NL2026837B1 - Traffic barrier, method for using a barrier, and barrier module - Google Patents

Abstract

Method for setting up a traffic barrier comprising a series of interconnected barrier modules, each barrier module provided With at least one drive for supporting and moving said barrier element, comprising the steps of: - placing a first barrier module With the at least one drive on a surface, in a first position; - moving said first barrier module along said surface to a second position, adjacent the first position; - placing a second barrier module on said surface at or near said first position and coupling said second barrier module to said first barrier module.

Description

P128567NL00 Title: Traffic barrier, method for using a barrier, and barrier module The invention relates to a method for setting up a traffic barrier comprising a series of interconnected barrier modules, each barrier module provided with at least one drive for supporting and moving said barrier element. The invention further relates to a method for removing a traffic barrier comprising a series of interconnected barrier modules, each barrier module provided with at least one drive for supporting and moving said barrier element. The invention further relates to a traffic barrier for protecting workers from errant vehicles and/or for rerouting traffic, in particular to a temporary traffic barrier, and to a barrier module for use in or as such barrier, for use in a method of the disclosure. The invention further relates to a use of a barrier or barrier module(s).

Traffic barriers are known and are often used on a temporary base, for instance during a period when construction work, such as road works, is to be carried out.

A known type of traffic barriers which is often used to protect workers from traffic passing by is the so-called Jersey barrier or Jersey wall or Jersey bump. This so-called Jersey barrier is a modular traffic barrier that is arranged to deflect vehicles from crossing to the other lateral side of the traffic barrier. In a transverse cross-section, the outer face of the Jersey barrier defines a lower section having a relatively shallow slope, while an upper section has a relatively steep slope. When a vehicle hits the barrier in a shallow-angle hit, when in top view the angle between the longitudinal direction of the barrier and the direction of travel of the vehicle is thus relatively small, this design can allow the vehicle tires to ride up on the lower shallow sloped face. As a result, the vehicle may be gradually Lifted and pivoted away from the area at the opposite lateral side of the barrier.

Variations of the Jersey barrier are also known and include for instance the so-called F-Shape barrier, wherein the distance from the ground to the slope break point between the shallow slope and the steep slope is smaller, for instance about 255 mm instead of the about 330 mm often found in a more traditional Jersey barrier.

Another variation is formed by the so-called Constant-slope barrier which does not have a shallow slope and a steep slope, but has a side face defining a constant slope of for instance about 10 degrees with respect to the vertical.

The known Jersey barrier and variations thereof are often made of reinforced concrete.

However, other materials are used as well.

For instance, traffic barriers of plastic barrier modules of the same general shape are also known, and are also called Jersey barriers.

Such plastic barrier modules are hollow, and as they are relatively light-weight compared to concrete barrier modules, they may facilitate transport, handling and placement, which may be especially beneficial for short-term applications, for instance in case of road works.

The hollow plastic barrier modules may be filled with water, in particular after placement on-site to improve the degree of protection.

Another alternative material used for barrier modules, such as Jersey type barriers, is metal, in particular steel.

Contrary to the plastic barrier modules, the metal barrier modules are not water-filled, but depend on their own weight.

Also other traffic barriers are known, which may be employed temporarily.

US2019/0301117A1 discloses a crash barrier comprising a series of crash barrier sections comprising a deflection body with at least one travelling gear that is movable between a standby position and a displacement position.

In the standby position the gear is retracted upward into a receptacle within the deflection body, and is moved out of said receptacle into the displacement position.

In the displacement position the crash barrier section can be moved over a road surface.

Furthermore the crash barrier section comprises a separate lifting device with which the crash barrier section has to be lifted and supported while the gear is moved from the standby position to the displacement position.

This makes this known crash barrier complicated in both design and construction and in use.

Moreover it limits the possible ways in how such crash barrier can be used.

As mentioned above, a temporary traffic barrier can be used to protect workers or equipment during construction work.

The traffic barrier, which for instance may extend over a length of for instance about 100 meters, about 150 meters or several hundreds of meters or more, has to be installed before it can serve its purpose.

Usually, the installed temporary traffic barrier will prevent that one or more lanes can be used by the traffic, and/or the traffic barrier may prevent that a shoulder of the road can be used as an emergency stopping lane.

This may hinder traffic considerably.

Therefore, it is usually desired to keep the length of the temporary traffic barrier relatively short.

However, when the construction work, such as for instance paving, shifts along the length of the road the workers will relatively swiftly approach the proximal end of the traffic barrier.

Then, additional barrier modules need to be installed to extend the proximal end of the traffic barrier and/or barrier modules near the distal end should be removed.

Or from the beginning longer lengths of barrier are installed,

which leads to the phenomena that road works are only carried out at a small part of the total demarcated area.

Resulting also in more and longer traffic nuisance.

Often, this will require that at least one additional lane of the road has to be temporarily closed off, for instance by traffic cones.

This will in particular be necessary in case the equipment can not be provided at the other lateral side of the barrier to be placed or to be removed.

For instance, in case the barrier is placed on or near an outer edge of a shoulder of the road or near a median of the road, the equipment, for instance including heavy trucks for supplying or removing barrier modules, can usually not use the verge or a median strip.

Such issues may be even problematic when it concerns a relatively busy road, when there are no suitable detour options, and/or when it concerns a relatively narrow road having relatively few lanes, which for instance may be the case in case of a causeway, for instance a road on top of a dyke. Also other factors may make it more difficult to replace the temporary traffic barrier, such as for instance ecological restrictions which may prohibit nighttime operations. It will be understood that such issues may heavily increase the costs of the barrier operations, for example as it may delay the road work.

For instance due to such or other issues, installing the temporary traffic barrier is sometimes omitted, which may lead to unsafe situations. Nevertheless sometimes it is prescribed by authorities to omit using temporary barriers at such works, for example when work is expected to take less than two weeks, because placement and removal of the temporary barrier is time consuming and costly.

It is an object of the invention to provide an alternative method for setting up a traffic barrier, especially a temporary traffic barrier comprising a series of barrier modules comprising at least one drive. Moreover it is an object of the invention to provide an alternative method for removing a traffic barrier, especially a temporary traffic barrier comprising a series of barrier modules comprising at least one drive. In particular, it can be an object of the invention to provide a method wherein at least one of the disadvantages of a prior art traffic barrier is counteracted. More in particular, the invention may aim to provide a method wherein at least one of the disadvantages mentioned above is counteracted.

In an aspect of the present disclosure a method comprises the steps of placing a first barrier module with the at least one drive on a surface, in a first position, moving said first barrier module along said surface to a second position, adjacent the first position and placing a second barrier module on said surface at or near said first position and coupling said second barrier module to said first barrier module.

It will be clear that these steps can be repeated such that each series of coupled barrier modules is moved such that the first position comes available for a further barrier module to be placed and coupled to the series of coupled barrier modules.

Thus a train of 5 coupled barrier modules can be formed, forming a movable barrier, whereas the truck can stay in position next to the first position.

Obviously when all relevant barrier modules are removed from the truck a next truck with barrier modules can be placed next to the first position, for adding further barrier modules to the series.

In an aspect of the present disclosure a method comprises the steps of decoupling a first barrier module from at least a second barrier module in a series of barrier modules with the first barrier module in a first position on a surface, removing the first barrier module from said first position and moving a remaining series of the coupled barrier modules along said surface, such that the second barrier module is moved at least substantially to said first position.

It will be clear that these steps can be repeated such that each series of coupled barrier modules is moved such that the first position becomes available for a further, leading barrier module to be removed from the remaining series of modules.

Such barrier module can then be removed from the first position, for example lifted onto a truck or driven away from the first position.

Thus a train of coupled barrier modules, forming a movable barrier, can be removed whereas the truck can stay in position next to the first position or the barrier modules can be driven away from the first position subsequently.

Obviously when a truck is loaded with ~~ amaximum or desired number of barrier modules a next truck for barrier modules can be placed next to the first position, for removing further barrier modules to the series.

Since placing and removing the barrier modules can be done with a stationary truck, this method can be safe and easy to perform at a safe location.

The methods can be performed without much or even any obstruction to passing traffic on the road surface.

In advantageous embodiments in a method according to the disclosure the barrier is set up at a first location connecting the series of barrier modules longitudinally, each barrier module provided with at least one drive supporting the module on a surface, where after the series of modules is moved over said surface, driven by said drives, from the first location to a second location at which the barrier is used as a temporary traffic barrier.

In such methods for example the series of barrier modules can be coupled at a location remote from a road surface, for example at a parking area, emergency lane, rest area or gas tank station area, and then be driven to a location on said road surface for use as a temporary traffic barrier, for protection of workers and/or equipment against errant vehicles or guiding traffic, for example at a traffic switch.

In advantageous further embodiments after use as a temporary traffic barrier at the second location, the barrier is moved over said surface from the second location back to the first location or further to a third location remote from the first and second location, for temporary parking of said barrier.

During use as a traffic barrier the series of barrier modules can in embodiments be moved over said surface together with at least workers and/or equipment while said workers and/or equipment are working at or above said surface or alongside said surface.

By moving the barrier along with the workers and/or equipment along for example a stretch of road a relatively short traffic barrier can be used, comprising only a limited number of barrier modules, compared to a barrier which is for example positioned stationary along the entire length of the stretch of road, which would need a far larger number of barrier modules or would need the traffic barrier to be disassembled, moved and reassembled at a further stretch of said road time and again.

Which would be highly time consuming, costly and unsafe.

While driving the traffic barrier the traffic barrier may be partly bent or curved, for example in order to envelope partly workers and/or equipment or at least a stretch of road surface to be worked on, shielding them from passing traffic. The bent or curved barrier can be driven along with said workers and/or equipment, such that for a long stretch of road a relatively short barrier can be used. With such method the workers and equipment can be well protected by the temporary barrier, which temporary barrier can have a relatively short length. Moreover, since the barrier can move along a surface together with the workers and/or equipment, it is not necessary to time and again set up a barrier, which will reduce hindrance of traffic and reduce cost considerably.

The invention moreover provides for a traffic barrier module for protecting workers from errant vehicles and/or for rerouting traffic, wherein the traffic barrier module comprises at least two drives for moving the barrier module along a road surface, wherein each drive unit comprises at least two sets of wheels or tracks, independently drivable for orienting a driving direction of the drive, and a substantially vertical support for supporting the barrier module on the drive, wherein a lift module is provided for each drive to lift the relevant barrier module relative to said drive. Such barrier modules are especially adapted to be used in a method of the disclosure.

Providing a barrier module with at least two drives, each drive having at least two independently drivable sets of wheels and/or tracks, the module can easily and freely be repositioned during use. The independently drivable wheels or tracks of each drive thereby allow the direction of drive of each drive to be set easily by the drive itself, which allows for an easy and robust support construction for supporting the barrier module on the drive. The lift module or modules allow moreover for the height position of the module above the drive to be set.

Since the traffic barrier includes its own drives, no external drive is needed. The traffic barrier can thus be self-propelled. As a result, the traffic barrier can thus be moved, forward or rearward and sideways, without the need of using any external equipment and/or workers for which otherwise an additional lane would need to have been shut off temporarily during relocating the traffic barrier. This may for instance reduce delay, as the workers do not need to wait until a suitable moment to shut down an additional lane. Moreover this will lead to cost savings and increase safety. Additionally or alternatively, relocating the barrier without needing the external equipment may reduce the exhaust of combustion gasses, in particular when the traffic barrier is propelled by one or more electric motors.

Relocating an elongate traffic barrier can, according to the disclosure, comprise a first step of providing a modular elongate traffic barrier having multiple barrier modules, said method further comprising a step of moving one or more of the barrier modules of the traffic barrier, in particular substantially in the longitudinal direction of the one or more barrier modules, by means of at least one drive included in said traffic barrier.

Since the traffic barrier can thus be self-propelled by means of its own drives, moving the traffic barrier, in particular forward or rearward and/or sideways, for instance to relocate the traffic barrier along the road, can be done without using any external equipment and/or workers blocking an additional lane.

It will be appreciated that the traffic barrier, for example at least when it is in a state in which it is moved forward or rearward at least partly, may be flexible to some extent in its longitudinal direction. This may for instance facilitate that the traffic barrier can follow bends in the road. Thereto, the connections between adjacent barrier modules may for instance be pivotable to a certain extend with respect to each other, for instance at least when at least one of these modules is moved. As a first example, such a pivotable connection can be formed by a pivot. As an alternative example, a flexible connection piece may be mounted between two adjacent barrier modules. It will be appreciated that, at least in embodiments, such a pivot and/or such a flexible connection piece may be arranged to be lockable.

In embodiments, the entire traffic barrier can be integrally driven. As a result, the entire traffic barrier may be moved forward or rearward and/or sideways over a certain desired distance.

In embodiments, after moving the barrier the barrier modules of the traffic barrier not need be lowered in order to provide for sufficient shielding. Actually, in embodiments the friction between the rolling elements and the road surface and/or when the barrier is relatively long and/or relatively heavy, can be sufficient to counteract that the traffic barrier is substantially displaced upon impact of a vehicle. The temporarily traffic barrier may thus be arranged such that when it is standing on its wheels or tracks it 1s m a state in which it applies to respective laws, regulations and standards, and for instance meets the EN-1317 crash test standard. In order to provide for a relatively high friction, the rolling elements may for instance comprise continuous tracks or the like.

In embodiments, the traffic barrier can comprise its own power source, which for instance may include at least one battery, internal combustion engine, solar panels and/or electric generator.

Advantageously, the substantially self-propelled traffic barrier can comprise one or multiple receivers for wired or wireless receiving one or more remote control signals. The traffic barrier may further comprise one or more control units for controlling at least one or more drives and/or actuators of the traffic barrier based at least partly on said one or more remote control signals. This may enable that the traffic barrier can be remotely controlled.

In embodiments, the traffic barrier may be controlled by a person which is present at the location of the traffic barrier, and which may visually determine whether the traffic barrier moves as desired.

Alternatively or additionally, the traffic barrier may be arranged to be remotely controlled from a further distance, for instance from a control room or from an office. In embodiments, the self-propelled traffic barrier may be arranged to propel itself, but may use a remote driver. For instance thereto, the traffic barrier may comprise at least one transmitter for wireless transmitting data about the traffic barrier, such as for instance current location data of the traffic barrier or of a respective part of the traffic barrier, which location data may for instance be based on GPS-data or the like.

Although such location data may for instance be used for controlling moving of the traffic barrier, the data may additionally or alternatively be used for other purposes. For instance, the data may be shared with one or more service providers, such as for example Flitsmeister, TomTom, Google Maps, etc., which may use the data for instance to inform road users about road works, for instance in order to increase road safety and/or to inform them about expected delay.

It is noted that the traffic barrier may, alternatively or additionally, be arranged to be used as a self-driving or autonomous traffic barrier. This means that, in embodiments, the traffic barrier can be self-driving, more or less like a self-driving car or so-called autonomous car or so-called robotic car or so-called driverless car. The self-driving traffic barrier may for instance be arranged to be capable of sensing its environment and may be arranged for moving safely, at least relatively safely, with little or no human input.

For example thereto, the traffic barrier may for instance be provided with sensors and/or other equipment to perceive its surroundings, such as one or more cameras, GPS receivers, radar devices, LIDAR devices,

sonar devices and/or odometry sensors, and/or other means which can facilitate self-driving.

For example, the traffic barrier may be ordered to drive to a certain location or may be set to perform certain tasks.

For example, the traffic barrier may be settable to be set to and/or may be substantially directly ordered to drive from a first location to a second location.

Such first location may for instance be a location at which the modular traffic barrier is assembled and/or may be a location at which the barrier is temporarily parked, for instance in order to substantially keep the road free at time intervals no road work is performed.

Alternatively or additionally, the first location can for instance be a first location where the barrier is used, for instance to protect workers from traffic passing by.

The second location can be a location, in particular a further location, where the barrier is used, for instance to protect workers.

Additionally or alternatively, the second location may be a location where the barrier is parked and/or dismantled, and may for instance be formed by a parking area along a highway.

Additionally or alternatively, the traffic barrier may be arranged to and/or set to substantially follow one or more predetermined or specific outside entities, for example one or more pieces of working equipment, such as for instance a paver for laying asphalt concrete or for instance an asphalt cutter.

For example, the traffic barrier may be arranged to substantially autonomously and/or substantially cooperatively follow such a working machine or the like, or other entity, along the road when the road works move along said road.

Alternatively, the traffic barrier may move along with other work, such as for example roadside work, for instance mowing work.

This can be highly advantageous, for instance as this may for example allow that the traffic barrier can be moved without needing to close a traffic lane or additional traffic lane and/or without needing to occupy space for moving equipment for moving the barrier at the lateral side of the barrier at which the road work is to be performed, which for instance may be advantageous in case freshly laid asphalt concrete has not yet cooled down sufficiently. Moreover by using a traffic barrier moving along with road works will require fewer barrier modules, further reducing costs.

It is noted that the traffic barrier may comprise multiple barrier modules, such as steel Jersey type barrier modules, which may be formed by commercial off-the-shelf barrier modules which then may be adapted by means of one or more of such carriages.

Although raising and lowering of the barrier module may be done by means of an actuator such as an electric motor, the traffic barrier may alternatively, or additionally, for instance in order to form a back-up functionality, be provided with a lifting and lowering mechanism which can be hand operated.

Although the present invention is directed to a traffic barrier which can move itself substantially in its longitudinal direction, said traffic barrier may further be arranged for moving at least one of the barrier modules, and preferably at least a section comprising multiple barrier modules, more preferably substantially the entire traffic barrier, in a direction substantially transverse to the longitudinal direction of one or more of the barrier modules.

Advantageous embodiments according to the invention are described in the appended claims.

By way of non-limiting examples only, embodiments of the present invention will now be described with reference to the accompanying schematic figures in which: Fig. 1 shows a schematic perspective view of a causeway provided with a conventional temporary traffic barrier; Fig. 2 shows a schematic perspective view of an embodiment of a traffic barrier according to an aspect of the invention; Fig. 3 shows a schematic partly cut-away side view of another embodiment of a traffic barrier according to an aspect of the invention;

Fig. 4 shows a schematic perspective view of an embodiment of a traffic barrier according to a further aspect of the invention; Fig. 5 shows in longitudinal cross sectional side view of a barrier module of the disclosure; Fig. 6 shows a cross sectional view of a barrier module along the line VI — VI in fig. 5; Fig. 7 shows partly broken away a barrier module according to the disclosure, with two drives; Fig. 7A shows partly broken away part of a module according to the disclosure, in top view; Fig. 8A — D show four steps of coupling of two barrier modules of the disclosure; Fig. 9 shows in perspective view an embodiment of a drive according to the disclosure; Fig. 10 shows in perspective view a drive according to claim 9, provided with a lift module; Fig. 11 shows a drive with part of a barrier module partly broken away; Fig. 12 shows in perspective view a drive with part of a vertical support; Fig. 13A — C show different height positions of a housing relative to the drive, for adjusting the height position of a barrier module; Fig. 14 shows a horizontal cross sectional view of a drive, taken along the plane XIV — XIV in fig. 12; Fig. 14A shows in top view schematically a drive with wheels; Fig. 14B shows in top view schematically a drive with holonomic wheels; Fig. 15A — I show steps in a method of setting up a barrier of the disclosure, which in reverse order can also be understood as a method for removing a barrier; and

Fig. 16 shows in top view part of a road with a parking bay, with a barrier placed on the parking bay, to be moved onto the road.

In the drawings embodiments are shown of barrier modules and barriers provided with such barrier modules, as well as methods for using movable barriers and barrier modules. These embodiments are only shown by way of example and are not limiting the disclosure in any way or form. In the figures, the same or similar reference signs or numbers refer to equal or corresponding parts.

In this application road surface has to be understood as any surface on which a barrier or barrier module as disclosed can be used, including but not limited to surfaces made of hard materials such as asphalt, tarmac, concrete, cobbles, brick, stone, cement or the like, metal or concrete or the like driving plates, or soft materials such as sand or gravel, and may be any surface on which vehicles can pass, such as roads, carparks, petrol stations, utility areas, storage facilities and the like.

In this disclosure words like substantially should be understood as meaning that slight variations on a value it refers to are also considered as being comprised by such value, such as for example variations of 20% or less, such as for example 15% or less, for example 10% or less, for example 5% or less, unless otherwise indicated or clear from the context of the wording.

Figure 1 shows two conventional temporary traffic barriers 101. Here, the temporary traffic barriers 101 are temporary placed on the shoulders 120 of a road 121 on top of a dyke 122. In this case, the temporary traffic barriers 101 are installed to protect workers 123 from errant vehicles as the standard guiderails 124 have been removed locally in view of construction work to the dyke. For instance during installing, dismantling or relocating the temporary traffic barriers 101, not only the emergency lane formed by the shoulder 120 is blocked by the temporary traffic barriers 101,

but also an additional lane 125 of the road 121 is blocked by equipment 126 used for relocating modules 102 of the temporary traffic barrier 101.

Figure 2 shows a schematic perspective view of a first embodiment of a traffic barrier 1 according to an aspect of the invention, which is formed as a self moving traffic barrier 1. The traffic barrier 1 is arranged and/or intended for protecting workers from errant vehicles and/or for rerouting traffic. The traffic barrier 1 forms a temporary traffic barrier, in particular a crash rated movable highway barrier.

In embodiments of the present invention, such as in the embodiment shown here in Figure 2, the traffic barrier may be shaped as a so-called Jersey barrier or Jersey wall or Jersey bump, or a variation thereof, such as for instance a so-called F-Shape barrier or a so-called Constant-slope barrier.

In a transverse cross-section, the outer face of the barrier 1 can for instance define a lower section 11 having a relatively shallow slope 12, while an upper section 13 has a relatively steep slope 14. The relatively shallow slope 12 may for instance make an angle of about 45° - 65° with the horizontal plane, preferably an angle of about 50° - 60°, such as about 55°. The relatively steep slope 14 may for instance make an angle of about 75° - 90° with the horizontal plane, preferably an angle of about 80° - 88 °, such as about 84°.

The traffic barrier 1 comprises multiple elongate barrier modules 2 which are connected to each other, preferably in a manner wherein two adjacent barrier modules can pivot with respect to each other to a certain amount, at least when the self moving traffic barrier 1 is being relocated or shifted from one location to another location. In the embodiment of Figure 2, the barrier modules 2 are connected to each other via an intermediate barrier part 3, which here is formed by a carriage 9. However, in alternative embodiments, such as for instance the embodiments shown in Figure 3 and Figure 5, the barrier modules 2 are connected directly to each other.

Here in the embodiment shown in Figure 2, the barrier modules 2 are made of metal, in particular steel. However, the barrier modules 2 may be made of any other suitable material or materials, such as for instance reinforced concrete or plastic.

The height of the barrier modules 2 may correspond with the height of a conventional barrier module 2 of a conventional temporary traffic barrier, and/or may for instance be at least about 50 cm, preferably being at least 65 cm, more preferably at least 80 cm, such as about 85 cm, about 90 cm, about 100 cm, or even more, such as for instance about 105 cm or about 115 cm.

The width of the barrier modules 2 may correspond with the height of a conventional barrier module 2 of a conventional temporary traffic barrier, and/or may for instance be at least about 45 cm, preferably being at least 50 cm, more preferably at least 55 cm, such as about 60 cm, for instance 58 cm or 61 cm, or even more, such as for instance about 80 cm or for instance 82 cm.

According to an aspect of the invention, the traffic barrier 1 comprises at least one drive 5 for moving at least one of the barrier modules 2 substantially in the longitudinal direction D1, D2 of the barrier module 2.

The drive may for instance comprise an actuator 6 for moving the at least one of the barrier modules 2. For example, the actuator 6 may be an electric motor 6, but may alternatively be another type of actuator 6.

For example in fig. 9 — 11 and fig. 13 and 14 embodiments of a drive 5 and parts thereof for use in or with a barrier module 2 are shown, in different views.

In embodiments, the actuator 6 may drive one or more wheels 7 or other rolling elements 7, such as for instance cylindrical rollers or balls or continuous tracks, in order to move the respective barrier module 2 or modules 2, or even the entire modular traffic barrier 1 substantially in its respective longitudinal direction D2, D1, and preferably also in any other direction including an angle with said longitudinal direction, substantially parallel to a surface on which the drive 5 is supported. As such, the traffic barrier 1, or at least one or more parts or sections thereof, may be shifted, for instance to be adjusted to follow the road works that may also shift or move on along the longitudinal direction of a road.

The drives 5 can comprise two sets of wheels or tracks 7 which can be independently driven by the actuator 6 or separate actuators 6, such as for example one or more hydraulic or electric motors. In for example fig. 8 — 14 the drives 5 are shown provided with two tracks 7, as will be further discussed. Alternatively, as shown schematically in fig. 14A the drive 5 can be provided with two sets of wheels 7, for example two on each side of the carrier 53, of which at least one on each side is a driven wheel 7, for example driven by a motor 61 and gear 61, similar to the drive as shown in fig. 14.

In an alternative embodiment as shown schematically in top view in fig. 14B the drive 5 can be or comprise an holonomic wheel, omni wheel, or Mecanum wheel based drive 5. In such drive 5 each wheel 7 is provided with a series of rollers 7A provided at or forming the circumference of the wheel 7, which rollers 7A each have a rotational axis at an angle relative to the axis of the wheel 7, such that each wheel can move over a surface in all directions, as 1s known in the art. In such embodiment each wheel 7 1s in fact a set of wheels. The wheels 7 are all driven by a motor 60 through a gear 61, such that they can be driven independently from each other, for changing drive directions D; of the drive 5. Such drive 5 can for example have three or more wheels 7. Obviously different types of these drives 5 can be combined in a barrier module 2 or barrier 1. With such drive 5 the drive 5 can move in any horizontal direction, without the necessity of rotating the carrier 53 of the drive 5.

In further alternative embodiments a drive 5 of a barrier 1 or barrier module 2 for use in a method according to the disclosure can be provided with a support 40, especially a substantially vertical support, with a rotator connected to or cooperating with the support 40 for rotating the support 40 or part thereof together with the drive 5 for changing the driving direction Ds of the drive 5 and thus changing a direction of movement of the barrier 1 or barrier module 2.

The traffic barrier 1 may comprise carriages 9, that are arranged for moving at least one of the barrier modules 2, as for instance can be seen in the exemplary embodiment of Figure 3. The carriage 9 may be formed as a built-in unit 8, which for instance may be built into a more or less standard barrier module, for instance a commercial off-the-shelf barrier module. Such carriage 9 can comprise a drive 5 as disclosed.

The barrier 1 or barrier module 2 may comprise a battery 10, or other power source, which for instance may feed the actuator 6 of said drive

5. However, the power source may alternatively be located outside of the module 2.

Additionally, the traffic barrier 1 may be provided with one or more solar panels 33, which for instance may be used for recharging one or more batteries 10 of the traffic barrier. Preferably, the solar panels 33 can be removable installed on a barrier module 2, for example after installing the traffic barrier 1 on its initial position. In embodiments, the solar panels 33 may be arranged such that they can form a fence 135 on top of the traffic barrier 1, for example hiding the construction work from view at least partly, thereby for instance counteracting that road users may be distracted by said construction work. These could also be different panels 135, preferably non-transparent panels.

For instance in order to mount such solar panels 33, or in order to mount other elements, such as reflector elements, the barrier modules 2 may be provided with connectors 34, for instance formed by one or more receiving channels 34 or other apertures 34 or the like, which may be provided for instance at a top end of the barrier module 2. The rolling elements 7 can be driven by the drive 5.

The traffic barrier 1 can comprise a receiver 16 for wireless receiving one or more remote control signals. The traffic barrier 1 may then further comprise at least one control unit 17 for controlling at least one or more drives 5, 19 and/or actuators of the traffic barrier based at least partly on said one or more remote control signals.

Additionally or alternatively, the traffic barrier 1 may comprise at least one transmitter 18 for wireless transmitting data about the traffic barrier 1, such as for instance current location data of the traffic barrier 1 or of a respective part of the traffic barrier 1, which location data may for instance be based on GPS-data or the like. In embodiments, the transmitter 18 may be integrated with the receiver 16 and/or with the control unit 17. Fig. 3 shows a camera 105 with which for example images can be taken of one or more barrier modules 2, in order to assess their positions relative to each other and/or their position relative to a road, objects, workers and the like.

It will be appreciated that the control unit 17, the receiver 16, and/or the transmitter 18, two or more of which may be integrated with each other, can be provided in a barrier module 2, an intermediate barrier part 3 and/or a drive 5 or other built-in element.

Although the traffic barrier 1 and/or one or more of the barrier modules 2 and/or other barrier parts may be arranged to be remotely controlled in a wireless manner, the traffic barrier 1 and/or one or more of the barrier modules 2 and/or other barrier parts may, alternatively or additionally, be arranged to be remotely controlled in a wired manner. One, multiple or each barrier module 2 and/or other barrier part and/or the traffic barrier 1 may be provided with a wired remote control, which can be removably connectable thereto. The remote control may for instance be hand-held by a person, for instance a person walking along with the moving barrier 1. However, other embodiments are possible as well. For example, the remote control may be part of and/or attached to a piece of working equipment, such as a mower, paver, asphalt cutter, etc., which may move along the road during the work. Additionally or alternatively the barrier modules 2 or barrier 1 or the remote control 100 can comprise software for defining a route for the barrier modules 2 and/or barrier to follow.

Further, it will be appreciated by the skilled person that a control unit 17 or so-called controller may be used to control multiple drives and/or actuators, for instance also drives and/or actuators located in other barrier parts, e.g. in other carriages and/or in other barrier modules than the one in which said control unit or controller 17 is provided. For example, the barrier may then comprise a main control unit 17 which, in particular based at least partly on remote control input data, may control locally provided secondary control units 17 that may locally control one or more drives or actuators, for instance at the barrier part where such secondary control unit 17 is provided.

In embodiments, as is for instance the case in the embodiment of Figure 3, the rolling elements 7 can be moved between a retracted position, in which they are lifted with respect to the respective barrier module 2 and/or with respect to the underlying road surface 35, and an extended position, in which the rolling element 7 engages said road surface 35.

Thereto, a lift 19 for moving the rolling elements 7 from their extended position to their retracted position, and vice versa, may be provided, which lift 19 may comprise an actuator, for instance an electric motor, which for instance may be fed from the same power source 10 as the drive 5 for driving the one or more rolling elements 7. In embodiments, the drive 5 for driving the one or more rolling elements 7 and the drive 19 for extending and retracting the one or more rolling elements 7 may be formed by a single drive and/or may share the same actuator.

Although the extending and retracting of the rolling elements 7 can preferably be done automatically, i.e. by means of an actuator, the traffic barrier 1 may alternatively, or additionally, for instance in order to form a back-up functionality, be provided with a lifting and lowering mechanism which can be hand operated. Thereto, as can be seen in Figure 3, the drive 19 for retracting and extending the rolling elements 7 may be arranged to be hand operated, for instance by means of a control handle that can be removably attached via a connector 29.

Preferably the drives 5 is only retracted into the module 2 for storage of the module, for example on a transport vehicle 106, but is extended during use of the module 2 as or in a barrier 1. It will be appreciated that not each one of the drives 5 will need to be actively driven in order to propel the barrier 1 or the barrier module 2, as some of the rolling elements may be idle in some embodiments.

In embodiments, such as for instance in the embodiment of Figure 2, the carriage can be mounted to a distal end of a body of a first one of the barrier modules 2 and is also mounted to a proximal end of a body of a second one of the barrier modules 2 being adjacent to said first one, thereby forming a connecting piece between said two adjacent barrier modules 2. Advantageously, the carriage may be designed such that the outer lateral surfaces 42, 44 thereof may be substantially flush with the corresponding outer lateral surfaces 22, 24 of the two adjacent barrier module bodies.

It will be appreciated that respective parts 2, 3 of the traffic barrier 1 may be arranged to be connected to each other to assemble an elongate traffic barrier 1. Thereto, respective elements or parts of the barrier 1, such as the barrier modules 2 and/or intermediate barrier part 3, if any, may be provided with connectors 15.

Fig. 5 schematically shows a side view of a traffic barrier module 2 for forming a barrier 1 for protecting workers from errant vehicles and/or for rerouting traffic, with an outer wall 2A of the barrier module 2 partly broken away. Fig. 6 shows such module 2 in a cross sectional view along the line VI — VI in fig. 5. The traffic barrier module 2 can have a shape similar to for example as shown in fig. 2, wherein a barrier module body 2C can comprise the lower section 11 and upper section 13. The barrier module 2, especially the module body 2C will have a lower longitudinal edge 41 which is here shown as the outermost side edge 41 of the module 2 too. The traffic barrier module comprises at least two drives or drive units 5, also referred to as carriages 9, for moving the barrier module along a road surface 35, 127. Each drive unit 5 comprises at least two sets of wheels or tracks 7, independently drivable for orienting a driving direction Ds; of the drive 5. A general driving direction Ds; of a drive unit 5 will be straight forward or backward if the sets of wheels or tracks are driven at the same speed, whereas the general driving direction will be curved if the sets of wheels or tracks 7 are driven at different speeds. Unless defined differently a driving direction Ds of a drive has to be understood as a direction in which a drive unit 5 will or would move if the sets of wheels or tracks 7 are or would be driven at the same speed. A vertical support 40 1s provided for supporting the barrier module 2 or at least the body 2C of the barrier module 2 on the drive 5. The support 40 preferably extends substantially vertical. A lift module 43 is provided for each drive 5 to lift the relevant barrier module 2 or at least the body 2C relative to said drive 5. The barrier module 2 comprises a housing 44 for the substantially vertical support 40, allowing rotation of the support 40 around a longitudinal axis X49 of the support 40. Moreover the housing 44 allows movement of the housing 44 in the longitudinal direction L+ of the support

40. Preferably to this end the lift module 43 is connected to the housing 44. The housing 44 can be connected to the wall 2A of the barrier module 2. A housing 44 can be of open or closed construction and provides for a connection between the barrier body 2C and the drive 5 or at least a support 40 thereof. In the embodiment as shown, by way of example, in fig. 5 and further elucidated for example in fig. 8 — 11 and 13, the lift module 43 engages a base frame 46 around the support 40. In this embodiment the lift module 43 comprises an arm 47, pivoting around a pivot axis 48, which here is shown extending substantially horizontally. One end 49 of the arm 47 is connected to a motor 50 and a second end 51 of the arm 47 engages the support 40. The motor 50 preferably is a linear motor, such as an electric motor, with which at least a pulling force F, can be exerted on the said end 49 of the arm.

The support 40 comprises a lower part 52, which is connected to the drive 5 or at least to a base part 53 of the drive 5, and an upper part 54 rotating in the housing 44. The upper part 54 extends into the housing 44, such that a telescoping support 40 is provided. The housing 44 can rotate around the shaft comprising the lower part 52 and the upper part 54, around the longitudinal axis X40, preferably over at least an angle of 180 degrees. The second end 51 of the arm 47 rests on an upper end 55 of the lower part 52, such that when the motor 50 pulls at the first end 49 of the arm 47, the arm 47 will pivot around the pivot axis 48 and push the barrier module 2, or at least the housing 44 with the barrier module body 2C connected thereto upward relative to the base part 53 of the drive 5. Allowing the arm 47 to pivot in the opposite direction will lower the barrier module 2 again due to at least gravity.

The upper part 54 of the support 40 extends into the housing 44 and the base frame 46 of the support 40, wherein bearings are provided for allowing the rotation of the drive, at least the base part 53 relative to the barrier. The housing 44 has an upper end 74 which is fixed in the housing 44, such that it cannot move, especially not up or down. The lower part 52 has an upper end 55 which forms a flange. The arm 47 can have an end extending on two opposite sides of the upper part 54, engaging said upper end 55, ensuring an even better distribution of forces. The upper part 54 is preferably supported in a bearing pot 74A such that the upper end 54 can rotate within said pot 74A.

In the embodiments shown and discussed, and as indicated for example in fig. 7 — 14 each drive 5 is provided with a drive body 53 and a left side drive 56 and a right side drive 57. The left side drive 56 and right side drive 57 are positioned at opposite sides of an imaginary vertical center plane V, preferably a plane extending through the vertical axis X4 of the support 40. Each of the left side drive 56 and right side drive 57 comprises a drive wheel 58A, B and a driven or idling wheel 59A, B, and a track 7 extending around the relevant drive wheel 58A, B and driven wheel 59A, B.

Each drive wheel 58 A, B is connected to a motor such as an electric motor 61 through a gearing 62. The gearing 62 is preferably a reducing gearing, reducing the rotational speed of the drive wheel 58 relative to the axis of the motor 61 significantly, for example at a ratio of 20:1 or more, such as for example 40:1, preferably at least 50:1, such as for example 100:1. Each side drive 56, 57 is furthermore provided with a track tensioner 67, for tensioning the track 7 around the wheels 58, 59. Moreover one or more guide rollers 68 can be provided between the wheels 58, 59 for supporting the track 60 further.

The design of the drives 5, such as the gearing ratio, is preferably chosen such that the track 7 will not rotate the drive wheel 58 when the barrier module 2 is pushed near the relevant drive in a substantially horizontal direction, for example upon impact of a vehicle on the barrier module 2 in line with test protocols of NEN-EN-1317. The barrier will not roll away upon such impact and will perform in accordance with NEN-EN- 1317 as a temporary traffic barrier, even when the traffic barrier 2 is supported on the road surface 35, 127 by the drives 5 only.

This means that the lower edge 41 will be suspended above the road surface 35, 127 and the barrier module 2 cq barrier 1 can be moved over said road surface immediately by driving the motors 61. The height H of the barrier module body 2C can be adjusted using the lift mechanism but this is not necessary since the barrier 2 will rest on the surface by said drives 5.

Fig. 14 shows a horizontal cross sectional view of a drive 5 through the drive wheels 58 and driven wheels 59 at the level of the motors 61 and gears 62. As can be seen in fig. 14 the motors, preferably electric motors 61, can each be positioned substantially between a drive wheel 58 to which it is connected and a driven wheel 59 of the opposite side drive 56, 57. Each motor 61 is connected to the drive wheel 58 through a gearing 62. As can be seen the gearing 62 can extend in an axel stump 62A, whereas the drive wheel 58 1s mounted over an outside of said stump 62A using two side by side, spaced apart bearings 69. A lid 70 is mounted on an outgoing axis 71 of the gearing 62, and is connected to a side of the drive wheel 58, for example by one or more bolts or pins 80 or the like. The bearings 69 bear most of the forces exerted on the wheel 58 and track 60, such that the gearing 62 substantially only has to provide the driving force for the drive wheel 58.

The substantially vertical support 40 is preferably fixedly connected to the base part 53 of the drive, between the left side drive 56 and the right side drive 57, central between the wheels 58, 59. Thus the base part 53 with the tracks 7 can rotate the drive 5 easily relative to the barrier module 2 around the axis X4p, substantially without drag of the tracks 7 over the surface.

As can be seen in fig. 14 the shape of the base part 53 with the wheels 58, 59 can be substantially square. The size of the base part 53 with the wheels 58, 59 is preferably such that in any rotational position thereof the base part stays, in top view of the barrier module 2, substantially between the opposite longitudinal side edges 41. In other words, the tracks preferably do not extend sideways passed said longitudinal side edges or at least do not extend beyond a maximum width of the barrier module 2, measure perpendicular to the longitudinal direction D1, 2 of the barrier module 2. Preferably the drives do not extend in horizontal direction passed a two parallel vertical planes V1, V2 extending through the most outward longitudinal side edge of the barrier module 2, in the embodiment shown in fig. 6 the lower edge 41. Thus during normal use of the barrier 1 or barrier module 2, when standing on a road surface 35 by the drives 5, a vehicle cannot come into contact with the drive 5, irrespective of the rotational position of the drive 5. Thus further enabling use of the barrier 1 and barrier modules 2 as a barrier when supported by the drives 5 only.

A barrier 1 formed with barrier modules 2 as described can be driven over a road surface 35 using the drives 5. Since the individual drives can be rotated around their respective vertical axis Xu, the modules 2 and hence the barrier 1 can be driven in any direction and configuration, such as straight, bent, curved or hooked. Various modules 2 can be driven relative to other modules 2 in order to change their relative positions, especially angles a relative to each other, which can for example be defined as an angle a between their longitudinal direction D, as for example shown in top view in fig. 16. The barrier modules are preferably coupled to each other by couplings 15 allowing some pivoting around a vertical axis, but preferably little longitudinal movement of one barrier module 2 relative to an adjacent module 2 coupled thereto. However alternatively modules 2 can be driven and/or used individually or as sets. In order to enable accurate positioning and driving of the modules 2 or the barrier 1 different sensors can be provided, connected to the control unit 17. In embodiments sensors can be used which can communicate with the control unit 17 and/or each other via a wireless connection. In the embodiments shown the sensors can be connected through wired connections, schematically indicated by an elastic electronic connection W between two modules 2 in fig. 15. They can also thus be connected to the control unit or units 17 and/or to a remote control 100, by wire or wireless.

For example in embodiments a direction sensor 81 can be provided for sensing a drive direction D; of a drive 5, especially a drive direction D3 of the drive relative to a longitudinal direction D of the module 2. Preferably a direction sensor 81 is provided for each drive 5 of the module 2. In the embodiments shown such direction sensor 81 can for example be provided in the housing 44 above the vertical support 40 and can for example sense said driving direction Ds; through the upper part 54 of the support 40. The direction sensor 81 can for example comprise a rotation encoder mounted to the support 40. The vertical axis or shaft comprising the upper and lower parts 54, 52 and connected to the carrier 53 of the drive 5 can be considered one unit part, whereas the housing part 44 can rotate with the shaft but 1s fixed vertically relative to the barrier body. Thus the encoder 81 will only register a rotation of the drive 5, but will not be influenced by a vertical movement of the drive 5 relative to the barrier body 2.

In embodiments the barrier module 2 can have at least one position sensor 82 near at least one longitudinal end 83 of the module 2, as for example shown in fig. 5 and 7A. Preferably at least one position sensor 82 is provided near each opposite longitudinal end 83, for defining a relative position of the barrier module 2 relative to a barrier module 2 coupled to said barrier module at said end 83. In the embodiments shown two position sensors 82 can be provided near each longitudinal end of a barrier module 2, one on either side of a vertical mid sectional longitudinal plane Vp of the barrier module 2, as shown in fig. 7A. When two such modules 2 are coupled and extend in a straight line relative to each other, i.e. their longitudinal axis D extending parallel to each other, the distance measured between two sensors 82 at a first side of said vertical mid sectional longitudinal plane Vp at mating ends 83 of the modules 2 will be the same as the distance measured between the two sensors 82 at the opposite side of said plane Vo.

If the longitudinal axis D are however at an angle a other than 0 or 180 degrees, the sets of sensors 82 on opposite sides of said plane Vp will measure different distances between them. From the difference in distance the relative angle a between the connected barrier modules 2 can be calculated.

In stead of or additionally other sensors can be used for defining the relative angle a of two or more adjacent barrier modules 2, such as for example using a protractor, such as for example an electronic protractor, connected to facing ends 83 of connected barrier modules 2. Alternatively or additionally a relative angle a between two or more barrier modules 2 can be assessed using for example camera views, such as images perceived by a camera 105 provided on the barrier 1 and/or on a worker 123 or equipment 128, 128”0r of a camera 104 of a drone 103 flying above the barrier 1. Alternatively gyroscopes can be used or each barrier module 2 can be provided with a GPS device, preferably a GPS device at each of the opposite ends 83 of the module 2.

Preferably the barrier module 2 is provided with at least one bar 84 extending in a longitudinal direction D1, D2 of the barrier module 2, at least from one longitudinal end 83 of the barrier module 2 towards a central portion of the module 2. More preferably the at least one bar extends from near one longitudinal end 83 of the module 2 to near the opposite longitudinal end 83 of the barrier module 2. The at least one and preferably each of the position sensors 82 can then be mounted to said at least one bar

84.

Preferably the at least one bar 84 extends through the barrier module body 2C, spaced apart from the outer wall 2A of said body. Preferably the at least one bar 84 has substantially no constructional purpose for the barrier module 2 itself. This means that the impact resistance of the barrier module 2 can be substantially the same with or without said one or more bars 84. The bar or bars 84 in such embodiments serve the purpose of mounting the position sensors 82 near said end or ends 83 in a well defined position relative to each other, irrespective of for example deformations of the barrier outer wall 2A or for example bending or warping of the barrier module body 2C.

In the embodiment shown the housing 44 is mounted to an inner surface of the barrier wall 2A, near a top end thereof. The housing 44 comprises a relatively open frame 44A, with the support 40 extending through a top part 44B and bottom part 44C thereof, near or at the centre thereof.

In the embodiments disclosed two bars 84 can be provided, as for example shown in fig. 7A, one on either side of the support 40. The bars 84 are straight and have a longitudinal direction Ds4 extending parallel to the longitudinal direction D of the barrier module 2. The bars 84 extend through the housings 44 and may be suspended by said housings 44, without being attached to the further body 2C. The bars 84 are preferably spaced apart from the wall 11, such that an impact on said wall 11 can cause significant deformation of said wall without deforming the bars 84 and hence without influencing the positions of the sensors 82 relative to each other. In the embodiments shown the bars 84 can be metal bars, and the bars 84 can have a relatively open, light weight but stiff construction, as for example shown in fig. 5. The bar for example can be of a lattice construction, for example a truss-I beam or the like.

By being able to assess the position of the barrier modules 2 in a barrier 1 relative to each other the shape of the barrier 1 can be assessed accurately.

For each drive a height sensor 85 can be provided, for sensing the height H of the barrier module body 2C above the drive 5 or above a road surface on which the barrier module 2 is supported by said drives 5. The height sensor 85 can for example be placed on said housing 44, can be connected to the lift mechanism 43, for example for measuring the position, such as an angle of the arm 47 relative to the housing 44 or be connected to or integrated with the motor 50 of the lift module 43.

In the drawings the height H is indicated as the height of the lower edge 41 of the module body 2C above the road surface 35, 127, near the relevant drive 5. By measuring the height H it can be assured that the barrier module body 2C will be held spaced apart from said road surface 35, 127 during use and thus can be moved over said surface 35, 127 using the drives 5, even when the barrier 1 is used for diverting or rerouting traffic and/or receiving impact upon vehicle collisions.

The barrier modules are preferably provided with coupling elements 15 at opposite longitudinal ends 83 of the module, for connecting the modules 2 to adjacent modules, as described. The couplings can comprise pins 15A and plates 15B with corresponding holes or openings through which the pins 15A can extend, as known in the art. The plates 15B preferably have openings which are somewhat wider than the pins 154A, such that in horizontal directions some movement of the plate 15B relative to the pins 15A is possible, allowing for pivoting of the barrier modules 2 relative to each other. Preferably at least one of the coupling elements 15 is provided with a lock, preventing the coupling element 15 from being unintentionally released from a coupling element 15 it is coupled with, especially in a substantially vertical direction. In the embodiments shown by way of example only the coupling elements are provided as a pin 15A of one module 2 extending through a hole in a plate 15B of an adjacent module 2, as known in the art, wherein the pin 15A is provided with a through bore 86, through which a locking pin 87 extends. The coupling means 15 can be coupled or decoupled only when the locking pin 87 is removed from the bore

86.

As can be understood, a barrier 1 can be formed by connected two or more modules 2 to each other. As discussed the modules 2 can and preferably are all provided with at least one drive 5, more preferably at least two drives 5, which can be independently driven but can also be controlled together for driving the barrier 1. A control unit 17 is provided for remote control of the drives 5 and, through receiver 16 for receiving data from some or all of the sensors 81, 82 and 85 provided in the modules 2. Additionally a control unit 17 can be connected to a transmitter 18 for transmitting data received from for example the sensor 18, 82 and/or 85 to a remote receiver. For example a remote control 100 can be provided for control of the drives 5, for example based inter alia on data received.

Each module 2 can be provided with such set of a control unit 17, receiver 16 and/or transmitter 18, or a central set of such unit 17, receiver 16 and/or transmitter 18 can be provided. The control unit 17 preferably comprises an algorithm for control of the drives 5 at least in part based on said data received, such as data received from some or all of the sensors 81, 82,85, and/or data received from external sources such as GPS coordinates, traffic and traffic intensities, drive plans, camera images from a camera 105 or 104 or the like.

In embodiments in the control unit 17 or control units 17 and/or in the remote control unit 100 positions of the different barrier modules 2 and for example paths of movements of the different modules 2 and/or the barrier 1 comprising such modules 2 can be set, for example predefined, such that the barrier 1 will automatically move itself over a road surface 35, 127 from a first position to a second position. Additionally or alternatively the system can allow a user to manually control the movement of one or more or all of the modules 2 in a barrier, for example relative to each other and/or relative to a road surface 35, 127. Additionally or alternatively an operator can predefine a path for the barrier to follow, after which an algorithm provided in the control unit or units 17 and/or in the remote control 100 can guide the barrier 1 along said path to a destination.

Figure 4 shows a schematic perspective view of an embodiment of a traffic barrier 1 according to a further aspect of the invention. Like in embodiments shown, the barrier 1 comprises multiple elongate barrier modules 2 connected to each other, and the traffic barrier 1 further comprises drives 5 for moving the barrier modules 2. As can be seen here in for example Figure 4 or 16, during use, when seen from above, the traffic barrier 1 does not need to extend in a straight line and/or does not need to extend parallel with a traffic lane, but may for instance comprise one or more portions or sections 111 substantially forming curves or angled sections 111. Such substantially curved or angled sections 111 may facilitate that a predetermined section or portion 113 of the barrier 1, such as a central barrier portion or section 113, which may extend substantially parallel with a respective traffic lane, may be located relatively nearby a nearest traffic lane 127 to be used by traffic 130, whereas one or more other sections of the barrier 1, in particular a proximal end section 114 and/or a distal end section 115 of the barrier 1 may be spaced apart further from said nearest traffic lane 127, for instance in order to counteract that a vehicle may frontally crash into an end, such as a distal end, of the traffic barrier 1. For instance in order to be shaped as to form such S-curves or so-called S-bends or the like, in embodiments, the traffic barrier 1 may, at least temporary, be flexible to some extent in its longitudinal direction, for example by means of pivots. Preferably, the pivots may be lockable, in particular in order to lock them in order to provide a relatively rigid temporary traffic barrier 1 provided with one or more bent, curved, arched and/or angled barrier sections 111. Alternatively or additionally, the barrier 1 may comprise one or more bent, curved, arched and/or angled barrier parts, such as barrier modules and/or intermediate barrier parts.

Such a bent, curved, arched and/or angled temporary traffic barrier may for instance move itself substantially in the longitudinal direction of the traffic barrier 1 and/or along the longitudinal direction of the road, preferably in a manner in which said traffic barrier 1 substantially maintains its bent, curved, arched and/or angled shape. For example, the traffic barrier 1 may then be arranged to and/or set to substantially follow one or more predetermined or specific outside entities, for example one or more pieces of working equipment 128, such as for instance a mower 128’, a paver for laying asphalt, concrete, an asphalt cutter, etc. In advantageous embodiments, the traffic barrier 1 is rigid, stiff and/or heavy enough that even when it is in a state in which it moves, for instance when it substantially continually moves along with road work or the like, said traffic barrier 1 can substantially withstand impact of an incoming vehicle, at least to a certain predetermined extent, preferably in accordance with national or regional norms for temporary road traffic barriers, such as NEN-EN-1317 or equivalent norms.

As is shown in fig. 4 a drone 103 with a camera 104 can be used for monitoring the barrier 1 and for example the workers 123 and vehicle 128, 128’, traffic 130 and/or the road in general.

Information from the drone 103 can then be used in controlling movement of the barrier 1. Additionally or alternatively electronic means such as a camera, GPS receiver, radar device, LiDAR devices, sonar appliances and/or general odometry devices can be provided in and/or on a barrier, schematically indicated by the box 105 in fig. 3, here shown as a camera 105. By using a method in which a series of barrier modules 2, forming a barrier 1, 1s moved alongside workers 123, 128, 128’, said workers 123, 128, 128’ are protected from vehicles, for example by rerouting traffic on a road surface 35, 127 and/or by protecting against errant vehicles 130. The series of barrier modules 2 is moved over said road surface 35, 127 together with at least some of the workers 123, 128, 128’ while said workers are working at or above said road surface or alongside said road surface.

By using a barrier 1 or at least barrier modules 2 moving alongside with road workers 123, 128, 128’, a longitudinally relatively short barrier 1 can be used, with a limited number of modules 2, with which a long stretch of road can be serviced, i.e. far longer than the length of the barrier 1. Because the barrier modules 2 can stand and move on their drives 5, there 1s no need to set up a long stretch of barrier modules 2 or continuously build up a barrier over a shorter stretch of road, perform the work necessary, dismantle the barrier and rebuild the barrier again alongside a next stretch of road for again performing work. Therefore a barrier 1 according to this disclosure is easier to use and safer in use than existing barriers. Both for workers doing road side work as for workers having to set up and remove barriers.

Figs. 15A — 1 schematically show a series of steps for setting up a barrier 1 according to the disclosure. In general such method can comprise the steps of placing a first barrier module 2 with the at least one drive 5 on a surface 35, 127, in a first position, moving said first barrier module 2 along said surface 35, 127 to a second position, adjacent the first position, placing a second barrier module 2 on said surface 35, 127 at or near said first position and coupling said second barrier module 2 to said first barrier module 2. Subsequently the coupled first and second barrier modules 2 can be moved along said surface 35, 127, such that the second barrier module 2 is positioned adjacent said first position, and a third barrier module 2 is placed on said surface 35, 127 at or near the first position, and is coupled to the second barrier module 2. During such setting up or removing, as will be discussed later, of a barrier the modules 2 can be moved over the surface by the drives 5 of the modules 2. Alternatively the modules can be pushed and/or pulled during the setting up and/or removal over said surface using an external vehicle.

In fig. 15 such method 1s disclosed schematically for three modules 2, each module 2 provided with two drives 5. In fig. 15A a transport vehicle 106 carrying three modules 21, 21 and 2117 1s positioned on a road surface 35, 127 next to a first position A. Then in fig. 15B the first module 21 is lifted off the vehicle 106 and placed on the first position A, supported by its drives 5.

Fig. 15C shows the first module 21 on said first position A.

While the transport vehicle 106 can be stationary during these steps, as is shown in fig. 15D the first barrier module 2; is moved, substantially in its longitudinal direction D, to a second position B next to the first position A, in fig. 15 to the right hand side of the drawing. Then a second module 211 is lifted from the vehicle 106, into the first position A next to the first module 21, as shown in fig. 15E. The second module 211 is again supported by its drives 5. As is further elucidated in fig. 8A — D, the modules 2 can easily be connected to each other using the couplings 15, by adjusting the height and relative positions of the modules using the drives 5 and lift modules 43. The first module 2; or at least the relevant longitudinal end thereof can be lowered in height H, whereas and/or the second module 211 can be raised in height, at least the relevant longitudinal end 83 thereof (fig. 8B) such that a coupling pin 15A of the second module 271 can be moved under a coupling plate 15B of the first module 27 (fig. 8C) such that when the second module 21 is lowered again and/or the first module 27 is raised again, the pin 15A can extend through a hole in the plate 15B, thus coupling the modules 21, 217 (Fig. 8D) As is shown in fig. 15F a connection, especially a connection W for transferring electricity and data can be made between the modules 21, 21, for example in order to connect sensors 81, 82 and/or 85 of the modules 21, 21 and or control units 17 thereof. In fig. 15F such connection is schematically shown by way of a curled elastic wire W, but other connections are also possible, such as for example a wireless connection or with a plug and socket connection.

After the modules 21, 21 have been properly connected as shown in fig. 15G, the two coupled first and second modules 21, 21 are again moved in substantially longitudinal direction D, in fig. 15 to the right of the drawing, such that the second module 211 1s moved off the first position A to the second position B, as shown in fig. 15H. Thus the first position A is made available for positioning of the third module 2111 on the first position A, which can then be coupled to the free end 83 of the second module 211 as described before.

It shall be clear that with this method any suitable number of barrier modules 27 to 2, can be connected in series by repeating these steps.

Prior to or during movement of one or more modules 2 during these steps some of the modules 2 can be moved partly side ways too, for example in order to form a curved, bent or hooked configuration and/or in order to follow for example a bent or curve in a road surface, such as for example shown in fig. 4 and 16. Similarly the height H of a barrier module 2 can be adjusted in order to for example navigate over a bump or groove in the road surface, in order to navigate a sloping part of the road surface or to pass over another obstacle.

When each drive 5 1s provided with or connected to a lift module 43, the height H of the module 2 can be varied along its length.

This method has the advantage that the transport vehicle 106 can be placed stationary at a safe location, for example alongside a road on an emergency lane, hard shoulder or emergency harbor, whereas the barrier can be driven away from said transport vehicle 106, alongside and/or over said road surface 35, 127, to a position in which it 1s to be used.

As discussed, since the modules 2 can move in all substantial horizontal directions, i.e. parallel to said road surface using their drives 5, as well as be adjusted in height H, during use the barrier 1 can be moved from a storage position and/or set up position, for example on a hard shoulder, emergency lane 120 or parking bay 110, service station or side road or any other relatively safe position away from traffic lanes in use, to a use position, for example alongside a traffic lane 125, either a permanent or temporary traffic lane 125, as shown for example in fig. 16. At such use position it can be made stationary for a period of time, after which it can be moved either to another use position or to a storage position, for example a storage position it came from.

Alternatively it can be moved alongside workers 123, 128, 128’, as described before for example in relation to fig. 4, de facto providing for a moving use position.

When removing a traffic barrier from a road surface 35 a similar method can be used as described before for setting up a barrier, as elucidated by fig. 14, in reverse order.

Such method for removing a barrier 1 can comprise the steps of decoupling a first barrier module 2; from at least a second barrier module 211 in said series of barrier modules, i.e. from the remaining barrier 1, with the first barrier module 21 in a first position A. Said first position A can again be a position next to a stationary transport vehicle 106, as shown in fig. 151. Then the first barrier module 2; can be removed from said first position A and lifted onto the transport vehicle 106. The remaining series of the coupled barrier modules 2 is then moved along said surface, such that the second barrier module 211 is moved at least substantially to said first position A, similar to fig. 15G. When the second barrier module is positioned substantially at said first position A, it 1s decoupled from a third barrier element 2117 of said series, and is removed from the first position A, lifted onto the vehicle 106, similar to fig. 15E. The remaining series of the coupled barrier modules 2 is then moved along said surface, such that the third barrier module 211 is moved at least substantially to said first position A to be lifted onto the vehicle 106.

In these methods the transport vehicle 106 is positioned next to the first position A, which transport vehicle 106 supplies barrier modules 2 to be positioned at the first position A and/or receives barrier modules 2 removed from the first position A. Obviously any number of modules 2 can thus be supplied and/or removed.

During movement of the barrier in use one or more of the drives 5 could be lifted temporarily while supporting the modules 2 on further drives 5, for example to pass an obstacle on the road surface 35, 127, or for example to stay free from such obstacle, which could for example be a relatively soft patch of said road surface, such as for example a newly prepared surface part of the road, an expansion joint or fresh paint. The barrier 1 can then still be supported by and moved by further drives 5.

In the present disclosure methods are described for protecting workers from errant vehicles and/or for rerouting traffic on a road surface, using a series of connected barrier modules 2, each barrier module 2 provided with at least one, preferably at least two drives 5, wherein the series of barrier modules 2 is preferably supported on the road surface by their drives 5 only. The drives 5 are preferably independently drivable. The barrier modules 2 have two opposite lower side edges 41 which, during use of the barrier modules for receiving vehicle impact, extend at least a number of centimeters from the road surface 35, 127. This means that the barrier module body 2C is suspended above the surface 35, 127 over a height H, which is preferably adjustable, and is supported by the drives 5 only.

A barrier 1 according to the present disclosure preferably can be set up and/or dismantled at a first location, preferably remote from a second location at which the barrier is used for diverting or rerouting traffic and/or protecting workers from errant vehicles, as for example shown in fig. 16. The barrier 1 can be moved on the drives 5 between the first and second positions, as indicated for example in fig. 16 by the dashed Lines P.

It should be understood that the barriers 1 can also be used for protecting vehicles, equipment, buildings and the like structures or such artefacts from such errant vehicles. This has to be understood as being included by protecting workers.

In embodiments a barrier 1 or barrier module 2 according to the description can be used in combination with a fixed barrier or a stationary, temporary barrier, for example for forming part of a barrier assembly, which part can move in order to divert or reroute traffic from one traffic lane to another traffic lane. A barrier of the disclosure can also be used for shielding for example a part of a road, such as a traffic lane, or an area from view, for example in case of a road accident, especially when panels 35 are provided, which may be solar panels or other panels, preferably non-transparent panels.

A drive 5 for a barrier module 2 or barrier 1 according to the disclosure can be a separate drive unit or module 5, which module 5 can but need not include a lift module 43. Such module can be mounted to a barrier module 2, such as for example a known concrete or metal barrier body as for example known from NL1006481. The module can be provided such that it can be integrated into the barrier module 2 or such that it can be an add on module, which can for example be temporarily attached to a barrier module

2. Such drive module 5 can comprise at least a base 53 with a left side drive 56 and a right side drive 57, each comprising at least a drive wheel 58 and a driven wheel 59, and at least a motor 61 connected to the relevant drive wheel 58 through a gearing 61, wherein the left side drive 56 and the right side drive 57 are independently drivable. Preferably each of the left side drive 56 and the right side drive 57 comprises a track 7 extending around the respective drive wheel 58 and driven wheel 59. In a barrier 1 or barrier module 2 drives 5 can be used in which the Lift 19 or lift module 43 with the support 40 can be combined with the drive 5, especially with the carrier 53 with the sets of wheels 7, integrated into a drive unit. This enables easy movement of the barrier modules or barrier, for example over uneven surfaces. The drive units 5 will allow changes in height position of individual drives 5 even during movement of the barrier modules or barrier. It is noted that for the purpose of clarity and a concise description features are described herein as part of the same or separate embodiments, however, it will be appreciated that the scope of the invention may include embodiments having combinations of all or some of the features described. For example, the skilled person understands that elements or features disclosed in the context of one embodiment of the traffic barrier 1 or the barrier module 2 or the method for relocating the barrier can also be employed in another embodiment of the method, the barrier module 2 or the traffic barrier 1. As described, the traffic barrier may be arranged for moving at least one of the barrier modules, and preferably at least a section comprising multiple barrier modules, more preferably substantially the entire traffic barrier, in a direction substantially transverse to the longitudinal direction of one or more of the barrier modules. This may for instance also facilitate that the traffic barrier can be assembled on another place than the exact spot where it is to be used initially.

Additionally or alternatively, enabling adjusting the direction of the rolling elements may facilitate that the traffic barrier can make turns, for instance in order to follow bends in the road when the barrier moves substantially in its longitudinal direction.

Further, it 1s noted that the invention 1s not restricted to the embodiments described herein. It will be understood that many variants are possible.

As an example, the barrier 1 may be provided with an end module or end element, which may beveled, sloped or slanted in the longitudinal direction, more or less like a conventional end-terminal 127 shown in Figure 1, such as to counteract lethal damage to passengers of a vehicle crashing into the distal or proximal end of the barrier 1. Alternatively or additionally, an impact buffer module, for instance including a crash cushion which can at least partly absorb the impact force of a vehicle having a frontal impact with the buffer module, may be provided at the distal and/or the proximal end of the traffic barrier in order to protect in-coming traffic.

A barrier 1 according to the disclosure can comprise both modules 2 comprising at least one drive 5 as disclosed, as well as other barrier modules 2, for example one or more barrier modules 2 without such drive 5, for example coupled between and suspended by adjacent barrier modules 2 comprising such drives 5.

Barrier modules according to the disclosure may be used separately, 1.e. in uncoupled condition, for example if a collision expected for such barrier module is sufficiently light for the barrier module to accommodate separately. This could for example be used when used alongside cycle paths or the like light traffic areas, or where traffic moves at low speed, like car parks.

Such and other variants will be apparent for the person skilled in the art and are considered to lie within the scope of the invention as formulated in the following claims.

Claims (36)

ConclusiesConclusions 1. Werkwijze voor het opzetten van verkeersbarriere omvattende een reeks onderling verbonden barriere-modules, waarbij elke barriere-modules is voorzien van tenminste een aandrijving voor het ondersteunen en bewegen van genoemde barriere-element, omvattende de stappen van: - het plaatsen van een eerste barriere-module met de tenminste ene aandrijving op een oppervlak, in een eerste positie; - het bewegen van genoemde eerste barrière-module langs genoemd oppervlak naar een tweede positie, aangrenzend aan de eerste positie; - het plaatsen van een tweede barrière-module op genoemd oppervlak op of nabij genoemde eerste positie en het koppelen van genoemde tweede barrière-module aan genoemde eerste barrière-module.A method of erecting a traffic barrier comprising a series of interconnected barrier modules, each barrier module being provided with at least one drive for supporting and moving said barrier element, comprising the steps of: - placing a first barrier module with the at least one actuator on a surface, in a first position; - moving said first barrier module along said surface to a second position adjacent to the first position; - placing a second barrier module on said surface at or near said first position and coupling said second barrier module to said first barrier module. 2. Werkwijze volgens conclusie 1, waarbij de gekoppelde eerste en tweede barrière-modules worden bewogen langs genoemd oppervlak, zodanig dat de tweede barrière-module aangrenzend aan genoemde eerste positie wordt gepositioneerd, en een derde barrière-module wordt geplaatst op genoemd oppervlak op of nabij de eerste positie, gekoppeld aan het tweede barrière-element.The method of claim 1, wherein the coupled first and second barrier modules are moved along said surface such that the second barrier module is positioned adjacent to said first position, and a third barrier module is placed on said surface on or near the first position, coupled to the second barrier element. 3. Werkwijze voor het verwijderen van een verkeersbarrière omvattende een reeks onderling verbonden barrière-modules, waarbij elke barriere-modules is voorzien van tenminste een aandrijving voor het ondersteunen en bewegen van genoemde barrière-element, omvattende de stappen van: - het ontkoppelen van een eerste barrière-module van tenminste een tweede barrière-module in genoemde reeks barrière-modules met de eerste barrière-module in een eerste positie op een oppervlak;A method of removing a traffic barrier comprising a series of interconnected barrier modules, each barrier modules being provided with at least one drive for supporting and moving said barrier element, comprising the steps of: - disconnecting a first barrier module of at least a second barrier module in said array of barrier modules with the first barrier module in a first position on a surface; - het verwijderen van de eerste barriere-module van genoemde eerste positie; - het bewegen van een overgebleven reeks van de gekoppelde barriere-modules langs genoemd oppervlak, zodanig dat de tweede barrière- module tenminste in hoofdzaak naar genoemde eerste positie wordt bewogen.- removing the first barrier module from said first position; - moving a remaining array of the coupled barrier modules along said surface such that the second barrier module is moved at least substantially to said first position. 4. Werkwijze volgens conclusie 3, waarbij de tweede barrière-module die in hoofdzaak op genoemde eerste positie gepositioneerd is wordt ontkoppeld van een derde barrière-element in genoemde reeks, en wordt verwijderd van de eerste positie, en het bewegen van een overgebleven reeks van de gekoppelde barrière-modules langs genoemd oppervlak, zodanig dat de derde barrière-module tenminste in hoofdzaak naar de eerste positie wordt bewogen.The method of claim 3, wherein the second barrier module positioned substantially at said first position is disconnected from a third barrier element in said array, and is removed from the first position, and moving a remaining array of the coupled barrier modules along said surface such that the third barrier module is moved at least substantially to the first position. 5. Werkwijze volgens een van de voorgaande conclusies, waarbij een transportvoertuig wordt gepositioneerd naast de eerste positie, welk transportvoertuig barrière-modules verschaft om te worden gepositioneerd op de eerste positie en/of barrière-modules opneemt die zijn verwijderd van de eerste positie.A method according to any preceding claim, wherein a transport vehicle is positioned adjacent the first position, the transport vehicle providing barrier modules to be positioned at the first position and/or receiving barrier modules remote from the first position. 6. Werkwijze volgens een van de conclusies 1-5, waarbij de barrière wordt opgezet op een eerste locatie door het longitudinaal verbinden van een reeks barrière-modules, waarbij elke barrière-module is voorzien van tenminste een aandrijving die de module op een oppervlak ondersteund, waarna de reeks modules over genoemd oppervlak wordt bewogen, aangedreven door genoemde aandrijvingen, van de eerste locatie naar een tweede locatie waar de barrière als een tijdelijke verkeers-barrière wordt gebruikt.A method according to any one of claims 1-5, wherein the barrier is set up at a first location by longitudinally connecting a series of barrier modules, each barrier module including at least one drive supporting the module on a surface whereupon the array of modules is moved across said surface, driven by said drives, from the first location to a second location where the barrier is used as a temporary traffic barrier. 7. Werkwijze volgens conclusie 6, waarbij na gebruik als tijdelijke verkeers-barrière op de tweede locatie, de barrière wordt bewogen over genoemd oppervlak van de tweede locatie terug naar de eerste locatie of verder naar een derde locatie op afstand van de eerste en tweede locatie, voor het tijdelijk parkeren van genoemde barrière.The method of claim 6, wherein after use as a temporary traffic barrier at the second location, the barrier is moved across said surface from the second location back to the first location or further to a third location remote from the first and second locations , for the temporary parking of said barrier. 8. Werkwijze volgens conclusie 6 of 7, waarbij de barrière wordt bewogen over het oppervlak op de tweede locatie door het gebruiken van de aandrijvingen, tijdens gebruik als een tijdelijke verkeers-barrière.The method of claim 6 or 7, wherein the barrier is moved over the surface at the second location using the actuators, in use as a temporary traffic barrier. 9. Werkwijze volgens een van de voorgaande conclusies, waarbij de reeks barrière-modules over genoemd oppervlak op de tweede locatie wordt bewogen samen met tenminste werkers en/of apparatuur terwijl genoemde werkers en/of apparatuur aan het werk zijn op of boven genoemd oppervlak of langs genoemd oppervlak.A method according to any preceding claim, wherein the array of barrier modules is moved over said surface at the second location together with at least workers and/or equipment while said workers and/or equipment are working on or above said surface or along said surface. 10. Werkwijze volgens conclusie 9, waarbij genoemde reeks verbonden barrière-modules wordt bewogen over genoemd oppervlak in tenminste een eerste richting in hoofdzaak parallel aan een longitudinale richting van genoemde reeks verbonden barrière-modules.The method of claim 9, wherein said array of bonded barrier modules is moved across said surface in at least a first direction substantially parallel to a longitudinal direction of said array of bonded barrier modules. 11. Werkwijze volgens conclusie 9 of 10, waarbij de reeks verbonden modules tenminste een bocht of kromming omvat gevormd door genoemde modules, waarbij genoemde bocht of kromming wordt behouden tijdens beweging van de reeks barrière-modules over genoemd oppervlak.The method of claim 9 or 10, wherein the array of connected modules comprises at least one bend or curvature formed by said modules, said bend or curvature being maintained during movement of the array of barrier modules across said surface. 12. Werkwijze volgens een van de voorgaande conclusies, waarbij de reeks barrière-modules alleen door hun aandrijving wordt ondersteund op het oppervlak.A method according to any one of the preceding claims, wherein the array of barrier modules is supported on the surface only by their drive. 13. Werkwijze volgens conclusie 12, waarbij de barrière-module twee tegenoverliggende onderste zijranden hebben die zich tenminste een aantal centimeters uitstrekken boven het wegoppervlak, tijdens gebruik van de barrière-modules voor het opnemen van impact van een voertuig.The method of claim 12, wherein the barrier module has two opposing lower side edges extending at least a few centimeters above the road surface during use of the barrier modules for absorbing impact from a vehicle. 14. Verkeersbarrière-module voor het beschermen van werkers tegen dwalende voertuigen en/of het omleiden van verkeer, waarbij de verkeersbarriere-module tenminste twee aandrijvingen omvat voor het bewegen van de barrière-module langs een wegoppervlak, waarbij elke aandrijvingseenheid tenminste twee sets wielen of rupsbanden omvat, die onafhankelijk aan te drijven zijn voor het oriënteren van een aandrijf- richting van de aandrijving, en een steun voor het ondersteunen van de barrière-module op de aandrijving, waarbij een lift-module is voorzien voor elke aandrijving om de relevante barrière-module op te tillen ten opzichte van genoemde aandrijving.A traffic barrier module for protecting workers from errant vehicles and/or diverting traffic, the traffic barrier module comprising at least two drives for moving the barrier module along a road surface, each drive unit having at least two sets of wheels or tracks independently driveable for orienting a drive direction of the drive, and a support for supporting the barrier module on the drive, a lift module being provided for each drive around the relevant barrier module with respect to said drive. 15. Verkeersbarrière-module volgens conclusie 14, waarbij de barrière- module een behuizing die de steun vasthoudt omvat, die rotatie van de steun om een in hoofdzaak verticale as mogelijk maakt, bij voorkeur een longitudinale as van de steun, waarbij de lift-module is verbonden met de behuizing.A traffic barrier module according to claim 14, wherein the barrier module comprises a housing holding the support, which allows rotation of the support about a substantially vertical axis, preferably a longitudinal axis of the support, the lift module is connected to the housing. 16. Verkeersbarrière-module volgens conclusie 15, waarbij de lift- module een buitenoppervlak van de steun aangrijpt.The traffic barrier module of claim 15, wherein the elevator module engages an outer surface of the support. 17. Verkeersbarrière-module volgens een van de conclusies 14-16, waarbij de lift-module een arm omvat, draaiend om een draai-as, waarbij een uiteinde van de arm is verbonden met een motor, in het bijzonder een elektrische motor, en een tweede uiteinde de steun aangrijpt.A traffic barrier module according to any one of claims 14-16, wherein the lift module comprises an arm pivoting about a pivot axis, one end of the arm being connected to a motor, in particular an electric motor, and a second end engages the support. 18. Verkeersbarrière-module volgens een van de conclusies 14-17, waarbij elke set wielen of rupsbanden is voorzien van een elektrische motor en tandwieloverbrenging, in het bijzonder een snelheid vertragende tandwieloverbrenging.A traffic barrier module according to any one of claims 14-17, wherein each set of wheels or tracks is provided with an electric motor and gear transmission, in particular a speed retarding gear transmission. 19. Verkeersbarrière-module volgens een van de conclusies 14-18, waarbij een richting-sensor is voorzien voor het waarnemen van een aandrijf-richting van een aandrijving, in het bijzonder een aandrijf-richting van de aandrijving ten opzichte van een longitudinale richting van de module, waarbij bij voorkeur een richting-sensor is voorzien voor elke aandrijving van de module.A traffic barrier module according to any one of claims 14-18, wherein a direction sensor is provided for detecting a drive direction of a drive, in particular a drive direction of the drive with respect to a longitudinal direction of the drive. the module, preferably a direction sensor is provided for each drive of the module. 20. Verkeersbarrière-module volgens een van de conclusies 14-19, waarbij de barrière-module tenminste een positie-sensor heeft nabij tenminste een longitudinaal uiteinde, bij voorkeur tenminste een positie- sensor nabij elk tegenoverliggende longitudinale uiteinde, voor het definiëren van een relatieve positie van de barrière-module ten opzichte van een barrière-module gekoppeld aan genoemde barrière-module op genoemd uiteinde.A traffic barrier module according to any one of claims 14-19, wherein the barrier module has at least one position sensor near at least one longitudinal end, preferably at least one position sensor near each opposite longitudinal end, for defining a relative position of the barrier module relative to a barrier module coupled to said barrier module at said end. 21. Verkeersbarrière-module volgens conclusie 20, waarbij de barrière- module is voorzien van tenminste een stang die zich uitstrekt in een longitudinale richting van de barrière-module, tenminste vanaf een longitudinaal uiteinde van de barrière-module naar een centraal gedeelte van de module toe en bij voorkeur vanaf nabij een longitudinaal uiteinde van de module naar nabij het tegenoverliggende longitudinale uiteinde van de barrière, waarbij de tenminste ene en bij voorkeur elk van de positie- sensoren is bevestigd aan genoemde tenminste ene staaf.The traffic barrier module of claim 20, wherein the barrier module includes at least one rod extending in a longitudinal direction of the barrier module, at least from a longitudinal end of the barrier module to a central portion of the module towards and preferably from near a longitudinal end of the module to near the opposite longitudinal end of the barrier, wherein the at least one and preferably each of the position sensors is attached to said at least one rod. 22. Verkeersbarrière-module volgens conclusie 21, waarbij de tenminste ene staaf zicht uitstrekt door een barrière-module lichaam, op afstand van een buitenwand van genoemd lichaam.The traffic barrier module of claim 21, wherein the at least one bar extends through a barrier module body remote from an outer wall of said body. 23. Verkeersbarrière-module volgens een van de conclusies 14-22, waarbij voor elke aandrijving een hoogte-sensor is voorzien voor het waarnemen van de hoogte van het barrière-module lichaam boven de aandrijving of een wegoppervlak waarop de barrière-module is ondersteund door genoemde aandrijvingen.A traffic barrier module according to any one of claims 14-22, wherein for each drive a height sensor is provided for sensing the height of the barrier module body above the drive or a road surface on which the barrier module is supported by mentioned drives. 24. Verkeersbarrière-module volgens een van de conclusies 14-23, waarbij de aandrijvingen zich niet uitstrekken in een horizontale richting voorbij een verticaal vlak dat zich uitstrekt door een meest buitenste longitudinale zij-rand van de barrière-module.A traffic barrier module according to any one of claims 14-23, wherein the actuators do not extend in a horizontal direction beyond a vertical plane extending through an outermost longitudinal side edge of the barrier module. 25. Verkeersbarrière-module volgens een van de conclusies 14-24, waarbij elke aandrijving een linkerzijde aandrijving en een rechterzijde aandrijving omvat, aan tegenoverliggende zijden van een denkbeeldig verticaal midden-vlak, waarbij elk van de linker aandrijving en rechter aandrijving elk een aandrijfwiel omvat en een aangedreven wiel, en een rupsband die zich uitstrekt rondom genoemd aandrijfwiel en genoemd aangedreven wiel, waarbij elk aandrijfwiel is verbonden met een elektrische motor door een tandwieloverbrenging, en waarbij elke elektrische motor in hoofdzaak is gepositioneerd tussen een aandrijfwiel waarmee het is verbonden en een aangedreven wiel van de tegenoverliggende aandrijving.A traffic barrier module according to any one of claims 14 to 24, wherein each drive comprises a left-side drive and a right-side drive on opposite sides of an imaginary vertical center plane, wherein each of the left-hand drive and right-hand drive each comprises a drive wheel and a drive wheel, and a track extending around said drive wheel and said drive wheel, each drive wheel being connected to an electric motor by a gear transmission, and wherein each electric motor is positioned substantially between a drive wheel to which it is connected and a driven wheel of the opposite drive. 26. Verkeersbarrière-module volgens conclusie 25, waarbij de in hoofdzaak verticale steun is verbonden met de aandrijving tussen de linkerzijde aandrijving en de rechterzijde aandrijving.The traffic barrier module of claim 25, wherein the substantially vertical support is connected to the drive between the left-side drive and the right-side drive. 27. Verkeersbarrière-module volgens een van de conclusies 14-26, waarbij de barrière-module is voorzien van koppelingselementen op tegenoverliggende longitudinale uiteindes van de module, voor het verbinden van de module aan een aangrenzende module, waarbij tenminste een van de koppelingselementen is voorzien van een slot, waardoor wordt voorkomen dat het koppelingselement lost komt van een koppelingselement waarmee het is gekoppeld, in het bijzonder in een in hoofdzaak verticale richting.A traffic barrier module according to any one of claims 14-26, wherein the barrier module includes coupling elements on opposite longitudinal ends of the module for connecting the module to an adjacent module, wherein at least one of the coupling elements is provided of a lock, thereby preventing the coupling element from becoming detached from a coupling element to which it is coupled, in particular in a substantially vertical direction. 28. Verkeersbarrière, omvattende een reeks barrière-modules volgens een van de voorgaande conclusies 14-27.A traffic barrier comprising a series of barrier modules according to any one of the preceding claims 14-27. 29. Verkeersbarrière volgens conclusie 28, waarbij verder een besturingseenheid is voorzien voor het op afstand aansturen van de aandrijvingen en voor het ontvangen van data van sensors voorzien in de modules, waarbij de besturingseenheid bij voorkeur een algoritme voor aansturing van de aandrijvingen omvat die tenminste deels is gebaseerd op genoemde data.A traffic barrier according to claim 28, wherein a control unit is further provided for remotely controlling the drives and for receiving data from sensors provided in the modules, the control unit preferably comprising an algorithm for controlling the drives which is at least partly is based on said data. 30. Verkeersbarrière volgens een van de conclusies 28-29, waarbij de verkeersbarriere verder is ingericht voor het bewegen van tenminste een van de barrière-modules, en bij voorkeur tenminste een gedeelte omvattend meerdere barrière-modules, bij grotere voorkeur in hoofdzaak de gehele verkeersbarrière, in een richting in hoofdzaak dwars op de longitudinale richting van een of meer van de barrière-modules.A traffic barrier according to any one of claims 28-29, wherein the traffic barrier is further adapted to move at least one of the barrier modules, and preferably at least a portion comprises a plurality of barrier modules, more preferably substantially the entire traffic barrier , in a direction substantially transverse to the longitudinal direction of one or more of the barrier modules. 31. Verkeersbarrière volgens een van de conclusies 28-30, waarbij de verkeersbarrière zijn eigen krachtbron omvat, die bijvoorbeeld tenminste een batterij, interne verbrandingsmotor, en/of elektrische generator kan omvatten.A traffic barrier according to any one of claims 28-30, wherein the traffic barrier comprises its own power source, which may for instance comprise at least a battery, internal combustion engine, and/or electrical generator. 32. Verkeersbarrière volgens een van de conclusies 28-31, waarbij de verkeersbharriére een ontvanger omvat voor het draadloos ontvangen van een of meer afstandsbedienings-signalen, en waarbij de verkeersbarrière verder een besturingseenheid omvat voor het aansturen van tenminste een of meer aandrijvingen en/of actuatoren van de verkeersbarrière tenminste deels gebaseerd op genoemde een of meer afstandsbedienings-signalen.A traffic barrier according to any one of claims 28 to 31, wherein the traffic barrier comprises a receiver for wirelessly receiving one or more remote control signals, and wherein the traffic barrier further comprises a control unit for controlling at least one or more drives and/or actuators of the traffic barrier at least partly based on said one or more remote control signals. 83. Verkeersbarrière volgens een van de conclusies 28-32, waarbij de verkeersbarrière verder tenminste een zender omvat voor bekabeld of draadloos verzenden van data over de verkeersbarrière, zoals bijvoorbeeld huidige locatie data van de verkeersbarrière of van een respectief deel van de verkeersbarrière, welke locatie data bijvoorbeeld kan zijn gebaseerd op GPS-data of dergelijke.A traffic barrier according to any one of claims 28-32, wherein the traffic barrier further comprises at least one transmitter for wired or wireless transmission of data over the traffic barrier, such as, for example, current location data of the traffic barrier or of a respective portion of the traffic barrier, said location data, for example, may be based on GPS data or the like. 34. Aandrijfmodule voor gebruik in een barrière-module volgens een van de conclusies 14-27 of een barrière volgens conclusie 28-33, of in een werkwijze volgens een van de conclusies 1-13, omvattende tenminste een basis met een linkerzijde-aandrijving en een rechterzijde-aandrijving, elk omvattend tenminste een aandrijfwiel en een aangedreven wiel, en tenminste een motor verbonden met het relevante aandrijfwiel door een overbrenging, waarbij de linkerzijde-aandrijving en de rechterzijde- aandrijving onafhankelijk aan te drijven zijn.A drive module for use in a barrier module according to any one of claims 14-27 or a barrier according to claim 28-33, or in a method according to any one of claims 1-13, comprising at least one base with a left side drive and a right side drive, each comprising at least a drive wheel and a drive wheel, and at least one motor connected to the relevant drive wheel by a gearing, the left side drive and the right side drive being independently driveable. 35. Aandrijfmodule volgens conclusie 34, waarbij elk van de linkerzijde-aandrijving en de rechterzijde-aandrijving een rupsband omvat die zich uitstrekt rondom het respectieve aandrijfwiel en aangedreven wiel.The drive module of claim 34, wherein each of the left-side drive and the right-side drive comprises a track extending around the respective drive wheel and driven wheel. 36. Aandrijfmodule volgens conclusie 34 of 35, waarbij een hftmodule is voorzien boven de basis.A drive module according to claim 34 or 35, wherein a main module is provided above the base.