Mobile barrier.

(54) Title: MOBILE BARRIER.

(54) Title: MOBILE BARRIER.

(57) Summary

The present invention refers to a safety trailer, characterized in that it comprises: (a) first and second platforms, at least one of the first or second platforms has an axle and wheels attached to it; (b) a plurality of interconnected wall sections, positioned between and connected to the first and second platforms, the plurality of wall sections defining a protected work area on one side of the trailer; (c) and wherein each wall section has a plurality of interconnected levels, each level comprises first and second longitudinal members, a plurality of frame members that interconnect the first and second longitudinal members, and are connected to an end member.

(57) Abstract

In one embodiment, a safety trailer has semi-tractor hitches at both ends and a safety wall that is fixed to one side of the trailer. That side, however, can be changed to the right or left side of the road, depending on the end to which the truck attaches. A caboose can be attached at the end of the trailer opposite the tractor to provide additional lighting and impact protection. Optionally, the trailer can be equipped with overhead protection, lighting, ventilation, onboard hydraulics, compressors, generators and other equipment, as well as related fuel, water, storage and restroom facilities and other amenities.

<img file="MX350140B_D0001.tif" />

PATENT TITLE No. 350140

Owner (s): CONCATEN INC.

Address: 24918 Genesee Trail Road, Golden, Colorado, 80401, USA

Denomination: MOBILE BARRIER.

Classification: CIP: E01F15 / 10; E01F15 / 00

CPC: E01F15 / 10; E01F15 / 003

Inventor (s): KEVIN GROENEWEG; DAVID MEYERINK; DUANE MEYERINK; LEROY SEVERSON

REQUEST

Number: International Presentation Date:

MX / a / 2014/013385 December 31, 2008

Divisional Patent Number: 328397

<td colspan="3">PRIORITY</td>

<td>Country:</td><td>Date:</td><td>Number:</td>

<td>US</td><td>June 13, 2008</td><td> 61/061,567</td>

<td>US</td><td>August 22, 2008</td><td> 61/091,246</td>

<td>US</td><td>December 16, 2008</td><td> 61/122,941</td>

Validity: Twenty years

Expiration Date: December 31, 2028

Issue Date: August 28, 2017

The reference patent is granted based on articles 1, 2 ”section V, 6“ section III, and 59 of the Industrial Property Law.

In accordance with article 23 of the Industrial Property Law, this patent has a validity of twenty non-extendable yeses, counted from the filing date of the international application and will be subject to the payment of the Jaferifa to keep the rights in force.

Whoever signs this title does so based on the provisions of articles 6^or fractions lll and 7^or bis 2 of the Industrial Property Law (Official Gazette of the Federation (DOF) 06/27/1991, amended on 08/02/1994. 10/25/1996. 12/26/1997, 05/17/1999. 01/26/2004, 06/16/2005, 01/25/2006, 05/06/2009, 06/01/2010, 06/18/2010, 06/28/2010, 01/27/2012 and 09 / 04/2012); items 1^or, 3rd section V subsection a), 4th and 12th sections I and III of the Regulations of the Mexican Institute of Industrial Property (DOF 12/14/1999, amended on 07/01/20O2, 07/15/2004, 28 / 07/2004 and 7/09/2007); items 1^or, 3^or, 4^or, 5^or Section V subsection a), 16. Sections I and III and 30 of the Organic Statute of the Mexican Institute of Industrial Property (DOF 12/27/1999, amended on 10/10/2002, 07/29/2004, 08/04 2004 and 09/13/2007); I^or, 3^or and 5^or Subsection a) of the Agreement that delegates powers to the Deputy General Directors, Coordinator, Divisional Directors, Heads of Regional Offices, Divisional Deputy Directors, Departmental Coordinators and other subordinates of the Mexican Institute of Industrial Property. (DOF 12/15/1999, amended on 02/04/2000, 07/29/2004, 08/04/2004 and 09/13/2007).^Ξ

This document is signed with an advanced electronic signature (FIEL), based on articles 7 BIS 2 of the Industrial Property Law; 3 of its Regulations, and 1 fraction lll, 2 fraction V, 26 BIS and 26 TER of the Agreement establishing the guidelines for the use of the Payment and Electronic Services Portal (PASE) of the Mexican Institute of Industrial Property, in the procedures indicated.

<img file="MX350140B_D0002.tif" />

A&gt; ena No 550

THE DIVISIONAL DIRECTOR OF PATENTS

NAHANNY CANAL REYES

Original string:

NAHANNY MARISOL CANAL REYES | 00001000000403252793 | Administration Service

Tax | 1695 | ¡MX / 2017/71196 | MX / a / 2014/013385 | Normal patent title with divisional PCT | 1220 | RRGO | Page (s) | / X4uohQCyw27jZNMmKs3cScuCrA =

Digital stamp:

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<img file="MX350140B_D0003.tif" />

MX / 2017/71196

MOBILE BARRIER

IMPI r / Γπτυτο Mexican Df LA nOWüAD INOVSTM / Xl.

<img file="MX350140B_D0004.tif" />

CROSS REFERENCE TO THE RELATED APPLICATION

The present application claims the benefits of United States provisional applications Serial Numbers No. 61 / 061,567, filed June 13, 2008, entitled Mobile Barrier and 61 / 091,246, entitled Mobile Barrier, filed August 22, 2008 , and 61 / 122,941, entitled Mobile Barrier, filed December 16, 2008, each of which is incorporated herein by this reference in its entirety.

FIELD OF THE INVENTION

The present invention relates generally to the field of trailers and other types of barriers that are used to protect construction workers from vehicular traffic. More specifically, the present invention discloses a safety trailer and with a fixed safety wall and tractor connections at both ends.

BACKGROUND OF THE INVENTION

Various types of barriers have long been used to protect construction workers from road vehicles. For example, cones, drums, and flashing lights have been widely used to alert drivers of construction zones, but they only provide limited protection to workers in the event a driver is unaware of road construction. . Some construction projects often park a truck or other heavy construction equipment in the lane between the construction zone and oncoming traffic. This reduces the risk of injury to the traffic worker in that lane, but does little for errant traffic laterally traversing the lanes in the lane.

ΙΜΡΙ ^&gt;

INSTITUTO MEXICANO construction zone. In addition, conventional barriers ^^^ g ^ eri ^ m ^^ time and effort to transport them to the job site expose workers to significant accident risks when implementing the barrier at the workplace.

Therefore, there is a need for a safety barrier that can be easily transported and deployed in the workplace. In addition, the safety barrier should protect against lateral incursions of traffic from adjacent lanes, as well as traffic in the same lane.

SUMMARY OF THE INVENTION

These and other needs are contemplated in the various embodiments and configurations of the present invention. In contrast to the prior art in the field, the present invention can provide a safety trailer with a fixed wall and semi-trailer tractor connections at one or both ends.

In a first embodiment, a safety trailer includes: (a) first and second platforms removably interconnected, at least one of the first and second platforms being coupled to an axle and wheels, the first and second platforms defining a trailer; and (b) a plurality of wall sections, supported by the trailer, the wall sections, when implemented to form a barrier wall, positioned between the interconnected first and second platforms; (c) where at least one of the following is true: (c1) the trailer supports a ballast member, the ballast member being positioned near a first side of the trailer and the ballast member near a second opposite side of the trailer, the ballast member at least partially offsetting a weight of the plurality of wall sections, and (c2) the trailer axle is coupled to a vertical adjustment member, the vertical adjustment member selectively adjusting a position of the trailer.

ΪΜΡΙ »^ industrial

In a second embodiment, a safety trailer includes: (a) first and second platforms; (b) a plurality of interconnected wall sections located between and connected to the first and second platforms, the plurality of wall sections defining a protected work area on one side of the trailer; (c) wherein each wall section has at least one of the following characteristics: (c1) a plurality of interconnected levels, each consisting of first and second longitudinal members, a plurality of support members interconnecting the first and second longitudinal members and being connected to a terminal member; (c2), a longitudinal member extending the length of the wall section, the longitudinal member being positioned in the approximate position of a vehicle bumper if the vehicle collides with the wall section; (c3) a plurality of full-height and partial-height wall members, the full-height wall members extending substantially the height and width of the wall section and the partial-height members extending substantially the width but less of the height of the wall section, alternating the full-height and part-height members along a length of the wall section: and (c4) first and second end members, each of the first and second end members comprising an outer projecting alignment member and an alignment receiving member, the first and second end members, the alignment members and Alignment reception in opposite configurations.

<img file="MX350140B_D0005.tif" />

IMPI

ΙΝΪΤΠΤσίι MEXICAN

OF THE INDUSTRIAL P &amp; OMEÜAD

In a third embodiment, a trailer includes: (a) a trailer body; (b) a detachable cab that is coupled to the trailer body, the cab having a nose portion and at least one axle and wheels; and (c) a cabin receiving member, the cabin receiving member comprising an alignment device, wherein, in a first mode when the cabin is moved to engage the trailer body, the alignment device orients the cabin by means of of a kingpin mounted on the trailer body and, in a second mode when the cab is coupled to the trailer body, the alignment device maintains a desired orientation of the cab relative to the trailer.

In a fourth embodiment, a security system includes: (a) a vehicle; (b) first and second platforms; (c) a barrier coupled to the first and second platforms, the barrier and first and second platforms forming a protected workspace; and (d) a cabin, in which the vehicle and the cabin are coupled to the first and second platforms, respectively, in which the vehicle has a movable center pivot plate coupled to a first center pivot on the first platform, and wherein the cab has a fixed center pivot plate coupled to a second center pivot on the second platform.

In a fifth embodiment, a security system includes: (a) a vehicle; (b) first and second platforms; (c) a barrier coupled to the first and second platforms, the barrier and the first and second platforms forming a protected workspace; and (d) a cabin, in which the vehicle and the cabin are coupled to the first and second platforms, respectively, in which the vehicle and the cabin have braking systems that operate independently.

In a sixth embodiment, a trailer includes: (a) first and second platforms; (b) a barrier attached to the first and second platforms,

<img file="MX350140B_D0006.tif" />

Mexican fWTTnrro, Oí ΙΑ ΓΜϊΠΪΓαο, forming the barrier and first and second platforms I space ^ Tfé ^ tra protected, in which the barrier is formed by a plurenfUMU UU SULbiui'iaa du, interconnected wall and where interconnected wall sections are coupled each other by sliding.

In a seventh embodiment, a trailer includes: (a) first and second platforms; (b) a barrier coupled to the first and second platforms, the barrier and the first and second platforms forming a protected workspace, in which the barrier is formed by a plurality of interconnected wall sections and where the interconnected wall sections they are telescopically coupled to each other.

In an eighth embodiment, a trailer includes: (a) first and second platforms; (b) a barrier coupled to the first and second platforms, the barrier and first and second platforms forming a protected area, in which the barrier is formed by a plurality of interconnected wall sections, and in which at least one of the following is true: (b1) a lower portion of the barrier is located at a distance above a surface where the trailer is parked and where the distance ranges from about 24.5 cm to about 35.56 cm (10 to 14 inches); (b2) a height of the barrier above the surface is at least about 106.68 cm (3.5 feet); and (b3) a barrier height from a bottom of the barrier to the top of the barrier is at least about 2.5 feet (76.2 cm).

The present invention can provide a number of advantages depending on the particular configuration.

In one respect, the barrier (and therefore the entire trailer) is of any selected or extendable length, but the wall is. . . ...,. . IMPI fixed to the platforms on one side of the trailer. That ado ^ rsrrrwr ^ r ^

i. ^FROM shift to the right or left side of the road, defending from end to end

J1.-L -—. J¹ iiwi »Binr- ·. — r — which attaches the semitrailer tractor. This double-ended, fixed-wall design can therefore eliminate the need for complex shifting or rotating designs, which are inherently weaker and more expensive, and cannot support visual barriers, lighting, ventilation and other equipment. services needed to provide a comprehensive security solution. Directional lighting and shock absorbing features built into each end of the trailer and in the cab can combine with the fixed wall and enhanced lighting to provide greater protection for work crews and the public, especially with increased construction at night. Terminal platforms integrated into the trailer design can reduce the need for workers to leave the protected area and eliminate the need for separate maintenance vehicles to provide built-in systems of hydraulics, compressors, generators and related power, fuel, water, storage and facilities. portable toilet. Optional protective covers can be extended over the work area for even greater relief from the environment (rain or sun). The fixed wall itself can be made of any rigid material, such as steel. Lighter, high-strength materials are typically rejected because their reduced weight is less able to withstand, without significant displacement, the force of a vehicular collision. The trailer can carry independent directional and safety lighting at both ends and will work with any standard semi-trailer tractor. Optionally, a shock absorbing cabin can be attached to the end of the trailer

<img file="MX350140B_D0007.tif" />

opposite the tractor to provide safety lighting and additional impact protection.

In one respect, the trailer is designed to provide road maintenance personnel with greater protection from approaching, departing and passing traffic, to reduce the possibility of observation of the interior of the work area (to mitigate incidents caused by onlookers and others) and to provide an enhanced fully contained mobile environment, within which work teams can operate day or night, complete with optional power, lighting, ventilation, heating, cooling and overhead protection including extendable mesh shading for protection from the sun, or awnings to protect from rain, snow or other adverse weather conditions.

Platforms can be provided at both ends of the trailer for hydraulics, compressors, generators, and other equipment and supplies, including portable toilet facilities. The trailer can be fully retrofitted with directional and safety lighting, as well as lighting for the platforms and the work area. Outlets can be supplied inside the work area for use with construction tools and equipment, with minimal need for separate power trailers or extension cords. Both the cabin and the lower center side of both terminal platforms can provide areas for fuel, water and storage. Additional fuel, water and various storage spaces can be provided in an optional extended cab of similar but elongated design.

IMPIOS, -. . . . . . , MEXICAN INSTITUTE

In one aspect, the trailer is designed ^^^ rg need for separate lighting trucks or trailers, to reduce glare to traffic, to eliminate the need for separate vehicles to tow portable toilet facilities, to provide a working environment better, more illuminated and controlled and of greater security, and to, among other things, facilitate construction works 24 hours along the roads of the nation. Other applications include but are not limited to public safety, shielding and portable shelters, communications, and public works. Two or more trailers can be used together to provide a fully enclosed interior area, as may be required in multi-lane highway environments.

With significant trends toward construction and maintenance at night, the trailer, in one respect, can provide a well-lit, autonomous, and mobile sandbox. Traditional warning cones can still be used to block roads and detection systems or personnel can be used to alert a straying driver, but none offer physical protection or more than a split-second warning to drivers who may be under the influence. alcohol or narcotics, or that, for any reason, They stare at construction and maintenance materials or lights and end up hitting or crawling across them.

The trailer can provide a higher level of physical protection day and night, and workers an enhanced and autonomous work environment that provides basic services such as restrooms, water, power, lighting, ventilation, and even possible heating / cooling and shelter . The trailer can also be designed to block what is being viewed from motorists.

IMPI »5 happening within the work area and thus facilitate

Industrial what is happening in front of them. Hopefully this will reduce both direct and secondary incidents along those construction and maintenance sites.

Embodiments of this invention can provide a safety trailer with tractor-trailer connections at both ends and a safety wall that is attached to one side of the trailer. That side, however, can be switched to the right or left side of the road, depending on which end the semitrailer is hitched to. A cab can be attached to the end of the trailer opposite the tractor to provide additional lighting and impact protection. Optionally, the trailer can be equipped with aerial protection, lighting, ventilation, built-in hydraulics, compressors, generators, and other equipment, as well as fuel, water, storage and grooming services, and other related amenities.

These and other advantages will become apparent from the disclosure of the present invention.

As used herein, at least one, one, or more and / or are open-ended expressions of composition that are both conjunctive and disjunctive in operation. For example, each of the expressions at least one of A, B and C, at least one of A, B or C, one or more of A, B and C, one or more of A, B or C and A, B and / or C means A alone, B alone, C alone, A and B together, A and C together, B and C together, or A, B and C together.

It should be noted that the term an entity refers to one or more of that entity. As such, the terms one (or one), one or more, and at least one may be used interchangeably herein. It is also to be noted. WICKED

ΙΝπτππυ MEXICAN that the terms composed of, included and have c ^ Sffls ^ Vutngai ^ interchangeably. • »TTweww« «BnBÍremKtsft» M. *. * Ki íe-a-. .

The foregoing is a simplified summary of the invention to provide an understanding of some aspects of the invention. This summary is neither a broad nor exhaustive introduction to the invention and its various embodiments. It is not intended to identify key or critical elements of the invention or to delimit the scope of application of the invention, but rather to present selected concepts of the invention in a simplified way as an introduction to the more detailed description that follows. As can be appreciated, other embodiments of the invention are possible using, alone or in combination, one or more of the features set forth above or described in detail below.

BRIEF DESCRIPTION OF THE DRAWINGS

Figures 1A-1E show a loaded trailer, in accordance with embodiments of the present invention;

Figures 2A-2C show a deployed protection wall, in accordance with embodiments of the present invention;

Figures 3A-3C show a section of the wall in accordance with embodiments of the present invention;

Figures 4A-4H show a platform and its components in accordance with the embodiments of the present invention;

Figures 5A-5B show a cabin in accordance with embodiments of the present invention;

Figures 6A-6G show a truck mounted attenuator coupled to the cab shown in Figures 5A-5B;

1

<img file="MX350140B_D0008.tif" />

Figure 7 shows an interface member between a platform and a truck mounted attenuator;

Figure 8 shows a forced air system, in accordance with embodiments of the present invention;

Figure 9 shows the loaded trailer, including a storage compartment;

Figure 10 is a diagram illustrating a method of implementing a guardrail;

Figure 11 is a diagram illustrating how to balance the weight of a guardrail;

Figure 12 is a diagram illustrating a method of changing the orientation of a barrier / trailer;

Figure 13 is a diagram illustrating a method of disassembling a protective barrier and loading the components for transportation;

Figures 14A-C are illustrations of a fixed wall guardrail in accordance with alternative embodiments of the present invention;

Figures 15A-C are illustrations of a fixed wall guardrail in accordance with another alternative embodiment of the present invention;

Figure 16 shows a cabin configuration according to one embodiment;

Figure 17 shows a cabin configuration according to another embodiment; Y

Figure 18 shows a cabin configuration according to another embodiment.

DETAILED DESCRIPTION

Modalities of the present invention are

<img file="MX350140B_D0009.tif" />

mobile traffic. In one embodiment, the mobile traffic barrier includes a number of intercontectable wall sections that can be loaded onto a truck bed. The same truck bed includes two platforms (first and second). Each deck includes a kingpin (not shown); the kingpin providing a connection between the selected platform and a cab or tractor. By activating the tractor to couple to either end, the trailer can incorporate a fixed rigid wall that is open to the right or left side of the road, depending on which end the tractor is attached to. The side wall and ends of the trailer define a protected work area for road maintenance and other operations. The tractor and cab will be able to interchange trailer ends to change which side the wall faces. Fixed-wall, double-connection design can facilitate and incorporate compartments (on platforms) for equipment and storage, power sources for lighting, ventilation, heating and / or cooling devices, and power tools, and built-in hydraulics for hydraulic tools . The design can also provide relatively effective shielding from the sight of motorists and, in general, a wider and better working environment day or night.

Referring initially to Figure 1A, a trailer in accordance with one embodiment is generally identified by reference numeral 100. Trailer 100 includes two platforms (first and second) 104a, b, and a number of wall sections 108a-c. As described in greater detail below, wall sections 108a-c are adapted to interconnect with each other and platforms 104 a, b to form a protective wall. In Figure 1A, the

IMPIAS sections 108a, b are disconnected from each other and ^: storage on top of interconnected platforms 104 a, b.

In this position, trailer 100 is configured to be transportable to a job site. In the transportation configuration shown in Figure 1A, the platforms 104 are bolted to each other to form a truck bed that serves to transport the wall sections 108 and other components.

In addition to the wall sections 108a-c, the platforms 104 a, b carry two rectangular shaped ballast members 112 a, b, which are shown as sandboxes. As can be appreciated, the ballast members can be of any other heavy material. The weight of the ballast boxes 112a, b serve as a counterweight to the weight of the wall sections 108a-c, when the wall sections 108a-c are unfolded to form a protective barrier and when being transported on top of the platforms. Ballast boxes 112a, b hold between 5,000 and 8,000 pounds (2,272.72 kilograms and 3636.36 kilograms), particularly sand. Weighing 3636.36 kilograms (8,000 pounds), ballast boxes 112a, b serve to counterbalance three wall sections 108a-c when they are deployed or transported. In one configuration, wall sections 108a-c weigh approximately 2272.72 kilograms (5,000 pounds) each.

The truck bed formed by the interconnected platforms 108a, b is connected at one end to a standard semi-trailer tractor 116 and at the other end to a shock absorbing cab 120. Both platforms 108a, b include a standard kingpin type connection. with tractor 116 or cab 120, as the case may be. Cab 120 may include a Truck Mounted Shock Absorber (TMA) 136, such as the SCORPION ™ manufactured by

INSTITUTO MEXICANO Y &lt;. ~ i'-, f

TrafFix Devices, Inc. According to alternative modalities ^ J ^ g¡Ona '^Í^^ tractor 116 may include a rigid connection to rear deck 104. _____________

Figure 1B shows a reverse side of trailer 100 shown in Figure 1A. Each platform 104a, b includes at least one storage compartment 124. The doors 128 for storage compartment 124 are shown in FIG. 1A. The reverse perspective of Figure 1B shows a rigid wall 132 forming the rear of the storage compartment 124.

Fig. 1C shows a rear view of trailer 100. In Fig. 1C, TMA 136 is shown in its retracted position. FIG. 1D shows a rear view of trailer 100 with TMA 136 in a deployed position.

Figure 1E shows a top plan view of trailer 100.

As can also be seen in Figs. 1D and 1E, trailer 100 includes three wall sections 108 stored on top of platforms 104a, b. Two of the wall sections 108a, b closest to the right side of the trailer are positioned end-to-end, with one being placed on top of each deck. The third wall section 108c is located between the wall sections 108a, b and the ballast box 112 and is roughly divided by the longitudinal axis A of the trailer (or the first and second platforms). Indeed, by substantially aligning the longitudinal axis of the third wall section 108c with the longitudinal axis A of the trailer, the weight of the third wall section 108c is effectively counterbalanced. Therefore, the weight of the ballast box 112a effectively counterbalances the first wall section 104a and the ballast box 112b effectively counterbalances the second wall section 104b. The platforms 104 a, b are asymmetrical with respect to the longitudinal axis A. Consequently, the

<img file="MX350140B_D0010.tif" />

MEXICAN INSTITUTE

FROM THE WOFUvAU frieurnuAL ballast box weights can be greater than the weight of the wall sections to counterbalance the asymmetric portion of the platforms. The action of loading the trailer shown in Figure 1E therefore serves to balance the weight of the various trailer components with respect to the longitudinal axis A.

Referring now to FIG. 2A, trailer 100 is shown in its unloaded or deployed configuration. As can be seen in Figure 2A, the wall sections 108 ac have been removed from their loaded positions on top of the platforms 104a, b and connected between the platforms 104a, b to form a protective barrier 200. This is accomplished by removing wall sections 108a-c, as for example, by using cranes or a forklift, and then disconnecting the two platforms 104a, b from each other. After the platforms 104a, b are disconnected, the platforms 104a, b are spatially separated and the wall sections 108a-c are then inserted between them. As can be seen in Figure 2A, the two ballast boxes 112a, b remain in place at the top of the platforms 104a, b. The ballast drawers provide a counterweight to the weight of the wall sections 108ac, which are located on the opposite side of the platforms 104a, b.

Figure 2A shows a view of the protective barrier 200 from the perspective of the protected work area. From the protected work area, doors to storage compartment 128 and other equipment are accessible. The area of ​​the protected work zone 204 can be seen in FIG. 2B, which shows a top plan view of the protective barrier 200 shown in FIG. 2A. As can be seen, the protective barrier creates a protected work area 204, which includes a space adjacent to wall sections 108a-c and between platforms 104a, b. The road or other work surface is exposed in the work zone area 204. The zone area

<img file="MX350140B_D0011.tif" />

Large enough for heavy equipment to access the work surface.

Fig. 2C shows the side of the protective barrier 200 facing traffic. As can be seen in Figure 2C, the protective barrier 200 has a protective wall 208 close to the traffic zone. The protection wall 208 includes the rigid wall 132 and a number of wall sections 108 ac, which are interconnected to the two platforms 104a, b. The bottoms of the wall sections 108a-c are elevated at a distance 280 above highway 284. Figures 5A-B further show a portion of the cabin 120, which interconnects to and is located below a selected platform of platforms 104 a, b. The wheels of the cab 120, in the implemented position of the trailer 100 shown in Figure 2C, are covered with a sheet metal piece 212. During transportation, this sheet metal piece 212 can be disconnected from the platform 104 and stored on top. of one of the platforms 104.

Although brackets 290 are shown mounted in place at the ends of protective barrier 200 and can be used for individual wall sections 108 of barrier 200, it is to be understood that brackets are not necessary to support barrier 200. Barrier 200 has sufficient structural rigidity to act as a self-supporting elongated beam when supported at the ends by tractor 116 and cab 120. This capability allows the barrier 200 to be positioned by simply locking the tractor and cab brakes, and repositioned simply by unlocking the brakes, moving the barrier 200 to the desired location, and re-locking the tractor and cab brakes. Require the deployment of additional brackets or mounts as part

IMPW ^ INSTITUTO MEXICANO V ςde the Implementation of barrier 200 can not only increase the stiffness of the barrier to the point where it can cause ... _ excessive damage and deflection to a collision vehicle and excessive lateral G-forces and slip for the vehicle occupant.

The height of the wall section is preferably sufficient to prevent a vehicle colliding with the barrier 200 from jumping the wall section into the work area and / or the barrier 200 from cutting the collision vehicle, thus increasing damage to the vehicle. and lateral and sliding G-forces to vehicle occupants. Preferably, the height of each of the wall sections is at least about 2.5 feet (76.2 cm), more preferably at least about 3.0 feet (91.44 cm), even more preferably at least about 3.0 feet. 106.68 cm (3.5 ft) and even more preferably at least about 121.92 cm (4.0 ft). Preferably, the height of the top of each wall section above the floor or pavement surface 284 is at least about 106.68 cm (3.5 feet), more preferably at least about 121.92 cm ( 4 feet), even more preferably at least about 137.16 cm (4.5 feet), and even more preferably at least about 152.4 cm (5 feet).

Guard wall or barrier 200 may further include latching members 216 operable to interconnect a visual barrier 220 to guard wall 200. A modal conforming visual barrier 220 is mounted on guard wall 200 and extends from the top. from the guard wall 200 to approximately four feet above the wall 200. Visual barrier 220 is interconnected to latch members 216, such as posts, that are interconnected to wall 200. In accordance with one embodiment, latch members 216 comprise. ... . _. - ..IMpife!

poles extending 10 feet (304.8 cm) into

200. Each pole can hold a 6 pound light head on top that generates more than 3,000 light alums. The posts may further provide attachment means for the visual barrier 220. While attached to the posts, the visual barrier 220 extends approximately 4 feet (121.92 cm) above the protective wall 200.

The visual barrier 220 provides an additional factor of safety for the work zone 204. Studies have shown that one of the main causes of road traffic accidents in and around work zone areas is the tendency of drivers to pry or browse. Observe the work area from a moving vehicle. In this sense, it has been found that such behavior can lead to traffic accidents. In particular, the curious driver may drift out of his lane of traffic into the work zone, resulting in a foray into the work zone. The present invention can provide a structurally rigid wall 200 that prevents entry into the work zone 204, as well as a visual barrier 220 that hinders this prying behavior.

Studies have indicated that people are drawn to lights and distractions, and that they tend to steer and steer toward what they are looking at. This is particularly dangerous for construction workers, especially where cones and other temporary barriers have been implemented in maintenance projects. Studies also indicate that lighting and movement of equipment within a work zone are important factors for job site safety. A significant number of people are injured not only by errant vehicles entering the work zone, but

ΙΜΡΪ ^^ simply by the movement of equipment within the area ^ fi ^^^^ ⁴ It can be designed not only to keep passing traffic out of the work area, but also to reduce the amount of vehicles and equipment moving within the work area.

In terms of lighting, research indicates that more is better. Today, lighting is often located far from the location where the work is actually taking place. Lighting benches are often found in separate carts which in turn increases equipment traffic, congestion, and accidents within the job site.

These conflicting considerations of motorists driving toward the lights at night and road workers being safer at night with better lighting can be resolved by towing. The trailer can use the 270 light heads to provide substantial illumination where it is needed. If the job is moved, the lighting moves along with the work area, rather than moving the work area away from the lighting. Most importantly, the safety barrier - face, back and side - can also accompany movement, providing simple but effective physical and visual barriers to passing traffic. Referring to Figs 2B and 2C, the light heads 270 positioned along the barrier 200 have a direction of illumination that is approximately perpendicular or perpendicular to the direction of oncoming traffic. This configuration provides not only less glare for oncoming motorists but also less temptation for motorists to head towards and against barrier 200.

Figures 2A-2C show protective barrier 200 deployed for use in relation to an area of ​​the work zone. The design of the

... ..... . .

support members and the part of the protective barrier 200 that dáFftSfftéral trafficked?

It serves to provide a safe means of mitigating the jaffection of this shock. In particular, the barrier 200 can redirect the affected and moving car along the protective wall 208. Here, the moving car does not bounce into traffic. More incidents are avoided by not bouncing the moving car from the mobile barrier towards other cars, improving safety not only for the driver of the vehicle hitting the barrier, but also for other drivers in the vicinity of the incident. The oscillating motion inherent in the tractor 116 and in the trailer (cab) springs and shock absorbers helps dissipate the impact of the vehicular crash. Furthermore, by deflecting the moving vehicle along the protective wall 208, incursion into the working zone 200 of the moving vehicle is prevented, improving worker safety.

A number of factors are potentially important in maintaining this desirable effect. First, the protective barrier 204 is held substantially upright. This is achieved through a ballasting system and method in accordance with a modality. In particular, the wall sections 108 are balanced in a first step with the ballast boxes 112. In a next step, a more precise balance in the position of the protective barrier 200 is achieved through a system of movable pistons associated with the cabin 120. This aspect of the invention is described in greater detail below. Second, the structural design of the wall sections 108 serves to provide optimal deflection for an incoming car. Finally, as shown in Figure 2B, the protective wall or barrier 200 is substantially flat and smooth (and substantially free of projections) along its length to provide a relatively low coefficient of friction for an oncoming vehicle. . As can be seen, projections can^D INDVSTK1AL ** the wall and interfere with the ability of the wall to steer the vehicle in a - ·· '* · * direction practically parallel to the wall.

Turning now to FIG. 3A, a single wall section 108 is shown in perspective view from the traffic side of wall section 108. As can be seen in FIG. 3A, wall section 108 includes an outer surface of wall 300, which faces traffic at protective barrier 200 and which is smooth to provide a relatively low coefficient of friction for a vehicle during a crash. The outer surface of the wall 300 is adapted to distribute the force of the impact over a wide surface area, thereby substantially absorbing the impact. As can further be seen in Fig. 3A, wall section 108 includes a first end portion or end wall member 304a. The first terminal portion 304a includes a branch box 308, a number of screw holes 312, an alignment boss member, shown as a large pin 316a, and an alignment receiver member, shown as a receiver hole. small pin 320a. As can be appreciated, the alignment member can be of any shape or length, depending on the application. The first end portion of the wall section 108 is adapted to be interconnected to a second end portion 304b of the adjacent wall section 108 or platform 104. A second end portion 304b can be seen in Figure 3B, showing the opposite end 304b of wall section 108 shown in FIG. 3A, including a small protruding pin 316b and a large pin receiving hole 320b. For each wall section 108, the large pin 316a disposed on top of the first end portion 304a is operatively associated with a receiving hole for

IMPIOS large pin 320b in second end portion 304b

108 adjacent wall section or platform 104. Also, the small pin 316b in the second end portion 304b is operatively associated with the small pin receiving hole 320a in the first end portion 304a of the adjacent wall section 108 or platform 104. In addition, the Wall 108 are interconnected via a screw and bolt connection using the screw holes 312 associated with end wall 304. Furthermore, the branch box 308 is aligned with an adjacent branch box 308, providing a means to allow entry and passage of components such as power lines, air tubes, hydraulic lines etc.

In Figure 3B, a portion of the outer surface of wall 300 is not shown to reveal the interior of section of wall 108. As can be appreciated, said partial wall surface 300 is shown here for illustrative purposes. As can be seen in Figs 3B and 3C, wall section 108 includes three reinforcing sections 324a-c vertically spaced equidistant from each other. Each of the reinforcing sections 324 includes two opposite horizontal axes 328a-b, the free ends being connected to the end members 304a, b of the adjacent wall. The two horizontal beams 328a-b are interconnected with steel angled members 332 to form a frame structure. The wall section 108 includes three reinforcing sections: the first reinforcing section 324a being at the top, the second reinforcing section 324b in the center, and the third reinforcing section 324c at the bottom. In addition, wall section 108 includes a series of full height vertical wall sections 336a, b, end wall members 304a, b, and a number of partial height vertical wall sections 340a-c. As shown in Figure 3A, the sections of

IMPIOS full height wall 336a, b and alternate height wall sections. Furthermore, it can be seen that the members ^ⁿg.ijJado? .....— they cross at points where the partial-height wall section 340 or full-height wall section 336, as the case may be, meets the horizontal beam 328a, b, which, on the one hand, faces the side wall section 108. In addition, the wall section includes a fourth horizontal member 344. Unlike structural members 328 and 336 which are preferably configured as rectangular steel beams, this fourth horizontal member 344 is configured as a C-steel beam. Preferably, the C-beam is positioned substantially at the height of the bumper of a car or SUV. In use, the bottom of wall section 108 is located approximately 11 inches (27.94 cm) from the ground, and the fourth horizontal member 344 is located approximately 20 inches (50 cm) from the ground.

The wall sections 108 constructed as described and shown herein are specifically adapted to avoid rubbing the wall as a result of an impact from a moving car. In particular, scuffing in this document refers to puncturing or scratching or other drastic deformation of the wall section, which results in the transfer of energy from a moving car to the moving barrier 200. As described in this document, when deflecting the car along the protective wall 200, a desirable amount of energy is absorbed by the wall and therefore not transferred to other parts of the protective wall 200. It should be noted in addition, the floating plate of the kingpin of the standard trailer 116 provides a cushioning effect of the impacts that are received by the protection wall 200. The damping effect of the floating plate of the center pivot 500 of trailer 116 is

IMPIDO tifmvro 'V supplemented by the fixed center pivot plate to associated cd ^^ Wana Iz ^ gUe ·' 'V described below).

According to one embodiment, the dimensions of the various components of the wall and trailer vary. By way of example, the length of each wall section 108 preferably ranges from 10 to 30 feet (304.8 to 914.4 cm) in length, more preferably from about 15 to 25 feet (457.2 to 762 cm) in length, and most preferably from about 548.64 to 670.56 cm (18 to 22 ft) in length. The width of each of the wall sections preferably ranges from about 18 to 30 inches (45.72 to 76.2 cm), more preferably about 22 to 28 inches (55.88 to 71.12 cm), and most preferably about 22 to 28 inches (58.42 to 63.5 cm). 23 to 25 inches). The height of each of the wall sections 108 preferably ranges from about 91.44 to 137.16 cm (3 to 4.5 feet), more preferably from about 114.3 to 129.54 cm (3.75 to 4.25 feet), and most preferably from about 118.87 to 124.97 cm ( 3.9 to 4.1 feet). It should be noted that these height ranges and distances measure from the base of a wall of section 108 to the top of wall section 108 and do not include the height of the wall section when offset from the ground. In use, wall section 108 is typically arranged at a predetermined distance from the ground. In particular, this distance preferably ranges from 10 to 14 inches (25.4 to 35.56 cm), more preferably from about 11 to 13 inches (27.94 to 33.02 cm), and most preferably from about 11.5 to 12 inches (29.21 to 31.75 cm). 5 inches). Under one embodiment, a wall section is approximately 20 feet (609.6 cm) long, 24 inches (60.96 cm) wide, and 4 feet (121.92 cm) high, measured from the base of the wall section. wall to the top of the section of the

IMPI wall and, when implemented, ready to distarfrci ^^ | ^ 8 $

<img file="MX350140B_D0012.tif" />

inches) from the ground.

Beams 328a and 328b span the length of the entire wall section. According to one embodiment, the horizontal beams 328a and 328b measure about 7.6-12.7 cm (3 to 5 inches) by about 12.7-17.8 cm (5-7 inches), more preferably about 8.89 cm (3.5 inches). to 11.43 cm (4.5 inches) by 13.97 cm (5.5 inches) to 16.51 cm (6.5 inches) and even more preferably about 10.16 by 15.24 cm (4 inches by 6 inches). According to one embodiment, the longest dimension of the beam is arranged in the horizontal direction. For example, with 10 x 15 (4 x 6) beams, the 10.16 cm (4 in) dimension is arranged in the vertical direction and the 15.24 cm (6 in) dimension is arranged in the horizontal direction. In this modality with three sets of horizontal beams, the bottom and middle beams are separated by about 18 inches (45.72 cm) and the top and middle beams also by about 18 inches (45.72 cm). In this configuration, the total height of the wall section is 121.92 cm (4 feet). In other parts of the movable barrier 200, the orientations of the horizontal beams may differ. In particular, the longest dimension of 15.24 cm (6 inches) can be arranged in the vertical direction, and the shortest dimension of 10-16 cm (4 inches) in the horizontal direction. In accordance with one embodiment, this orientation of the horizontal beams is implemented in relation to the platforms 104.

The outer surface of the wall 300 may be formed from a single homogeneous piece of steel that is welded to the wall section 108. The outer surface of the wall 300 is preferably between 0.254 and 1.27 cm (0.1 and 0, 5 inches) thick, more preferably between 0.508 and 1.016 cm (0.2 and

IMPI ^ (WtTTUTO MEXICANO

0.4 inches), and even more preferably about ^ S ^ fitr.ir ^ T ^ fe inches) thick. These dimensions are also applicable to the full and partial height wall members 340, 336. The end wall portions or plates 304b 304a are preferably between 0.635 and 3.175 cm (0.25 and 1.25 inches) thick, plus preferably between 1.27 and 2.54 cm (0.5 and 1 inch) thick and even more preferably 1.905 cm (0.75 inch) thick.

In accordance with a preferred embodiment where the wall sections 108 are approximately 609.6 cm (20 feet) in length, a workspace area 204 is defined when these wall sections are implemented, which is approximately 24,384 m (80 feet). ) of length. In particular, the three wall sections total 18,288 m (60 ft), plus 304.8 cm (10 ft) on each side of the additional space provided by the interior parts of the platforms 104.

Referring again to Figure 3C, a wall section 108 may include a number of connecting devices, which provide a means for interconnecting various ancillary components to the wall section 108. In particular, a wall section 108 may include to a latch member mount 348, operable to mount a latch member 216, such as a post. The latch member assembly shown in Figure 3C includes a lever that, by way of a fourth turn, operates to lock the light pole in place. A pole can be used to mount a light for use with the barrier during night hours. As can be seen in these conditions, the work area requires illumination. Such lighting can be achieved using lamp posts and corresponding lights that are mounted to the wall section. The posts

<img file="MX350140B_D0013.tif" />

IMPI

INJTTTVTO MÍXtCANO

I HEARD THE MtOTfítWO iNoienuAt.

Light fixtures, lights, and other ancillary components can be stored in storage compartments 124.

Wall section 108 may further include jack stand attachments 352. Jack stands 352 provide a means for supporting wall section 108 at the aforementioned height of approximately 11 inches from the ground.

Wall section 108 may further include what is called a handstand (not shown), which provides the means to access the 12, 110, 120, 220 and 240 volts of electricity. In accordance with the modalities, the protective barrier 200 includes an electric generator and / or one or more batteries (which can be recharged by solar panels on board) supplying electricity that is accessible through the hand-guard box and is also used in connection with other components of the protective barrier 200 already described. The generator and / or batteries can also be stored in storage compartments 124, and the batteries are used to start the generator and support electronics when the generator is disabled or not operating.

Wall section 108 may be composed of, or formed of any suitable material that provides strength and rigidity to wall section 108. According to embodiments, the beams of the wall section are made of steel and the outer surface of the wall section is made of steel sheets. According to alternative embodiments, wall section 108 is made of carbon fiber composite material.

Referring now to Figure 4A, a side perspective view of a platform 104 is shown. In Figure 4A the platform is resting on a jack base 352. In addition, the outline of the car 120

IMPI ΙΚΓΠΤυΤΟ MEXICAN i DE LA FROHECAÍ '¿. tKPWSTWAL - is shown in Figure 4A. With the cab 120 attached, · the platform 104 shown in Figure 4A would correspond to the rear of the protective barrier '200 and / or the rear of the loaded trailer 100. As can be seen in Figure 4A, the platform includes the pivot center 400. Center pivot 400 provides an interface between platform 104 and car 120. Center pivot 400 is disposed at the bottom of platform 104 in a position that allows center pivot 400 to connect to a standard floating pivot plate associated with a semi-trailer tractor 16 or a fixed pivot plate associated with cab 120. In this manner, the cab 120 or semitrailer tractor 116 can be connected to the platform 104 using the kingpin 400. A tip receiving portion 404 of platform 104 provides a means for receiving the end, or tip of the cabinet 120. This aspect of the invention is described in greater detail below.

In Figures 4B and 4C, two opposing platforms 104 are shown, an outer central cover plate being removed from the central portions of the platforms to show the structural members while the outer ballast box support plates are in position, in Figure 4D, a platform is shown with all outer cover plates removed, and in Figure 4G a platform is shown with all outer cover plates in position. As can be seen, the first end 408 of the platform 104 is wider than the second end 412 of the platform 104. Here, the platform 104 includes support members 421 to support the kingpin (not shown), an inclined plate 428 for receive the tip portion of the cockpit, a flat plate assembly 422 positioned above and supporting the jack base 423 and an inclined or tapered section 416, tapering from a first

IMPIOS ntíTnvro MÍXICAHO

FROM THE MOHSDM »_ ', 2 ^ · end of greater width 408, to a second end of lesser andfiOTSSta pám ^ inclined 416 of platforms 104 includes oí-. eompa rttmíonto »storage 124. The two second ends 412 of platform 104 are adapted to be interconnected with each other. The first two ends 408 of platform 104 are adapted to interface with tractor 116 or cab 120, as described above. As can be seen in Figure 4D, platform 104 includes two side channels 420a-b. Normally, the channel 420a close to the work area is adapted to receive a ballast box 112, both in a mobile and deployed position.

Figures 4D, 4E and 4F also show the structural members of each of the platforms. The platforms are built identically, but in reverse mirroring with each other. The oriented, or elongated, traffic-facing side 460 of platform 104 includes upper, middle, and lower horizontal structural members 464, 468, and 472. The upper, middle, and lower horizontal structural members are at the same heights as and with similar dimensions as the upper, middle, and lower horizontal beams 328, respectively. Members 464, 468, and 472, unlike beams 328, are oriented with the long dimension vertically and the short dimension horizontally. By orienting the members differently from the beams, the need for a member similar to the fourth horizontal member 344 is eliminated. Upper structural member 464 is part of an interconnected framework of interconnected members 476, 480, 484, 488, 490, and 492 that define the upper level of the deck. Side structural members 494 provide structural support for the ballast boxes, depending on where they are located, and side members 496 provide more structural support for the upper tier and for the center pivot and

WICKED

INSTITUTO MEXICANO Y '^^'^r·^·³

FROM THE PkGWJAO 1 '..&gt;

other interconnection devices of the cabin to be mentionedir ^ S ^ inuáeféñ-. The first end of the lower structural member is coupled, even-. member.ue- ^ - ^ - »corner 497 and second ends of upper and lower structural members to a second end member 498. At the level of lower structural member 472, lower structural members 473, 474, 475, and 477 define the lower level of the platform. Additional vertical and corner members 478, 479 and 481 interconnect the upper and lower levels of the platform and the horizontal support member 483 interconnects corner members 497 and 481 and vertical members 478 and 479. The lower level also includes side members 475 and elongated member 477 to provide greater structural support for the lower tier and to support the bottom of the storage compartment.

In Figs 4G and 4H, parts of platform 104 are shown, including the bottom of a platform 104. As can be seen in Figure 4E, platform 104 includes a central pivot 400 located substantially in alignment with a longitudinal axis 405 dividing a space 407 defined by the tip receiving portion 404. The tip receiving portion 404 includes two angular components 424a, b as well as a downward facing deflection plate 428. Figure 4H shows, in plan view, the components 424a, b, each of which includes a straight portion 409a, b and an angled portion 411a, b. The space 407 between the angled portions is in substantial alignment with the center pivot 400.

By guiding car 120, in reverse, toward the space under platform 104, kingpin 400 is received in pivot receiving channel 524 (FIG. 5) on a fixed center pivot plate on car 120, and the The tip of the cabin is received in the tip receiving portion 404 of the platform 104. The

INSTITUTO MEXICANO □ I LA FROmOAD INCUSTIMl · tip receptor portion 404, namely, the angled portions of components 424a, b, and the inclined deflection plate guide a portion3e ^ the front and angled tip 520 (fig. 5) of the cabin while the cabin is positioned below platform 104 to align the center pivot with the pivot receiving channel 524 (FIG. 5). In particular, the two angled components 424 operate to provide lateral orientation for the position of the car 120. Here, the two angled components 424 ensure that the center pivot 400 is received in the pivot receiving channel 524 associated with the car 120. Downward facing deflection plate 428 exerts a downward force on cab tip 520 that results in raising the rear of cab 120 to engage the rear of platform 104. Interconnection between cab 120 and the rear of platform 104 is described in greater detail below.

In FIG. 5A, a side perspective view of cabin 120 is shown. As shown in FIG. 5A, cabin 120 includes fixed pivot plate 500. Pivot plate 500 includes pivot receiving channel 524 at the end. of plate 500. This pivot receiving channel 524 is adapted to receive center pivot 400 and provide a coupling mechanism for coupling car 120 to the end of platform 104. In addition, the cab 104 includes a vertical adjustment member, shown as a movable pneumatic or hydraulic piston 508 (as can be seen in Figure 4A), disposed on each side between the two wheels of the cab 120. Although they are shows a piston, it is to be understood that any suitable adjusting member may be used, such as a mechanical lifting device (eg, a jack or crank). The movable piston 508 is associated with a piston cylinder and is connected to an upper portion 512 and

<img file="MX350140B_D0014.tif" />

a lower portion 516 of the cab 120. The lower portion 516 provides a mounting for the wheel axles, as well as the movable 'wheel' suspension 508, as described in greater detail below, is operable upon inflation, thereby adjusting the height of the selected adjacent side of the movable barrier 200. More specifically, the movable piston 508 raises the cab 120 above its suspension or springs.

In FIG. 5A, a side perspective view of the cabin 120 is shown. As can be seen in FIG. 5B, the fixed center pivot plate 500 includes the center pivot receiving channel 524. The pivot receiving channel 524 includes a wide front portion 528, leading to a narrow rear portion 532, because this center pivot receiving channel 524 allows the cab 120 to be correctly positioned, while the cab is reversed and under platform 104. In this sense, the tip 520 of the cabinet 120 is also received in the tip receiving portion 404, arranged at the bottom of the platform 104. This aspect of the present invention is described in greater detail below.

Referring now to Figure 5B, a further side perspective view of cabinet 120 is shown. In Figure 5B, pivot plate 500 is removed from cabinet 120. As can be seen in Figure 5B, below the pivot plate 500, the cabin 120 includes a number of air cylinders 536. These air cylinders 536 are associated with a standard ABS anti-lock braking system and operate independently of the braking device of the towing vehicle 116. As described in greater detail below, the air cylinders 536 can be locked by an auxiliary mechanism associated with the car 120 to hold the car 120 in place. The auxiliary mechanism can be adjusted to allow the brakes to be activated and keep the cab 120 on its roof, even if the cab

120 it is disconnected from the platform 104. Furthermore, this TTTOiSTTITgTnüTfl ^^ a means for inflating and deflating the movable piston 508 arranged on both sides of the cabin 120.

Figures 5A and 5B and 8 represent the removable coupling mechanism between the cab and the platform. The cabinet includes first and second pairs 580a, b of opposing permanent engagement members 584a, b. Each coupling member 584a, b in pair 580a, b has mating and aligned holes, extending through each coupling member. In Figure 8, first and second pairs 804a b of coupling members 808a, b are permanently connected to the platform. Each coupling member 808a, b in the pair includes mating and aligned holes, extending through the coupling members 808. When the cab is in the proper position relative to the platform, the holes in the coupling members 584a, b and 808a, b align and removably receive a key 802 having a pin or key 810 to hold the pin 802 in position at the aligned holes of each set of interconnected pairs of coupling members 580 and 804.

One embodiment includes a truck mounted shock absorber, or its equivalent, a Truck Mounted Attenuator (TMA). Referring again to FIG. 1A, a truck mounted dimmer 136 is shown coupled to trailer 100 in cab 120. In FIG 1A, truck mounted dimmer 136 is shown in a retracted position. The truck mounted attenuator 136 includes a first part 140 and a second part 144. In the retracted position, the first portion 140 is positioned substantially vertically and supports the

ΜΡ weight of the second part 144, which is kept substantially horizontal on the booth 120. An electric billboard. mobile 1 ^ Syberra-¹ · Light 150 (which can provide a selected message to oncoming traffic) is located below the second portion 144 of the truck-mounted dimmer 136.

The implementation of the truck mounted dimmer 136 and the electronic fence and light bar 148 is illustrated in Figs 6A-6G. As shown in Figures 6A through 6F, the truck mounted dimmer 136 is extended and lowered to a position. wherein the first portion 140 and the second portion 144 are substantially horizontal and close to the ground. As shown in Figure 6G, electronic fence 148 and light bar 150 are then raised. Referring to Figure 7, the TMA 136 is typically bolted via a bracket 700 to the cabinet 120. The TMA, therefore, is easily removable by simply unscrewing the TMA from the vertical plate of the bracket 700. Furthermore, Bracket 700 and associated components provide a means for attaching electronic fence 148 and light bar 150 to booth 120. Bracket 700 is mounted to provide a convenient height for the truck mounted dimmer in its deployed position, more specifically, approximately ten to eleven inches above the ground. In addition, bracket 700 is mounted to provide visibility of the cab brake lights and other warning lights associated with trailer 100. In Fig 1C, a rear view of loaded trailer 100 is shown. As shown herein, truck-mounted attenuator 136 is raised to its tracking position. As can be seen, the brake lights 152 from the cab 120 are visible under the truck-mounted dimmer 136. A headlight 156 is also visible, despite the

<img file="MX350140B_D0015.tif" />

<img file="MX350140B_D0016.tif" />

Mexican INSTITUTE presence of the truck-mounted dimmer 136. The beacon 156 visual indication of a terminal portion of the trailer 100. As mn the .....—- 120, the truck-mounted dimmer 136 can be associated with either of the two platforms 104 and later with either end of the trailer.

Turning now to FIG. 8, a forced air system 800 is shown in accordance with one embodiment. The forced air system 800 includes two toggle dampers 804 operable to lock the cab brakes 120, independent of the towing vehicle brakes 116. As used herein, locking the brakes includes disengaging or deactivating the brake. automatic brake system, normally associated with cabin 120. Here, the brakes are forced into a locked position, thereby blocking or preventing movement of the cabin 120. Also shown in FIG. 8 is a knob 808 operable to control inflation and deflation of the movable pistons 508. . As described above, the pistons 508 are used to provide a finer degree vertical adjustment for the balance of the protective barrier 200 by vertically raising or lowering a selected side of the cab and interconnected platform. In other words, inflating the piston in a first part of the cabin lifts the first part of the platform relative to the second part of the platform and vice versa. According to embodiments, the air provided to pistons 508 is delivered from an air supply associated with trailer 116 and not from an air compressor.

The interconnection between the platform 104 and the center pivot plate 500 is shown in FIG. 8. A removable pin interfaces the platform with the cab. The plug is removable and may be locked in place by coupling member 802.

IMPI

MEXICAN INSTnVTO oe LA FROPIÍDao INCUSrüAL.

Turning now to figure 9, a loaded trailer 100 is shown 'from the side of the trailer 100's work area. As' I know ^ mL'Sssffcr fefl¹ In this document, the wall sections 108 are loaded on top of the platforms 104 and the platforms 104 are interconnected. As described above, this loaded position corresponds to an arrangement of the various components, which can be used to transport the entire system. As shown in Figure 9, the platform includes a storage compartment. Various auxiliary components described herein are stored in this storage compartment 124. As can be seen in figure 9, such components, such as the light poles 900, the corresponding lights 904 themselves, the visual barrier 220, as well as various electrical components, are shown inside the compartment. For example, FIG. 9 includes built-in computer equipment 908 and generator 912. In this configuration, or in the implemented configuration, various lines 916, such as power lines or overhead lines, may extend along the length of a wall section 108 through the various adjacent branch boxes 308.

Referring now to Fig. 10, there is shown a flow chart illustrating the steps of a method of implementing a movable barrier in accordance with one embodiment. Initially in step 1004, the trailer arrives at a job site. In step 1008, the wall sections 108 are unloaded from the trailer bed. This can be done with the use of cranes, a forklift, or other heavy operable equipment to remove and manipulate the weight associated with the wall sections 108. In step 1012, the platforms 104 are disconnected from each other. More specifically, the screw connections that interconnect the platforms 104 are eliminated. In step 1016, the platforms are separated.

IMPIOS institutommicaho

104. Here, the cab brakes 120 can be locked and. The portion wieYes ^ ec ^^ of the trailer deck 116 that is coupled to the trartnr 11R will be removed from the location of the cab 120 and its associated deck. A wheel or caster may be connected to the end of the platform 104 to provide mobility for the portion of the platform 104 coupled to the tractor 116, allowing the platform to be moved to the position of engagement with the end wall section. Alternatively, a first platform connected to tractor 116 is positioned at the desired location prior to disconnection of the platforms. Cats connected to the first platform are lowered to the level of the road. The platforms, then, are disconnected, the second platform being supported by the cabin. A forklift or other vehicle is used to position the second platform for connection to the wall sections. In any event at step 1020, platforms 104 and wall sections 108 are interconnected to form a protective barrier 200. At this point a continuous protective barrier 200 is formed by the various components of the trailer. Then a number of steps or operations can be employed. At step 1024, it can be determined that the protective barrier 200 should be balanced. More specifically, the weight of the protective barrier 200 must be adjusted such that the protective wall barrier 200 enters a substantially vertical alignment. If the balancing of the protective barrier 200 is not necessary, work can be started within the protected area 204 of the protective wall 200. In step 1028, it may be determined that the direction or orientation of the protective barrier 200 should be changed. . This can be done by jacking up the second deck, disconnecting the cab, and reversing the positions of tractor 116 and cab 120. Alternatively, the jack stands can be retracted.

IMPIgg ΐΝΓΠτντν Mexican

0 &lt;IA FRC'VDAD and the truck, while the wall sections are being implemented, can '^ é ^ Cbhduífcl ^ to a new location while still connected to the busbar. In ol poo &amp; 'W32, * the work can be finished and the protective barrier 200 can then be disassembled for transportation.

Turning now to FIG. 11, a method of balancing a protective barrier 200 is shown (step 1024). This method assumes that the ballast boxes are not adequate to fully balance the deployed barrier. At step 1104, the protective barrier 200 or wall is inspected to determine whether the wall is arranged in a substantially vertical orientation or not. This can be done by a manual or automatic level detection device. If in decision 1108 the wall is substantially vertical, go to step 1112. In step 1112 you can finish the process. If at decision 1108, it is determined that the wall is not substantially vertical, go to step 1116. At step 1116, one or more of the piston cylinders 508 are inflated or deflated to provide a counterweight to the weight of the protective barrier. 200 and the desired orientation of the protective barrier 200.

Figure 12 shows a method of changing directions for the protective barrier 200. Initially, in step 1204, the platform that is attached to the car is placed on the jack stands and then the car is disconnected from the platform it is on. connected. At step 1208, the cab is towed from under platform 104. Here, cab 120 may be attached to, or otherwise attached to, a tractor, forklift, or pickup truck, which is operable to tow cab 120. In step 1220, the platform coupled to the tractor is placed on the jack stands. and the tractor 116 is disconnected from the platform 104 to which it is connected. At step 1216, tractor 116 is pulled from r "" n · "tNCTTTUTO MEXICANO its position below platform 104. At step 1220, the positions of cab 120 and tractor 116 are sebfan. At 1224, the rape 19D is mined under and connected to platform 104 to which it was previously connected to tractor 104. As described above, this includes a tip receiving portion 404, providing a guide for the car 120 in order to orient the kingpin 400 in the pivot receiving channel 532 associated with the kingpin plate. In step 1228, tractor 116 is positioned relative to and connected to platform 104 to which cab 120 was previously connected.

Referring now to Figure 13, a method of loading a trailer with its modalities is shown. Initially in step 1304, the platforms 104 and wall sections 108 are placed on the jack stands and disconnected from each other. This includes elimination of the screw connections that interconnect the opposing faces of the platforms 104 or wall sections 108. In step 1308, the platforms 104 are brought together. As described above, this includes connecting a caster or wheel to the end of at least one platform and driving the platform 104 in the direction of the opposite platform. Alternatively, the platform coupled to the cab is removed from its jack stands and reoriented by means of a vehicle to mate with the other stationary platform. In step 1312, platforms 104 are interconnected by means such as screws. In step 1316, the wall sections 108 are loaded onto the truck bed. Because ballast boxes normally do not precisely counterbalance loaded wall sections and vice versa, piston cylinders 508 are inflated or deflated, as desired, to provide a level trailer pitch. Finally, at step 1320, trailer 100 leaves the job site. In one configuration, wheels or casters

I jMl PI tMsnrvro Mexican Ví * ^ · ^ **,.; ·. They can be placed on each of the two paraníqi ^ A ^ il platforms disconnected from the terminal wall sections of the bar, the first and second platforms can be moved together and connected to each other. The wall sections can then be disconnected and loaded onto the connected platforms.

The foregoing discussion refers to a movable barrier according to an embodiment that includes a series of interconnected wall sections, positioned, in one configuration, on the surface of a truck bed. In a second configuration, these wall sections are removed from the truck bed and interconnected with portions of the trailer to form a protective barrier. In this way, a fixed wall is formed that provides protection for a work area. The present invention can provide a non-rotating wall that is implemented to form the protective barrier. Alternative embodiments of a fixed wall movable barrier are illustrated in Figs 14A-C and Figs 15A-C.

Figures 14A-C show a "sandwich" type extensible protection wall. As shown in FIG. 14A, mobile barrier 1400 includes two platforms 104 and three interconnected wall sections 1404a, 1404b, and 1404c. Figure 14A shows a retracted or contracted position where wall sections 1404a-c are positioned adjacent to each other in a sandwich position. Figure 14B shows an intermediate step in the deployment of the mobile barrier 1400. Here, the platforms 104 are remote from each other and the sandwich wall sections are extended. From that intermediate position, sections 1404a and 1404c advance to a position adjacent to the forward position of wall section 1404a. In accordance with the modalities,

WSTnvroMtjtícaxo c oe t »nrentzut» “T / 4 wall sections 1404a-c are arranged on qi / § rails^ov^ fñiiteb ^ P ^ displacement shown in Fig. 14B-C. Also between lat ”Leboioñue do - wall.

1404a and 1404a (likewise 1404b and 1404c) a hinge mechanism is provided, which allows movement between adjacent wall sections. Fig. 14C shows the final position of the movable barrier 1400. Here, the various wall sections 1404a-c and platforms 104 provide a continuous movable barrier that includes a protected workspace.

Fig. 15A-15C show a telescopic type protection wall system 1500. Figure 15 shows a retracted, or closed, position of the protective barrier 1500. The protection barrier includes opposing platforms 104. The protection barrier in this embodiment includes two wall sections, the first wall section 1504 encloses the second wall section 1508 in the contracted position shown in Figure 15. In the intermediate position shown in FIG. 15b, second wall section 1508 extends outward from first wall section 1504 telescopically. In the final position shown in Figure 15C, second wall section 1508 moves forward to a position adjacent to first wall section 1504. In the final position shown in FIG. 15C, the first wall section 1504, second wall section 1508, and portions of the two platforms 104 form a continuous protective barrier, including interior space protection.

Now a number of alternative modalities will be released.

Referring to Figure 16, cabin 1600 has one or more steerable or articulated axles 1604a, b or wheels 1608a-d to avoid a selected area 1612, such as a work area containing fresh concrete. 1608a-d wheels are oriented as desired, out of alignment with the tires

ΜΕ ι Μ I ** 7g''Y¿ ¥ rt · ι · Τι¹* of tractor 116, so that, when the trailer is pulled forward '¹] ^ the

116, the trailer moves, both forward and as 'lateral', · out of * - alignment with the path of motion of the tractor 116. This can be done in many ways. In one configuration, control arms (not shown) are connected to shafts 1604 and the arms are controlled by electrically operated hydraulic cylinders, incorporated into the cab chassis assembly. Cab axles are pivoted outward when driving forward to more quickly move the rear of the trailer out and away from area 1612. Once the tractor and trailer are out of alignment with area 1612, the axles they are returned, such as by the hydraulic system, to their original positions in alignment with the tractor wheels. The electronics for directing the hydraulic system are controlled from the tractor cab or by a special set of switches located in the cab or on the trailer near the cab. Alternatively, the axles or wheels can be controlled manually, such as by a platform or cab mounted steering wheel. The tip portion of the cab remains stationary on members 404a, b or the cab does not rotate about the center pivot, but remains aligned with the longitudinal axis of the trailer throughout the sequence above.

Referring to Figure 17, cab 1700 is hinged or rotated about center pivot 400. One or more electrically driven hydraulic cylinders at the front of the cab move tip 1704 in a desired orientation relative to the longitudinal axis of the trailer. When the cab is rotated to position the wheels 1708a-d in a desired orientation, which is out of alignment with the tractor tires 116, the tractor pulls the trailer forward. The trailer moves forward and laterally out of alignment with the

IMPIOS tNHWWJ MMICWO c lAPsonsoan tractor motion 116. The hydraulic system, then, pushesS ^ fcFfftint cMa ^ * cab toward the aligned, or normal, position in which the wheels are rolled.^roebino &lt;eat &amp; r&gt; ^ - ~ · »in alignment with the wheels of the towing vehicle. The hydraulic cylinder (s) may be directly connected to a front pivot (not shown) or incorporated into the tip portion or the actual V-wedge assembly, which includes members 404a, b. In the design of the latter, members 404a, b are mounted on a movable plate, and the hydraulic cylinder (s) move the plate to the desired position, while the tip portion 1704 is engaged by, or between, members 404a, b. Unlike the previous cab mode, the cab rotates around the kingpin and is not aligned with the longitudinal axis of the trailer throughout the sequence above.

Referring to Figure 18, cab 1800 has an elongated frame with articulated steering on one or more axes 1804a-c, with rear axle 1804a being preferred. When only the rear axle is steerable, axle 1804a is steered, as noted above, to position wheels 1808a, b in the desired orientation. After the cab is rotated to position the wheels 1808a, b in a desired orientation, which is out of alignment with the tractor 116 tires, the tractor pulls the trailer forward. The trailer rotates on the kingpin 400 and moves both forward and laterally out of alignment with the path of motion of the tractor 116. The wheels 1808 are then re-aligned with the wheels of the towing vehicle. Like the previous modality, the cabin rotates around the central pivot and is not aligned with the longitudinal axis of the trailer throughout the previous sequence. For this to be possible, the tip portion of the cabin might need to be released from the Mexican i IMPI '· ΕίπττίΓΓΟ Vv J., Pt LA PROVOCAD coupling with members 404a, b, such as by nefelio de á'féjá ^ na plate 'movable, to which the limbs are attached, from the pou ^ on of the¹ tip.

In another embodiment, the cab is motorized independently of the tractor. A motor is incorporated directly into the cab to provide power and autonomous movement. In a configuration made possible by this incorporation, the platforms could be simultaneously coupled to two cabs, with a TMA positioned in each car, to provide crash mitigation at both ends of the trailer. One or both of the cabs are motorized. This is particularly useful when the trailer can be on site for longer periods and needs only nominal movement from time to time, such as when attached to gates, for periodic inspection posts, or for security and / or military applications where desired. unmanned or more protected movement.

In other embodiments, the car is permanently connected to the platform. In this mode, different tractors and trailers, which are reverse reflections of each other, are used to control the road work areas on each side of a road.

The present invention, in various embodiments, includes components, methods, processes, systems, and apparatus substantially as depicted and described herein, including various modifications, sub-combinations, and subsets thereof. Those skilled in the art will understand how to make and use the present invention after understanding this disclosure. The present invention, in various embodiments, includes providing devices and processes in the absence of elements not represented and / or described herein or in various embodiments thereof, including in the absence of such elements, as could have been

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performance, facilitate achievement and / or reduce the cost of the application!

The above discussion of the invention has been presented for illustrative and descriptive purposes. The foregoing is not intended to limit the invention to the form or forms disclosed herein. In the preceding detailed description, for example, various features of the invention are grouped into one or more embodiments in order to make disclosure more efficient. This method of disclosure should not be construed as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Rather, as reflected in the following claims, inventive aspects are found in less than all the functions of a single embodiment previously disclosed. Therefore, the following claims are incorporated into this detailed description, each claim representing a separate preferred embodiment of the invention.

Furthermore, although the description of the invention has included the description of one or more embodiments and certain variations and modifications, other variations and modifications are within the scope of the invention, for example, as they may fall within the skill and knowledge of the persons skilled in the art, after understanding of the disclosure herein. Its objective is to obtain rights that include alternative modalities to the extent permitted, including alternative, interchangeable or equivalent structures, functions, ranges or steps to those claimed, whether or not such alternative, interchangeable or equivalent structures, functions, ranges or steps are disclosed here or not, without the intention of publicly dedicating any patentable matter.