FIG. 47 shows that four blocks are lifted and lowered by two electric jacks. Self-propelled unitShow.
    FIG. 48 shows a self-propelled unit that raises and lowers three blocks with two electric jacks.
    FIG. 49 shows a non-self-propelled unit in which two blocks are moved up and down by a single electric jack and provided with turning ability.
    FIG. 50 is a partially cutaway side view showing the main part when the lifting device is an electric jack.
[Explanation of symbols]
  [0209]
  K1-K4 protective wall movable device
  B1-B3, B Protective wall block
  U1-U3 Self-propelled lane separation unit
  U4 Non-self-propelled lane separation unit
  J1-J3 lifting device
  C1, C2 clamping device
  D1, D2 Traversing cart
  M1 electric motor for traveling
  M2 Lifting motor
  G1, G2 Reducer
  Q traveling device
  P1-P5 fixed base
  V1, V2 Lane boundary
  L1-L6a, L6b, Ra, Rb Reversible lane section
  S1 to S6a, S6b Mobile lane separator
  400a-400d, 400e-400g, 300a, 300b, 200a-200d, 100 units
  X1, Xa rubbing section
  Y1, Y2-Yn, Ym, Ha, Ta, Tb Path section
  Z1, Z2-Zn, Zm, Za rubbing section
  N1, N2, H1, T2, Na, N3 Median strip
  A1, A2 Plane intersection
  Sp lane separator
  11 Road surface
  12 Space
  13 Side wall
  131 depression
  132 Notch
  14 Top wall
  141 Barrier part
  15 corner step
  151 inclined wall
  16 Table frame
  17 Groove
  18 bogie frame
  19, 27 Connecting joint
  26, 65 Link device
  28, 66 Main link
  30, 67 Sub links
  32 Lower bracket
  33 Upper bracket
  35a, 35b Clamp arm
  36a, 36b Connecting lever
  41a, 41b groove
  42a, 42b Engagement piece
  443 through hole
  47 Connecting member
  49 Joint plate
  50 Elastic pad
  51 Connection cover
  511 Side cover
  512 Top cover
  53, 55 wheels
  531 Rubber Wheel
  532, 552 Tapered wheel
  54 Rail part
  551 wheel part
  56 Guide rail
  58 Drive gear
  59 Rack rail
  61, 62 Body frame
  612, 613 Holder frame
  71 Electric jack

Claims (55)

Lane separating units U1 to U4 formed by covering and fixing one or more of the protective wall blocks B1 to B3 to the protective wall movable devices K1 to K4,
Elevating devices J1 to J3 for raising and lowering the blocks B1 to B3 are incorporated into a traverse carriage D1 having a traveling device Q that reciprocates in the lane crossing direction as the configuration of the movable device K3.
By operating the lifting devices J1 to J3, the blocks B1 to B3 are levitated from the road surface 11, installed on the road surface 11, and the movable device K3 is lifted inside the blocks B1 to B3 or downward. A self-propelled lane separation unit characterized by being configured to pull down. Lane separating units U1 to U4 formed by covering and fixing one or more of the protective wall blocks B1 to B3 to the protective wall movable devices K1 to K4,
The structure of the movable devices K1 and K2 is changed to a traversing carriage D1 having a traveling device Q that reciprocates in the lane crossing direction. Lifting devices J1 to J3 for raising and lowering the blocks B1 to B3 and blocks B1 to B3 to the road surface 11 Incorporating clamp devices C1 and C2 to be fixed to
By operating the lifting devices J1 to J3, the blocks B1 to B3 are levitated from the road surface 11 or installed on the road surface 11, and the movable devices K1 to K3 are lifted inside the blocks B1 to B3 and clamped. A self-propelled lane separation unit that is configured to be fixed or pulled downward to release the clamp. Lane separation units U1 to U4 formed by covering and fixing one or more of the protective wall blocks B1 to B3 to the protective wall movable devices K1 to K4,
The structure of the movable device K4 is incorporated in a traversing carriage D2 that moves in the lane crossing direction, and elevating devices J1 to J3 that raise and lower the blocks B1 to B3.
By operating the lifting devices J1 to J3, the blocks B1 to B3 are lifted from the road surface 11, installed on the road surface 11, and the movable device K4 is lifted inside the blocks B1 to B3, or moved downward. Reduction,
The lane separation unit U3 according to claim 1 and the lane separation units U1 and U2 according to claim 2 are configured to turn or traverse depending on the transverse movement of one or both of them. Characteristic non-self-propelled lane separation unit. A lane separation unit formed by passing the table frame 16 to the lifting devices J1 to J3 according to claim 1, 2 or 3, and covering and fixing the protective wall blocks B1 to B3 to the frame 16. The protective wall blocks B1 to B3 according to claim 1, 2, 3 or 4 are the left and right side wall portions 13 provided with the installation surface on the road surface 11, and the top wall portion 14 formed straddling the upper position therebetween. A monolithic concrete product provided with a barrier portion 141,
In the blocks B1 and B3, the front and rear end portions thereof are opened in a communicating state, and the space portion 12 having the bottom portion opened is formed,
A lane separation unit in which the space portion 12 accommodates the protective wall movable devices K1 to K4 that move up and down the blocks B1 to B3 and move in a transverse manner. A lane separation unit in which the lifting devices J1 and J2 according to claim 4 are foldable link devices 26 and 65 incorporated between the table frame 16 and the traversing carts D1 and D2. A lane separation unit in which the lifting device J3 according to claim 4 is an electric jack 71 assembled between the table frame 16 and the traversing carts D1 and D2. The link devices 26 and 65 according to claim 6 are linked to either the upside down y-shape or the X-shape by the main links 28 and 66 and the sub links 30 and 67,
A lane separation unit in which the protective wall blocks B1 to B3 are raised and lowered via the table frame 16 by pushing or pulling the lower ends of the link devices 26 and 65 in the front-rear direction. The lower ends of the main link 28 and the sub-link 30 according to claim 8 are pivoted at the front and rear positions of the lower bracket 32 fixed to the traversing carriages D1 and D2 according to claims 1 to 3,
A lane separation unit formed by pushing up or pulling down the table frame 16 pivotally provided at the tip of the main link 28 by sliding the lower end of one of the links 28 and 30 in the front-rear direction. The lower ends of the main link 66 and the sub link 67 according to claim 8 are pivoted at the front and rear positions of the lower bracket 32 fixed to the traversing carriages D1 and D2 according to claims 1 to 3,
By sliding and guiding the lower end portion of the main link 66 in the front-rear direction, the protective wall blocks B1 to B3 are pushed up and down via the table frame 16 pivoted at the front end portion, and the upper end of the sub link 67 is A lane separation unit that guides rolling or sliding of the table in the front-rear direction of the table frame 16. A lane separation unit configured such that the clamping devices C1 and C2 according to claim 2 can be engaged with and disengaged from the engaged pieces 42a and 42b provided on the road surface 11 by the operation of the lifting devices J1 to J3. The clamp devices C1 and C2 according to claim 2 or 11 are clamp arms 35a and 35b pivotally mounted on a traversing carriage D1, and a connecting lever 36a pivotally mounted on a table frame 16 according to claims 4 and 6 to 10. Link with 36b,
A lane separation unit configured to open and close the clamp arms 35a and 35b via the connecting levers 36a and 36b by operating the lifting devices J1 to J3. A lane separation unit obtained by running the traversing cart D1 according to claim 1 or 2 at a super slow speed. A lane separation unit in which the reduction ratio of the traveling motor M1 incorporated in the traversing carriage D1 according to claim 13 is about 1/500 to 1 / 12,000. A through hole 443 is formed through the side wall portion 13 according to claim 5,
A lane separation unit obtained by connecting and integrating two or more protective wall blocks B1 to B3 that are butted against each other by a connecting member 47 that is inserted through the through hole 443. Forming depressions 131 on front and rear end outer surfaces of the side wall portion 13 according to claim 5;
A lane separation unit formed by fitting a joint plate 49 into the recess 131 and connecting and fixing the adjacent protective wall blocks B1 to B3. A lane separation unit formed by fixing the elastic pad 50 to the bottom surface of the side wall 13 according to claim 5. The carriage frame 18 of the traversing carriage D1, D2 according to claim 1, 2, or 3 is composed of a main body frame 61, 62 and a holder frame 612, 613 projecting left and right from the main body frame 61, 62,
A lane separation unit in which the left and right ends of the holder frames 612 and 613 face the notch 132 formed in the side wall 13 of the protective wall blocks B1 to B3. A connecting portion is formed at both front and rear ends of the lane separation units U1 to U4 according to claim 1, 2, 3, or 4.
A lane separation unit in which the connection portion is formed as connection joints 19 and 27 formed on one or both of the carriage frame 18 of the traversing carriages D1 and D2 and the table frame 16 of the lifting devices J1 to J3. The connecting portion according to claim 19 is covered with a connecting portion cover 51 including at least a side cover portion 511 at both left and right side positions and a top cover portion 512 covering an upper portion therebetween.
A lane separation unit in which front and rear outer peripheral edges of the cover 51 are fixed to end edges of the protective wall blocks B1 and B3. The protective wall blocks B1 to B3 including the left and right side wall portions 13 provided with the installation surface to the road surface 11, and the top wall portion 14 or the barrier portion 141 formed across the upper position therebetween,
In the blocks B1 and B3, the front and rear end portions thereof are opened in a communicating state, and the space portion 12 having the bottom portion opened is formed,
A protection wall block configured to accommodate the protection wall movable devices K1 to K4 that move the blocks B1 to B3 up and down or traverse in the space 12. The protective wall blocks B1 to B3 including the left and right side wall portions 13 provided with the installation surface to the road surface 11, and the top wall portion 14 or the barrier portion 141 formed across the upper position therebetween,
In the block B2, either one of the front and rear end portions is closed, the other end portion is opened in a communicating state, and a space portion 121 having a bottom portion opened is formed.
A protection wall block for an end portion, characterized in that the space portion 12 is configured to accommodate the protection wall movable devices K1 to K4 that move the blocks B1 to B3 up and down or move transversely. 23. A protective wall block formed by forming a groove portion 17 into which the table frame 16 passed to the lifting devices J1 to J3 is fitted in the ceiling portion of the top wall portion 14 or the barrier portion 141 according to claim 21 or 22. The left and right shoulder portions of the top wall portion or the left and right hem portions of the barrier portion 141 according to claim 21 or 22 are formed on the corner step portion 15 or on either of the flow-like inclined walls 151. A protective wall block. Ascending and descending devices J1 to J3 for raising and lowering the protective wall blocks B1 to B3 are incorporated into a traversing carriage D1 having a traveling device Q that reciprocates in the lane crossing direction,
The table frame 16 is passed to the lifting devices J1 to J3 in the front-rear direction,
A protective wall movable device, wherein the frame 16 is configured to be supported by being placed over the blocks B1 to B3. A traversing carriage D1 having a traveling device Q that reciprocates in the lane crossing direction, lifting devices J1 to J3 that raise and lower the protective wall blocks B1 to B3, and clamp devices C1 and C2 that fix the blocks B1 to B3 to the road surface 11 Embedded
The table frame 16 is passed to the lifting devices J1 to J3 in the front-rear direction,
A protective wall movable device, wherein the frame 16 is configured to be supported by being placed over the blocks B1 to B3. Ascending and descending devices J1 to J3 for raising and lowering the protective wall blocks B1 to B3 are incorporated in the traversing carriage D2 moving in the lane crossing direction,
The table frame 16 is passed to the lifting devices J1 to J3 in the front-rear direction,
A protective wall movable device, wherein the frame 16 is configured to be supported by being placed over the blocks B1 to B3. The lifting devices J1 to J3 according to claim 25, 26 or 27 are foldable link devices 26 and 65 assembled between the table frame 16 and the traversing carts D1 and D2, or an electric jack 71. Protective wall movable device as any one of. The clamp devices C1 and C2 according to claim 26 are configured by linking with clamp arms 35a and 35b pivoted on the traversing carriage D1 and connecting levers 36a and 36b pivoted on the table frame 16,
A protective wall movable device in which the clamp arms 35a and 35b are configured to be openable and closable via the connecting levers 36a and 36b by operating the lifting devices J1 to J3. A fixing device for a lane separation unit, comprising fixed bases P1 to P3 provided with engaged pieces 42a and 42b at moving end portions of the lane separation units U1 to U3 according to claim 1 or 2. A lane separation unit fixing device comprising the fixed bases P1 to P3 according to claim 30 on lane boundary lines V1 and V2 of reciprocating end portions of the lane separation units U1 to U3. The wheel 53 provided with the rubber wheel part 531 and the taper wheel part 532 is attached to the traversing cart D1 according to claim 1 or 2.
A fixed base P3 is laid on the lane boundary lines V1 and V2 where the lane separation units U1 to U3 according to claim 1 or 2 reciprocate,
The base P3 includes a rail portion 54 that rolls and guides the wheel 53, and engaged pieces 42a and 42b that engage with the clamp devices C1 and C2 incorporated in the units U1 and U2. Guide fixing device for lane separation unit. A wheel 55 having a saddle wheel portion 551 and a tapered wheel portion 552 is attached to the traversing carriage D1 according to claim 1 or 2,
A fixed base P4 is laid between one and the other lane boundary lines V1 and V2 where the lane separation units U1 to U3 according to claim 1 or 2 reciprocate,
On the base P4, a guide rail 56 for rolling and guiding the traversing cart D1 in the lane crossing direction is formed.
Lane separation characterized by comprising engaged pieces 42a and 42b engaged with clamping devices C1 and C2 incorporated in the units U1 and U2 on lane boundary lines V1 and V2 intersecting with the guide rail 56, respectively. Unit guide fixing device. A drive gear 58 is attached to the traversing carriage D1 according to claim 1 or 2,
A fixed base P5 is laid between the lane boundary lines V1 and V2 where the lane separation units U1 to U3 according to claim 1 or 2 reciprocate,
On the base P5, a rack rail 59 that meshes with the gear 58 is formed in the lane crossing direction,
On the lane boundary lines V1 and V2 intersecting with the rail 59, engaged pieces 42a and 42b with which the clamping devices C1 and C2 incorporated in the units U1 and U2 are engaged are configured. Unit guide fixing device. 35. A guide fixing device for a lane separation unit, wherein the engaged pieces 42a and 42b according to claim 32, 33 or 34 are rods and are passed to grooves 41a and 41b formed in the fixing bases P1 to P5. The reversible lane sections L1 and L4 are divided into a rubbing section X1 at the top, a road section Y1 at the main body, and a rubbing section Z1 at the tail,
A large number of lane separation units U1 to U4 are connected and installed on the forward or backward lane boundary lines V1 and V2 of the reversible lane sections L1 and L4.
The units U1 to U4 are composed of protective wall movable devices K1 to K4 and one or two or more protective wall blocks B1 to B3 covered and fixed to the movable devices K1 to K4.
The group of the units U1 to U4 incorporated in the road section Y1 is traversed from one of the boundary lines V1 and V2 to the other,
The mobile lane separation characterized in that the group of the units U1 to U4 incorporated in the rubbing sections X1 and Z1 is configured to reversibly change to a plane line shape of almost a polygonal line, a staircase, or a straight line. apparatus. The reversible lane sections L2 to L4, L6a, and L6b are divided into a rubbing section X1 at the head portion, and a section from the main body portion to the trailing portion, and road sections Y1, Y2 to Yn, Ym and rubbing sections Z1, Z2 to Zn. , Zm is divided into multiple sections with one set,
Many of the lane separation units U1 to U4 are connected and installed on the lane boundary lines V1 and V2 on the forward side or the return side of the reversible lane sections L2 to L4, L6a, and L6b.
The units U1 to U4 are formed from protective wall movable devices K1 to K4 and one or more protective wall blocks B1 to B3 covered and fixed to the movable devices K1 to K4.
A mobile lane separation device characterized in that the reversible lane sections L2 to L4, L6a, and L6b are configured to be reversibly movable in multiple stages. The unit U4 at the beginning of the rubbing section X1 according to claim 36 or 37 is connected to the rear end of the central separation band N1 that reciprocally separates the road downstream section,
The vicinity of the vehicle inflow portion to the plane intersection A1 in the downstream section of the road is connected to the rear end portion of the median strip H1 that has shifted to the return path side,
Alternatively, the mobile lane separation device is connected to one of the end protection wall blocks B2 fixed to the rear end portion of the roadway center line in which the vicinity of the vehicle inflow portion to the plane intersection A1 is changed to the return path side. The unit U4 of the tail part of the rubbing section Z1, Z2 to Zn according to claim 36 or 37 is connected to the tip of the central separation band N2 that reciprocally separates the road upstream section,
The vicinity of the vehicle inflow portion from the plane intersection A2 in the upstream section of the road is connected to the front end of the median strip T2 that has been shifted to the forward path side,
Alternatively, the mobile lane separation device connected to one of the protective wall blocks B2 fixed to the front end portion of the roadway center line where the vicinity of the vehicle inflow portion from the plane intersection A2 is shifted to the forward path side. The unit U4 at the beginning of the rubbing section X1 according to claim 36 or 37 is connected to the rear end of the central separation zone Na that reciprocally separates the exit and entrance from the main road of the interchange,
A mobile lane separator that connects the unit U4 at the tail of the rubbing zone Z1, Z2 to Zn to the front end of a central separation band N3 that reciprocally separates the main road in the upstream zone. The unit U4 at the rear part of the rubbing section X1 according to claim 36 or 37 is connected to the front end part of the central separation zone Na that reciprocally separates the exit and entrance from the main road of the interchange,
A mobile lane separation device in which the unit U4 at the head of the rubbing section Z1, Z2 to Zm is connected to the rear end of a central separation band N1 that reciprocally separates the main road in the downstream section of the road. A road section Ha is formed at the forefront of the rubbing section X1 according to claim 36 or 37,
A mobile lane separator comprising a lane separation unit U1 to U4 connected and installed on lane boundary lines V1 and V2 of a reversible lane section Ra including the road section Ha and a rubbing section X1. A road section Tb is formed at the rearmost part of the rubbing section Z1 to Zn according to claim 36 or 37,
A mobile lane separator comprising lane separation units U1 to U4 connected to lane boundary lines V1 and V2 of a reversible lane section Rb including the road section Tb and the rubbed sections Z1 to Zn. The reversible lane section L5a is divided into a rear rubbing section Za and a tail section section Ta,
The lane separation units U1 to U4 are connected and installed on the lane boundary lines V1 and V2 of the reversible lane section L5a,
The units U1 to U4 are formed from protective wall movable devices K1 to K4 and one or more protective wall blocks B1 to B3 covered and fixed to the movable devices K1 to K4.
The unit U4 at the head of the rubbing section Za is connected to the rear end of the central separation band N1 that reciprocally separates the road downstream section,
The group of units U1 to U4 incorporated in the road section Ta is traversed from one of the boundary lines V1 and V2 to the other,
A mobile lane separation device characterized in that the group of units U1 to U4 incorporated in the rubbing section Za is configured to reversibly change to a substantially linear or linear plane alignment. The reversible lane section L5b is divided into a topmost road section Ha and a top rubbing section Xa,
The lane separation units U1 to U4 are connected and installed on the lane boundary lines V1 and V2 of the reversible lane section L5b,
The units U1 to U4 are formed from protective wall movable devices K1 to K4 and one or more protective wall blocks B1 to B3 covered and fixed to the movable devices K1 to K4.
The rear end unit U4 of the rubbing section Xa is connected to the front end of the central separation band N3 that reciprocally separates the road upstream section,
The group of units U1 to U4 incorporated in the road section Ha is traversed from one of the boundary lines V1 and V2 to the other,
A mobile lane separation device characterized in that the group of units U1 to U4 incorporated in the rubbing section Xa is configured to reversibly change to a plane line shape of almost a polygonal line, a staircase, or a straight line. The reversible lane section L5a according to claim 44 is formed in the vicinity immediately after the vehicle inflow portion from the plane intersection A1 to the road downstream section,
Formed near the boundary of the downstream section of the lane separator Sp, in which many of the protective wall blocks B are connected,
The reversible lane section L5b according to claim 45 is formed in the vicinity immediately before the vehicle inflow portion from the road upstream section to the plane intersection A2,
A mobile lane separator formed near the boundary of an upstream section of a lane separator Sp in which a number of protective wall blocks B are connected. Clamping device C1 according to claim 1, at the head and tail of the road sections Y1, Y2 to Yn, Ym, Ha, Ta, Tb according to claim 36, 37, 42, 43, 44 or 45 Incorporate lane separation units U1, U2 with C2,
The fixed bases P1 and P2 are laid on the lane boundary lines V1 and V2 where the units U1 and U2 reciprocate,
A movable lane separator comprising the bases P1 and P2 and engaged pieces 42a and 42b with which the clamp devices C1 and C2 are engaged. The traversing carriage according to claim 1 or 2, at the head and tail of the road sections Y1, Y2 to Yn, Ym, Ha, Ta, Tb according to claim 36, 37, 42, 43, 44 or 45. Incorporate lane separation units U1-U3 with D1,
The fixed base P3 is laid on one and the other lane boundary lines V1, V2 where the units U1-U3 reciprocate,
The platform P3 includes a movable lane that includes a rail portion 54 that guides the traversing carriage D1 and engaged pieces 42a and 42b that engage with the clamping devices C1 and C2 incorporated in the units U1 and U2. Separation device. The traversing carriage according to claim 1 or 2, at the head and tail of the road sections Y1, Y2 to Yn, Ym, Ha, Ta, Tb according to claim 36, 37, 42, 43, 44 or 45. Incorporate lane separation units U1-U3 with D1,
A wheel 53 having a rubber wheel portion 531 and a tapered wheel portion 532 is attached to the traversing carriage D1.
A fixed base P3 is laid on one and the other lane boundary lines V1 and V2 where the units U1 to U3 move transversely,
The base P3 is configured to include a rail portion 54 that rolls and guides the wheel 53, and engaged pieces 42a and 42b that engage with the clamp devices C1 and C2 incorporated in the units U1 and U2. Lane separator. A traversing carriage according to claim 1 or 2 at the head and tail of the road section Y1, Y2 to Yn, Ym, Ha, Ta, Tb according to claim 36, 37, 42, 43, 44 or 46. Incorporate lane separation units U1-U3 with D1,
A wheel 55 having a saddle wheel portion 551 and a tapered wheel portion 552 is attached to the traversing carriage D1,
A fixed base P4 is laid between one and the other lane boundary lines V1 and V2 where the units U1 to U3 move transversely,
Formed on the base P4 is a guide rail 56 that rolls the traversing carriage D1 in the lane crossing direction,
A movable lane separator comprising engagable pieces 42a and 42b engaged with clamping devices C1 and C2 incorporated in the units U1 and U2 on lane boundary lines V1 and V2 intersecting with the rail 56. The traversing carriage according to claim 1 or 2, at the head and tail of the road sections Y1, Y2 to Yn, Ym, Ha, Ta, Tb according to claim 36, 37, 42, 43, 44 or 45. Incorporate lane separation units U1-U3 with D1,
A drive gear 57 is attached to the traversing carriage D1,
A fixed base P5 is laid between one and the other lane boundary lines V1 and V2 where the units U1 to U3 move transversely,
On the base P5, a rack rail 58 that meshes with the gear 57 is formed in the lane crossing direction,
On the lane boundary lines V1 and V2 intersecting with the rail 58, the movable lane separator comprising the engaged pieces 42a and 42b with which the clamping devices C1 and C2 incorporated in the units U1 and U2 are engaged. . The configuration of the protective wall movable device K3 according to claim 36, 37, 42, 43, 44 or 45 is raised and lowered to the traversing carriage D1 having the traveling device Q that reciprocates in the lane crossing direction. Elevating devices J1 to J3 are installed,
A mobile lane separator that travels at a very slow speed on the traverse carriage D1. The blocks B1 to B3 are provided on a traversing carriage D1 having a traveling device Q that reciprocates in the lane crossing direction in the configuration of the protective wall movable devices K1 and K2 according to claim 36, 37, 42, 43, 44, or 45. Elevating devices J1 to J3 for raising and lowering and clamping devices C1 and C2 for fixing the blocks B1 to B3 to the road surface 11 are incorporated,
A mobile lane separator that travels at a very slow speed on the traverse carriage D1. The configuration of the protective wall movable device K4 according to claim 36, 37, 42, 43, 44 or 45 is provided with a lifting device J1 to J3 for raising and lowering the blocks B1 to B3 to a traversing carriage D2 that moves in the lane crossing direction. Built-in mobile lane separator. The protective wall blocks B1 to B3 according to claim 36, 37, 42, 43, 44, or 45 are formed so as to straddle the left and right side wall portions 13 having the installation surface on the road surface 11 and the upper position therebetween. It is an integrally molded product made of concrete provided with a wall part 14 or a barrier part 141,
The mobile lane separator comprising the blocks B1 and B3 having a space portion 12 having front and rear end portions thereof opened in communication and having a bottom portion opened.

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