ES3029562T3 - Traffic barrier, method for using a barrier, and barrier module - Google Patents

Abstract

Method for protecting workers and/or equipment from errant vehicles and/or diverting traffic on a road surface, using a plurality of connected barrier modules, each barrier module provided with at least one drive, wherein the plurality of barrier modules are supported on the road surface solely by their drives, at least during use as a temporary traffic barrier. (Automatic translation with Google Translate, no legal value)

Description

DESCRIPTION

Traffic barriers, method of using a barrier and barrier module

The invention relates to a method for protecting workers and/or equipment from errant vehicles and/or redirecting traffic on a road surface, by using a plurality of connected barrier modules, each barrier module provided with at least one drive. The disclosure further relates to methods for establishing and removing temporary traffic barriers. The disclosure further relates to traffic barrier modules and traffic barriers for protecting workers from errant vehicles and/or redirecting traffic, in particular to a temporary traffic barrier, and to a barrier module for use in or as such a barrier. The invention further relates to a use of a barrier or barrier module(s).

Traffic barriers are known and often used temporarily, for example, during a period when construction work, such as roadworks, is to be carried out.

A well-known type of traffic barrier often used to protect workers from passing traffic is the so-called Jersey barrier, Jersey wall, or Jersey bump. This so-called Jersey barrier is a modular traffic barrier arranged to divert vehicles from crossing to the other lateral side of the traffic barrier. In cross-section, the outer face of the Jersey barrier defines a lower section with a relatively shallow slope, while an upper section has a relatively steep slope. When a vehicle collides with the barrier in a shallow-angle impact, when in top view the angle between the longitudinal direction of the barrier and the vehicle's direction of travel is therefore relatively small, this design can allow the vehicle's tires to ride up the lower shallow sloped face. As a result, the vehicle can gradually lift and turn away from the area on the opposite lateral side of the barrier. Variations of the Jersey barrier are also known and include, for example, the so-called F-shaped barrier, where the distance from the ground to the gradient break between the gentle slope and the steep slope is smaller, for example, approximately 255 mm instead of the approximately 330 mm often found in a more traditional Jersey barrier. Another variation is the so-called constant gradient barrier, which does not have a shallow slope and a steep slope, but has a side face defining a constant gradient of, for example, approximately 10 degrees to the vertical.

The well-known Jersey barrier and its variations are often made of reinforced concrete.

However, other materials are also used. For example, traffic barriers made 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 lightweight compared to concrete barrier modules, can facilitate transport, handling, and placement, which can be especially beneficial for short-term applications, for example, in the case of roadworks. Hollow plastic barrier modules can be filled with water, particularly after placement on site, to improve the degree of protection.

Another alternative material used for barrier modules, such as Jersey-type barriers, is metal, particularly steel. Unlike plastic barrier modules, metal barrier modules are not filled with water, but rely on their own weight.

Other traffic barriers are also known, which can be used temporarily.

As mentioned above, a temporary traffic barrier can be used to protect workers or equipment during construction work. The traffic barrier, which for example may extend over a length of, say, approximately 100 meters, approximately 150 meters, or several hundred meters or more, must be installed before it can fulfill its purpose. Typically, the installed temporary traffic barrier will prevent traffic from using one or more lanes, and/or the traffic barrier may prevent a shoulder of the road from being used as an emergency stop lane. This can significantly impede traffic. Therefore, it is generally desirable to keep the length of the temporary traffic barrier relatively short. However, when construction work, such as paving, moves along the length of the road, workers will approach the proximal end of the traffic barrier relatively quickly. Additional barrier modules must then be installed to extend the proximal end of the traffic barrier and/or the barrier modules near the distal end must be removed. Or longer barrier lengths are installed from the outset, leading to the phenomenon that roadworks are only carried out on a small portion of the total demarcated area. This also results in longer and longer traffic disruptions. Often, this will require at least one additional road lane to be temporarily closed, for example, by means of traffic cones. This will be necessary, particularly if equipment cannot be provided on the other side of the barrier to be erected or removed. For example, if the barrier is to be placed on or near the outer edge of a road shoulder or near a road median, equipment—including heavy trucks for supplying or removing barrier modules, for example—generally cannot use the edge or a median strip.

Such problems can even be problematic when the road is relatively busy, when there are no suitable detour options, and/or when the road is relatively narrow with relatively few lanes, which may be the case, for example, with an elevated road, such as a road on top of a dike. Furthermore, other factors may make replacing the temporary traffic barrier difficult, such as environmental restrictions that may prohibit nighttime operations. It will be understood that such problems can greatly increase the costs of barrier operations, for example, as they may delay road work.

For example, due to these or other problems, the installation of temporary traffic barriers is sometimes omitted, which can lead to unsafe situations. However, authorities sometimes prescribe the omission of temporary barriers in such projects, for example, when the work is expected to take less than two weeks, because the installation and removal of the temporary barrier is expensive and time-consuming.

Document US2019/0301117A1 describes a method for using a crash barrier comprising a plurality of crash barrier sections comprising a diverter body with at least one movable gear that is movable between a standby position and a traveling position. In the standby position, the gear is retracted upwardly into a receptacle within the diverter body and moved out of said receptacle into the traveling position. In the traveling 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 traveling position. This makes this known crash barrier complicated both in design and construction and in use. Furthermore, it limits the possible ways in which such a crash barrier can be used.

This known barrier is used as a crash barrier, used to divert or stop errant vehicles, when the gears are in the standby position. This means that the gears retract into the diverter body so that the barrier module is positioned on the underside of the diverter body. This means that for any movement of a barrier module, the barrier must first be raised, then replaced, after which the barrier module must be lowered again to function as a barrier.

Document AU2014265099 describes a truck with a barrier system comprising modules that fold between a front portion and a rear portion of the truck, such that during use the truck with the series of modules forms a temporary barrier.

WO2017/118475 describes a crash barrier that is movable by using tracked drive units, which drive units can be rotated around a vertical axis to change from a longitudinal movement of the barrier to a movement that includes an angle with the longitudinal axis. In this known barrier, each barrier module comprises at least one such drive unit and a lifting unit for lifting the barrier module off the road surface. During use of the barrier as a crash barrier, i.e., while it is positioned to withstand the possible impact of traffic, the barrier rests directly on the road surface, with the drive units and lifting units retracted upwards into the barrier body.

Document NL9001524 describes a barrier with interconnected barrier modules. Each of the barrier modules comprises at least one drive unit that can be moved upward in the barrier body when the barrier is used as a traffic barrier, to prevent vehicle impact, and can be moved downward in an active position to drive the barrier module substantially sideways. The drive units themselves cannot rotate relative to the barrier body. In document NL9001524, the movable barrier modules are coupled between traditional stationary barrier modules.

Again, these known barriers are used as traffic barriers, and for any movement of a barrier module, the barrier has to be raised first, then replaced, after which the barrier module has to be lowered again, to function as a barrier.

It is an objective of the disclosure to provide an alternative method for protecting workers and/or equipment from errant vehicles and/or for redirecting traffic on a road surface. More particularly, it is an objective to provide a method that is simpler to use and that provides improved flexibility in the use of a traffic barrier. In particular, it may be an object of the invention to provide a method wherein at least one of the disadvantages of a prior art method is counteracted. More particularly, the invention may seek to provide a method wherein at least one of the aforementioned disadvantages is counteracted.

In one aspect, a method of the disclosure may be characterized in that the array of barrier modules is supported on the road surface only by its drives, at least during use as a temporary traffic barrier.

A barrier module according to the invention is used to protect workers and/or equipment from errant vehicles and/or to redirect traffic on a road surface while standing on the axles rather than on the underside of the body as is usual. Since the barrier modules are supported on the drives, the modules or the barrier formed with such modules can be moved while being used as a barrier. For example, the barrier can be moved along with the workers and/or moving equipment, e.g., working alongside the road or on a portion of the road or above the road. The barrier can be moved continuously or intermittently, without the need to lower the barrier body onto the road surface between movements, as in the prior art. With such a method, workers and equipment can be well protected by the temporary barrier, which temporary barrier can be of a relatively short length. Furthermore, since the barrier can be moved along a surface along with workers and/or equipment, there is no need to set up a barrier repeatedly, which will reduce traffic obstruction and significantly reduce costs.

By supporting the barrier module(s) only on their drives, contact between, for example, the lower edges of the barrier body and the road surface is avoided, thereby preventing damage to the road surface by such edges.

The barrier modules of the invention may be coupled in a substantially longitudinal direction. In embodiments, the barrier formed by said modules may comprise a curve or bend, which may be maintained during movement of the barrier over said road surface. Thus, the barrier may bend or curve around workers and/or equipment, protecting workers and/or equipment from errant vehicles.

In embodiments, a method of the disclosure may comprise the steps of configuring a traffic barrier comprising a plurality of interconnected barrier modules, comprising the steps of positioning 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, and positioning a second barrier module on said surface at or near said first position, and coupling said second barrier module to said first barrier module. Similarly, but in reverse order, the barrier modules may also be removed again.

Furthermore, the disclosure is directed to a traffic barrier module for protecting workers from errant vehicles and/or for redirecting traffic, suitable for use in a method of the disclosure, wherein the traffic barrier module comprises at least one, preferably 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 operable to orient a driving direction of the drive, and a substantially vertical support for supporting the barrier module on the drive, wherein a lifting module is provided for each drive for raising the relevant barrier module relative to said drive.

Providing a barrier module with at least two drives, each drive having at least two sets of independently driveable wheels and/or tracks, the module being easily and freely repositionable during use. The independently driveable wheels or tracks of each drive thus allow the driving direction of each drive to be easily set by the drive itself, thereby enabling a simple and robust support construction for supporting the barrier module on the drive. The lifting module(s) further allow the height position of the module above the drive to be set.

Since the traffic barrier includes its own drives, no external drive is required. Therefore, the traffic barrier can be self-propelled. As a result, the traffic barrier can be moved forward, backward, and sideways without the need for any external equipment and/or workers, who would otherwise need to temporarily close an additional lane during the relocation of the traffic barrier. This can, for example, reduce delays, as workers do not need to wait until a suitable time to close an additional lane. Furthermore, this will lead to cost savings and increase safety. Additionally or alternatively, relocating the barrier without the need for external equipment can reduce exhaust fumes, particularly when the traffic barrier is propelled by one or more electric motors.

The invention also provides a method for relocating an elongated traffic barrier, comprising a first step of providing a modular elongated 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 be self-propelled by its own drives, moving the traffic barrier, particularly forwards or backwards and/or sideways, for example 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 in a state in which it is at least partially moving forward or backward, may be flexible to a certain extent in its longitudinal direction. This may, for example, facilitate the traffic barrier following curves in the road. To this end, the connections between adjacent barrier modules may, for example, be rotatable to a certain extent relative to themselves, for example, at least when at least one of these modules is moving. As a first example, such a rotatable connection may be formed by a rotating shaft. As an alternative example, a flexible connecting piece may be mounted between two adjacent barrier modules.

It will be appreciated that, at least in embodiments, such pivot and/or such flexible connecting piece may be arranged to be lockable.

In some embodiments, the entire traffic barrier can be actuated as a whole. As a result, the entire traffic barrier can be moved forward or backward and/or sideways to a certain desired distance.

After the barrier is moved, the barrier modules of the traffic barrier do not need to be lowered to provide sufficient shielding. Indeed, in some embodiments, the friction between the rolling elements and the road surface, and/or when the barrier is relatively long and/or relatively heavy, may be sufficient to prevent the traffic barrier from substantially shifting upon impact by a vehicle. The temporary traffic barrier may be arranged so that when standing on its wheels or tracks, it is in a state that complies with the respective laws, regulations, and standards, and, for example, complies with the EN-1317 crash test standard. To provide relatively high friction, the rolling elements may comprise, for example, continuous tracks or the like.

In a method according to the disclosure, a barrier formed from coupled barrier modules according to the disclosure is capable of being moved continuously or intermittently at least in a substantially longitudinal direction of the barrier and/or a road surface on which the barrier is used, in conjunction with workers and/or equipment working on and/or above said road surface, which also moves at least in said longitudinal direction.

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

Advantageously, the substantially self-propelled traffic barrier may comprise one or more receivers for receiving one or more remote control signals via cable or wirelessly. 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 partially on said one or more remote control signals. This may allow the traffic barrier to be controlled remotely. In embodiments, the traffic barrier may be controlled by a person who is present at the location of the traffic barrier, and who can visually determine whether the traffic barrier is moving as desired.

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

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

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

For example, the traffic barrier may, for example, 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 that may facilitate autonomous driving.

For example, the traffic barrier may be ordered to travel to a certain location or may be configured to perform certain tasks. For example, the traffic barrier may be configured to be configured and/or may be substantially directly ordered to travel from a first location to a second location. Such a first location may be, for example, a location at which the modular traffic barrier is assembled and/or may be a location at which the barrier is temporarily parked, for example, to substantially keep the roadway clear during time intervals when no roadwork is being performed. Alternatively or additionally, the first location may be, for example, a first location where the barrier is used, for example, to protect workers from passing traffic. The second location may be a location, in particular an additional location, where the barrier is used, for example, to protect workers. Additionally or alternatively, the second location may be a location where the barrier is parked and/or dismantled, and may be formed, for example, by a parking area along a roadway.

Additionally or alternatively, the traffic barrier may be arranged and/or configured to substantially follow one or more predetermined or specific external entities, for example, one or more pieces of work equipment, such as, for example, a paver for laying asphalt or, for example, an asphalt cutter. For example, the traffic barrier may be arranged to substantially autonomously and/or substantially cooperatively follow a work machine or the like, or other entity, along the roadway as roadwork moves along said roadway. Alternatively, the traffic barrier may move in conjunction with other work, such as, for example, roadside work, for example, grass cutting work. This can be very advantageous, for example, as it can allow the traffic barrier to be moved without closing a traffic lane or an additional traffic lane and/or without taking up space to move equipment to move the barrier on the side of the barrier where roadwork is to be carried out. This can be advantageous, for example, if the newly laid asphalt has not yet cooled sufficiently. Furthermore, using a traffic barrier that moves along with the roadwork 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 commercially available barrier modules which may then be fitted by means of one or more such carriages.

Although the raising and lowering of the barrier module may be performed by means of an actuator such as an electric motor, the traffic barrier may alternatively, or additionally, for example to form a backup functionality, be provided with a lifting and lowering mechanism that can be operated manually.

Although the present invention is directed to a traffic barrier that is substantially movable in its longitudinal direction, said traffic barrier may be further arranged to move at least one of the barrier modules, and preferably at least one 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:

Figure 1 shows a schematic perspective view of an access road provided with a conventional temporary traffic barrier;

Figure 2 shows a schematic perspective view of an embodiment of a traffic barrier according to an aspect of the invention;

Figure 3 shows a schematic partially cut-away side view of another embodiment of a traffic barrier according to an aspect of the invention;

Figure 4 shows a schematic perspective view of an embodiment of a traffic barrier according to a further aspect of the invention;

Figure 5 shows a longitudinal cross-sectional side view of a barrier module of the description;

Figure 6 shows a cross-sectional view of a barrier module along the line VI - VI in Figure 5;

Figure 7 shows a partially broken barrier module according to the description, with two drives;

Figure 7A shows a partially broken portion of a module according to the description, in top view;

Figures 8A - D show four stages of coupling two barrier modules of the disclosure; Figure 9 shows in perspective view an embodiment of a drive according to the disclosure;

Figure 10 shows in perspective view a drive according to claim 9, provided with a lifting module;

Figure 11 shows a drive with part of a barrier module partially broken;

Figure 12 shows a perspective view of a drive with part of a vertical support;

Figures 13A - C show different height positions of a housing relative to the drive, for adjusting the height position of a barrier module;

Figure 14 shows a horizontal cross-sectional view of a drive, taken along plane XIV - XIV in Figure 12;

Figure 14A shows a schematic top view of a wheel drive;

Figure 14B shows a schematic top view of a drive with holonomic wheels; Figure 15A - I shows steps in a method for establishing a barrier of the description, which in reverse order can also be understood as a method for removing a barrier; and

Figure 16 shows a top view of part of a road with a parking area, with a barrier placed in the parking area, to be moved to the road.

The figures show embodiments of barrier modules and barriers provided with such barrier modules, as well as methods for using barriers and mobile barrier modules. These embodiments are shown only as examples and do not limit the description in any way or form. In the figures, the same or similar symbols or reference numbers refer to identical or corresponding parts.

In this application, road surface should be understood as any surface on which a barrier or barrier module can be used as described, including, but not limited to, surfaces made of hard materials such as asphalt, pavement, concrete, cobblestones, brick, stone, cement or the like, driving plates of metal or concrete or the like, and soft materials such as sand or gravel, and can be any surface on which vehicles can pass, such as roads, parking lots, gas stations, utility areas, storage facilities and the like.

In this description, the words "substantially" should be understood as meaning that slight variations from a value referred to are also considered to be encompassed by that value, such as variations of 20% or less, such as 15% or less, such as 10% or less, such as 5% or less, unless otherwise indicated or made clear from the context of the wording.

Figure 1 shows two conventional temporary traffic barriers 101. Here, the temporary traffic barriers 101 are temporarily placed on the shoulders 120 of a road 121 above a dam 122. In this case, the temporary traffic barriers 101 are installed to protect workers 123 from errant vehicles since the standard guardrails 124 have been removed locally in view of construction work on the dam. For example, during installation, dismantling or relocation of 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 the equipment 126 used to relocate the 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 one aspect of the invention, which is designed as a self-propelled traffic barrier 1. The traffic barrier 1 is arranged and/or intended to protect workers from errant vehicles and/or to redirect traffic. The traffic barrier 1 forms a temporary traffic barrier, in particular a crash-rated mobile road barrier.

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

In a cross-section, the outer face of the barrier 1 may, for example, 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 example, form 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 example, form 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 elongated barrier modules 2 which are connected to one another, preferably in a manner where two adjacent barrier modules can rotate relative to each other by a certain amount, at least when the road-borne traffic barrier 1 is relocated or moved from one location to another. In the embodiment of Figure 2, the barrier modules 2 are connected to one another via an intermediate barrier portion 3, which is formed here by a carriage 9. However, in alternative embodiments, such as for example the embodiments shown in Figure 3 and Figure 5, the barrier modules 2 are connected directly to one another.

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

The height of the barrier modules 2 may correspond to the height of a conventional barrier module 2 of a conventional temporary traffic barrier, and/or may be, for example, at least about 50 cm, preferably 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 example about 105 cm or about 115 cm.

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

According to one 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 transmission may comprise, for example, an actuator 6 for moving 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, embodiments of a drive 5 and parts thereof for use in or with a barrier module 2 are shown in different views in Figures 9 - 11 and Figures 13 and 14.

In embodiments, the actuator 6 may drive one or more wheels 7 or other rolling elements 7, such as, for example, cylindrical rollers or balls or continuous tracks, to move the respective barrier module 2 or modules 2, or even the complete modular traffic barrier 1 substantially in their 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 displaced, for example, to adjust to follow roadworks which may also be displaced or moved along the longitudinal direction of a road.

The transmissions 5 may comprise two sets of wheels or tracks 7 which may be driven independently by the actuator 6 or separate actuators 6, such as, for example, one or more hydraulic or electric motors. In, for example, Figures 8 - 14, the units 5 are shown provided with two tracks 7, as will be discussed later. Alternatively, as shown schematically in Figure 14A, the drive 5 may 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 drive wheel 7, for example driven by a motor 61 and gear 61, similar to the drive as shown in Figure 14.

In an alternative embodiment as shown schematically in the top view in Figure 14B, the drive 5 may be or comprise a drive 5 based on a holonomic wheel, an omni wheel or a Mecanum wheel. In such a drive 5, each wheel 7 is provided with a plurality of rollers 7A provided on or forming the circumference of the wheel 7, which rollers 7A each have an axis rotatable at an angle relative to the axis of the wheel 7, such that each wheel can move on a surface in all directions, as is known in the art. In such an embodiment, each wheel 7 is in fact an array of wheels. The wheels 7 are all driven by a motor 60 through a gear 61, so that they can be driven independently of each other, to change the driving directions D<5>of the unit 5. Such a drive 5 may have, for example, three or more wheels 7. Obviously, different types of these drives 5 can be combined into one barrier 2 or barrier 1 module. With such a drive 5, the drive 5 can move in any horizontal direction, without the need to rotate the carrier 53 of the drive 5.

In other alternative embodiments, a drive 5 of a barrier 1 or barrier module 2 for use in a method according to the disclosure may 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 to change the driving direction D<5> of the drive 5 and thereby change a moving direction of the barrier 1 or barrier module 2. The traffic barrier 1 may comprise carriages 9, which are arranged to move at least one of the barrier modules 2, as can be seen by way of example in the illustrative embodiment of Figure 3. The carriage 9 may be formed as an integrated unit 8, which may for example be integrated into a more or less standard barrier module, for example a commercially available commercial barrier module. Such a carriage 9 may comprise a drive 5 as described.

The barrier 1 or the barrier module 2 may comprise a battery 10, or other power source, which for example may power the actuator 6 of said drive 5. However, the power source may alternatively be located outside the module 2.

Additionally, the traffic barrier 1 may be provided with one or more solar panels 33, which may, for example, be used to recharge one or more batteries 10 of the traffic barrier. Preferably, the solar panels 33 may be removably installed on a barrier module 2, for example after the traffic barrier 1 has been installed in 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 by at least partially hiding the construction site from view, thereby, for example, counteracting road users from being distracted by said construction site. These could also be different panels 135, preferably non-transparent panels.

For example, for mounting such solar panels 33, or for mounting other elements, such as reflector elements, the barrier modules 2 may be provided with connectors 34, for example formed by one or more receiving channels 34 or other openings 34 or the like, which may be provided, for example, at an upper end of the barrier module 2. The rolling elements 7 may be driven by the drive 5.

The traffic barrier 1 may comprise a receiver 16 for wirelessly receiving one or more remote control signals. The traffic barrier 1 may 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 in part on said one or more remote control signals.

Additionally or alternatively, the traffic barrier 1 may comprise at least one transmitter 18 for transmitting wireless data about the traffic barrier 1, such as, for example, current location data of the traffic barrier 1 or of a respective part of the traffic barrier 1, which location data may, for example, 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. Figure 3 shows a camera 105 with which, for example, images of one or more barrier modules 2 may be taken, in order to evaluate their relative positions to each other and/or their position in relation 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, may be provided in a barrier module 2, an intermediate barrier part 3 and/or a drive 5 or other incorporated 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 wirelessly, 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 wired. 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 may be detachably connected thereto. The remote control may, for example, be hand-held by a person, for example, a person walking alongside the movable barrier 1. However, other embodiments are also possible. For example, the remote control may be part of and/or attached to a piece of work equipment, such as a lawnmower, paver, asphalt cutter, etc., which may be moved along the roadway during work. Additionally or alternatively, the barrier modules 2 or the barrier 1 or the remote control 100 may comprise software for defining a route for the barrier modules 2 and/or the barrier to follow.

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

In embodiments, as is the case, for example, in the embodiment of Figure 3, the rolling elements 7 can be moved between a retracted position, in which they are raised relative to the respective barrier module 2 and/or relative to the underlying road surface 35, and an extended position, in which the rolling element 7 engages said road surface 35. For this purpose, a lift 19 may be provided for moving the rolling elements 7 from their extended position to their retracted position, and vice versa, which lift 19 may comprise an actuator, for example, an electric motor, which for example may be powered 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 lengthening and retraction 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, e.g., to form a backup functionality, be provided with a manually operable lifting and lowering mechanism. For this purpose, as can be seen in Figure 3, the drive 19 for retracting and extending the rolling elements 7 may be arranged to be operated manually, e.g., by means of a control handle that can be removably attached via a connector 29.

Preferably, the drive 5 only retracts into the module 2 for storage of the module, for example, in a transport vehicle 106, but extends during use of the module 2 as or in a barrier 1. It will be appreciated that it will not be necessary to actively actuate each of the drives 5 to propel the barrier 1 or the barrier module 2, since some of the rolling elements may be inactive in some embodiments.

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

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

Figure 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 redirecting traffic, with an outer wall 2A of the barrier module 2 partially broken away. Figure 6 shows said module 2 in a cross-sectional view along the line VI - VI in Figure 5. The traffic barrier module 2 may have a shape similar to that, for example, as shown in Figure 2, wherein a barrier module body 2C may comprise 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 shown here as the outermost side edge 41 of the module 2 as well.

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 wheel or track assemblies 7, independently driveable to orient a driving direction D<5> of the unit 5. A general driving direction D<5> of a drive unit 5 will be straight or backward if the wheel or track assemblies are driven at the same speed, while the general driving direction will be curved if the wheel or track assemblies 7 are driven at different speeds. Unless otherwise defined, a driving direction D<5> of a drive unit is to be understood as a direction in which a drive unit 5 will or would move if the wheel or track assemblies 7 are or would be driven at the same speed. A vertical support 40 is 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 vertically. A lifting module 43 is provided for each drive 5 for raising 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, which allows rotation of the support 40 about a longitudinal axis X<40> of the support 40. Furthermore, the housing 44 allows movement of the housing 44 in the longitudinal direction L<40> of the support 40. Preferably for this purpose the lifting 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 a connection between the barrier body 2C and the drive 5 or at least one support 40 thereof.

In the embodiment as shown, by way of example, in Figure 5 and further elucidated, for example, in Figures 8 - 11 and 13, the lifting module 43 is coupled to a base frame 46 around the support 40. In this embodiment, the lifting module 43 comprises an arm 47, which rotates around a pivot axis 48, which is shown here as 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 is coupled to the support 40. The motor 50 is preferably a linear motor, such as an electric motor, with which at least a tensile force Fp can be exerted on 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 which rotates in the housing 44. The upper part 54 extends into the housing 44, so that a telescopic support 40 is provided. The housing 44 can rotate around the axis comprising the lower part 52 and the upper part 54, around the longitudinal axis X<40>, preferably at least at 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 on the first end 49 of the arm 47, the arm 47 will rotate about the pivot axis 48 and push the barrier module 2, or at least the housing 44 with the barrier module body 2C connected to it upwards relative to the base part 53 of the drive 5. Allowing the arm 47 to rotate 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 to allow 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, so that it cannot move, in particular not upwards or downwards. The lower part 52 has an upper end 55 which forms a flange. The arm 47 may have an end extending on two opposite sides of the upper part 54, which engages said upper end 55, ensuring an even better distribution of forces. The upper part 54 is preferably supported in a bearing pot 74A so that the upper end 54 can rotate within said pot 74A.

In the embodiments shown and discussed, and as indicated, for example, in Figure 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 transmission 56 and the right side transmission 57 are positioned on opposite sides of an imaginary vertical central plane V, preferably a plane extending through the vertical axis X<40> of the support 40. Each of the left side drive 56 and the right side drive 57 comprises a drive wheel 58A, B and a drive or idle wheel 59A, B, and a track 7 extending around the drive wheel 58A, B and the drive wheel 59A, B. Each drive wheel 58A, B is connected to a motor such as an electric motor 61 through a gear 62. The transmission 62 is preferably a reduction transmission, which reduces the rotation speed of the drive wheel 58 relative to the motor shaft 61 significantly, for example by 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 of the transmission 56, 57 is further provided with a track tensioner 67, for tensioning the track 7 around the wheels 58, 59. In addition, one or more guide rollers 68 may be provided between the wheels 58, 59 for supporting the track 60 additionally.

The design of the drives 5, such as the gear ratio, is preferably chosen such that the track 7 does not turn the drive wheel 58 when the barrier module 2 is pushed close to the relevant drive in a substantially horizontal direction, for example upon impact of a vehicle on the barrier module 2 in line with the test protocols of NEN-EN-1317. The barrier will not be detached after such an impact and will operate 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 only by the drives 5. This means that the lower edge 41 will be suspended above the road surface 35, 127 and the barrier module 2 or barrier 1 can be moved over said road surface immediately by actuating the motors 61. The height H of the barrier module body 2C can be adjusted by using the lifting mechanism, but this is not necessary since the barrier 2 will be rested on the surface by means of said drives 5.

Similarly, a drive unit as shown in Figure 14A, having trackless wheels 7, or in Figure 14B, comprising omnidirectional wheels, can be designed to allow the use of the barrier module 2 provided therewith, or at least one barrier provided with such modules, to be used as a barrier, in compliance with said NEN-EN-1317 line test protocols, without the lower edge or the supporting elements of the barrier, in addition to the drives, having to rest on the road. According to the invention as defined in claim 14, the drives are self-regulating.

In all embodiments, it can be achieved to allow use as the barrier when supported on drives 5 only, whether with tracks, wheels, omnidirectional wheels or combinations of these, in various ways, examples of which will be analyzed, without limiting the description.

As discussed, a gear 61, especially a low gear 61, may be provided between a motor 60 and a wheel 7, which ensures that the wheel 7 can be actively rotated by the motor 60 but which will make it very difficult or even impossible to rotate the wheel by pushing against the barrier module 2, especially by impact from a vehicle. Alternatively, a direct-drive track or wheel could be used, by using a low-revving motor or a low-revving motor. For example, a low-RPM, high-torque motor may be used. In embodiments, the motor(s) may be a hydromotor. A low-revving motor is known in the art and may be used in the present disclosure as a self-braking motor. An example of such a hydromotor is a Hagglunds motor, which among other things allows for a compact design of the drive units 5. In addition to or as an alternative to a gear and/or a low-revving motor, a brake 200 may be used on or for each transmission unit. A brake 200 may be, for example, an electric brake or a mechanical brake. In embodiments, a drive 5 may be braked by using an electric current applied to the motor or engine 61. A brake 200 for use in a barrier 1 or barrier module 2 according to the disclosure may be a negative brake. In such a brake, the drive 5 is braked when the brake 200 is not powered, such as in a rest position. In order to be able to actuate the drive units 5 in such an embodiment, the brake 200 has to be powered, for example, by an electrical current or mechanically, to release the brake 200 and allow the motor 61 to drive the relevant wheel 7 or wheels 7 or the track 7.

A brake 200 for use in a barrier 1 or barrier module 2 according to the disclosure may be a positive brake. In such a brake 200, the drive 5 is braked when the brake 200 is energized. In order to actuate the drive units 5 in such an embodiment, the brake 200 is released, while to brake the brake 200 is actuated, for example, by an electrical current or mechanically, to engage the brake 200 and prevent the motor 61 from driving the relevant wheel 7 or wheels 7 or the track 7.

Alternatively or additionally, a barrier 1 or barrier module 2 may be provided with a braking system comprising one or more elements 201 that can be dropped onto a surface 35 on which the barrier 1 is used, to increase friction, substantially preventing the barrier 1 or barrier module 2 from moving along said surface 35. Such an element 201 may be, for example, a block, such as, but not limited to, a rubber or concrete block, providing such friction, for example, by weight of the element 201 and/or by being urged against the surface, for example, by (electro)mechanical means 202.

In such braking systems as described hereinbefore by way of example, preferably at least one sensor system 203 is provided, comprising a sensor 204 in use that detects impact of a vehicle on the barrier 1 or barrier module 2. If such an impact is detected, the sensor system 203 will activate the brake(s) or the braking system of the barrier 1 or the barrier module 2, such that movement of the relevant barrier 1 or barrier module 2 is substantially prevented, thereby ensuring proper use as an impact barrier. Such a sensor system 203 is known, for example, from airbag systems used in automobiles, motorcycle or bicycle helmets and the like.

Additionally or alternatively to a sensor system 203 that detects an impact of a vehicle, a detection system that detects the proximity of a vehicle to the barrier 1 or barrier module 2 may be used. In such a system, a threshold value may be set, for example, for an allowed proximity of a vehicle to the barrier 1 or barrier module 2 and/or for an allowed relative speed and/or speed direction of said vehicle to said barrier 1 or barrier module 2. If a vehicle approaches said barrier 1 or barrier module 2 below said threshold value and/or has a speed and/or speed direction relative to the barrier 1 or barrier module 2, the sensor system 203 may activate one or more brakes 200 or brake system in order to proactively prevent the barrier or barrier module from moving in case the impact of said vehicle follows. In such embodiments, the sensor system will preferably be arranged such that if no impact occurs after said detection within a predetermined time interval thereafter, the brake or the braking system will be released again, allowing the barrier 1 and/or the barrier module 2 to move again. Such a sensor system may comprise, for example, one or more known proximity sensors, such as, but not limited to, optical sensors, electromechanical sensors, radar, (un)sonic sensors, and the like. Such sensors are known, for example, from their use in automobiles, trucks, and lorries, machines, and the like.

Alternatively or additionally the barrier 1 or the barrier module 2, especially the drive units 5 can be designed such that upon impact with the barrier 1 or the barrier module 2, or in embodiments upon detection of a vehicle within a predetermined distance from the barrier 1 or the barrier module, or having a speed or speed direction relative to the barrier or barrier module above a set threshold value, the barrier 1 or the barrier module 2 will fall such that a bottom side 41A of the barrier 1 or the barrier module 2, especially the supporting elements thereof, such as for example but not limited to the bottom edges 41, supporting feet or the like, will support the barrier 1 or the barrier module 2 on the surface 35 on which the barrier 1 or the barrier module 2 is placed instead of or next to the drive units 5, increasing the friction between the module 2 or the barrier 1 and said surface 35. Again, this can be activated by a system of sensors 203, as known from airbag systems as described above, or for detecting proximity and/or relative speed and/or direction of speed of a vehicle, as described above.

It should be noted that the brakes 200 and brake systems as described may be used for any type of drivetrain, including wheels, tracks, and omni-directional wheels as described herein.

In general, the drive units 5 are self-braking, for example by using an appropriate type of motor 61, gear 62 and/or drive wheels or tracks 7, and/or may be provided with brakes or a braking system, including a sensor system for coupling the braking system to impact of a vehicle on the barrier or barrier module or by detecting the proximity and/or relative speed and/or speed direction of a vehicle, as described above.

Figure 14 shows a horizontal cross-sectional view of a drive 5 through the drive wheels 58 and the drive wheels 59 at the level of the motors 61 and gears 62. As can be seen from Figure 14, the motors, preferably the electric motors 61, can each be placed substantially between a drive wheel 58 to which it is connected and a drive wheel 59 on the opposite side of the transmission 56, 57. Each motor 61 is connected to the drive wheel 58 through a gear 62. As can be seen, the gear 62 can extend on an axle 62A, while the drive wheel 58 is mounted on an outside of said axle 62A by using two separate side bearings 69. A cover 70 is mounted on a projecting axle 71 of the gear 62, and is connected to one side of the drive wheel 58, for example by one or more bolts or pins. 80 or the like. Bearings 69 carry most of the forces exerted on wheel 58 and track 60, so that gear 62 essentially only has to provide the transmission force for 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, centered between the wheels 58, 59. Therefore, the base part 53 with the tracks 7 can easily rotate the drive 5 relative to the barrier module 2 around the axis X<40>, substantially without dragging of the tracks 7 on the surface.

As can be seen in Figure 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 rotating position thereof the base part remains, 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 laterally beyond said longitudinal side edges or at least do not extend beyond a maximum width of the barrier module 2, measured perpendicularly to the longitudinal direction D1, 2 of the barrier module 2. Preferably, the drives do not extend in the horizontal direction beyond two parallel vertical planes V1, V2 extending through the outermost longitudinal side edge of the barrier module 2, in the embodiment shown in Figure 6 the lower edge 41. Therefore, during normal use of the barrier 1 or the barrier module 2, when stood on a road surface 35 by the drives 5, a vehicle cannot come into contact with the drive 5, regardless of the rotation position of the drive 5. Therefore, the use of the barrier 1 and the barrier modules 2 as a barrier is also permitted when supported only by the drives 5.

A barrier 1 formed with barrier modules 2 as described may be driven over a road surface 35 by use of the drives 5. Since the individual drives may be rotated about their respective vertical axis X<40>, the modules 2 and thus the barrier 1 may be driven in any direction and configuration, such as straight, bent, curved or hooked. Several modules 2 may be driven relative to other modules 2 to change their relative positions, especially angles α relative to each other, which may be defined, for example, as an angle α between their longitudinal direction D, as shown, for example, in the top view in Figure 16. The barrier modules are preferably coupled to each other by couplings 15 which allow some rotation about a vertical axis, but preferably little longitudinal movement of one barrier module 2 relative to an adjacent module 2 coupled thereto. Alternatively, however, the modules 2 may be driven and/or used individually or as sets. To enable precise positioning and steering of the modules 2 or the barrier 1, various sensors may be provided, connected to the control unit 17. In embodiments, sensors may be used which can communicate with the control unit 17 and/or with each other via a wireless connection. In the embodiments shown, the sensors may be connected via wired connections, schematically indicated by a spring-loaded electronic connection W between two modules 2 in Figure 15. They may also be connected to the control unit(s) 17 and/or to a remote control 100, either wired or wireless.

For example, in embodiments, a direction sensor 81 may be provided for detecting a driving direction D<5> of a drive 5, especially a driving direction D<5> of the transmission relative to a longitudinal direction D of the module 2. Preferably, one direction sensor 81 is provided for each drive 5 of the module 2. In the embodiments shown, such a direction sensor 81 may be provided, for example, in the housing 44 above the vertical support 40 and may detect, for example, said driving direction D<5> through the upper part 54 of the support 40. The direction sensor 81 may comprise, for example, a rotation encoder mounted on the support 40. The vertical shaft or axis comprising the upper and lower parts 54, 52 and connecting to the carrier 53 of the drive 5 may be considered a unit part, while the housing part 44 can rotate with the shaft but is fixed vertically relative to the barrier body. Therefore, 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 may have at least one position sensor 82 near at least one longitudinal end 83 of the module 2, as shown, for example, in Figures 5 and 7A. Preferably, at least one position sensor 82 is provided near each opposite longitudinal end 83, to define 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 may be provided near each longitudinal end of a barrier module 2, one on each side of a vertical mid-sectional longitudinal plane Vd of the barrier module 2, as shown in Figure 7A. When two such modules 2 are coupled together and extend in a straight line with respect to each other, i.e. their longitudinal axis D extends parallel to each other, the distance measured between two sensors 82 on a first side of said vertical mid-section longitudinal plane V<d>at the coupling ends 83 of the modules 2 will be the same as the distance measured between the two sensors 82 on the opposite side of said plane Vd. If the longitudinal axis D is however at an angle α other than 0 or 180 degrees, the sensor arrays 82 on opposite sides of said plane Vd will measure different distances from each other. From the difference in distance, the relative angle α between the connected barrier modules 2 can be calculated.

Instead of or additionally, other sensors may be used to define the relative angle a of two or more adjacent barrier modules 2, such as for example by using a protractor, such as for example an electronic protractor, connected to opposite ends 83 of the connected barrier modules 2. Alternatively or additionally, a relative angle a between two or more barrier modules 2 may be evaluated by 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″ or from a camera 104 of a drone 103 flying above the barrier 1. Alternatively, gyroscopes may be used or each barrier module 2 may 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 a 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 a 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 may then be mounted on said at least one bar 84.

Preferably, the at least one bar 84 extends through the body of the barrier module 2C, spaced apart from the outer wall 2A of said body. Preferably, the at least one bar 84 serves 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 the one or more bars 84. The bar or bars 84 in such embodiments serve to mount the position sensors 82 near the end or ends 83 in a well-defined position relative to each other, independently of, for example, deformations of the outer wall of the barrier 2A or, for example, bending or deformation of the body of the barrier module 2C.

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

In the embodiments described, two bars 84 may be provided, as shown for example in Figure 7A, one on each side of the support 40. The bars 84 are straight and have a longitudinal direction Ds<4> 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 additional body 2C. The bars 84 are preferably spaced apart from the wall 11 such that an impact on said wall 11 may cause a significant deformation of said wall without deforming the bars 84 and therefore without influencing the positions of the sensors 82 relative to each other. In the embodiments shown, the bars 84 may be metal bars, and the bars 84 may have a relatively open, lightweight but rigid construction, as shown, for example, in Figure 5. The bar, for example, may be of a truss construction, for example, an I-truss or the like.

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

For each drive a height sensor 85 may be provided, for detecting 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 may, for example, be placed in said housing 44, may be connected to the lifting mechanism 43, for example, to measure the position, such as an angle of the arm 47 relative to the housing 44 or be connected or integrated with the motor 50 of the lifting module 43.

In the figures, the height H is indicated as the height of the lower edge 41 of the module body 2C above the road surface 35, 127, close to the relevant transmission 5. By measuring the height H, it can be ensured that the barrier module body 2C will remain clear of said road surface 35, 127 during use and can therefore be moved over said surface 35, 127 by use of the drives 5, even when the barrier 1 is used to divert or redirect traffic and/or take the impact in 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 may comprise pins 15A and plates 15B with corresponding holes or openings through which the pins 15A can extend, as is known in the art. The plates 15B preferably have openings that are somewhat wider than the pins 15A, so that in horizontal directions some movement of the plate 15B relative to the pins 15A is possible, allowing rotation of the barrier modules 2 relative to each other. Preferably, at least one of the coupling elements 15 is provided with a lock, which prevents the coupling element 15 from being inadvertently released from a coupling element 15 with which it mates, especially in a substantially vertical direction. In the exemplary embodiments 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 is known in the art, wherein the pin 15A is provided with a through hole 86, through which a locking pin 87 extends. The coupling means 15 can be engaged or disengaged only when the locking pin 87 is removed from the hole 86.

As can be understood, a barrier 1 may be formed by connecting two or more modules 2 together. As discussed, the modules 2 may and preferably all are provided with at least one drive 5, more preferably at least two drives 5, which may be driven independently but may also be controlled together to drive the barrier 1. A control unit 17 is provided for remote control of the drives 5 and, via a receiver 16, for receiving data from some or all of the sensors 81, 82 and 85 provided on the modules 2. Additionally, a control unit 17 may 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 may be provided for controlling the drives 5, for example, based on, inter alia, the received data.

Each module 2 may be provided with an assembly of a control unit 17, receiver 16 and/or transmitter 18, or a central assembly of said unit 17, receiver 16 and/or transmitter 18 may be provided. The control unit 17 preferably comprises an algorithm for controlling the drives 5 at least in part based on said received data, 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, positions of the different barrier modules 2 and, for example, trajectories of movements of the different modules 2 and/or the barrier 1 comprising such modules 2 may be set in the control unit 17 or control units 17 and/or in the remote control unit 100, for example, predefined, such that the barrier 1 will automatically move over a road surface 35, 127 from a first position to a second position. Additionally or alternatively, the system may 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 may predefine a route for the barrier to follow, after which an algorithm provided in the control unit or units 17 and/or in the remote control 100 may guide the barrier 1 along said route 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. As in the embodiments shown, the barrier 1 comprises multiple elongated barrier modules 2 connected to one another, and the traffic barrier 1 further comprises drives 5 for moving the barrier modules 2. As can be seen here, for example, in Figure 4 or 16, during use, when viewed from above, the traffic barrier 1 need not extend in a straight line and/or need not extend parallel to a traffic lane, but may, for example, comprise one or more portions or sections 111 that substantially form 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 close to a nearest traffic lane 127 to be used by traffic 130, while one or more other sections of the barrier 1, in particular an end section A proximal 114 and/or a distal end section 115 of the barrier 1 may be further spaced apart from said nearest traffic lane 127, for example to counteract that a vehicle may collide head-on with an end, such as a distal end, of the traffic barrier 1. For example, in order for S-curves or so-called S-banks or the like to be formed, in embodiments the traffic barrier 1 may be at least temporarily flexible to some extent in its longitudinal direction, for example by means of pivots. Preferably the pivots may be lockable, in particular so as to lock them so as 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 example, be substantially movable in the longitudinal direction of the traffic barrier 1 and/or along the longitudinal direction of the roadway, preferably in a manner such that said traffic barrier 1 substantially maintains its bent, curved, arched, and/or angled shape. For example, the traffic barrier 1 may be arranged and/or configured to substantially follow one or more predetermined or specific external entities, for example, one or more pieces of work equipment 128, such as for example a lawn mower 128', a paver for laying asphalt, concrete, an asphalt cutter, etc. In advantageous embodiments, the traffic barrier 1 is stiff, rigid and/or heavy enough such that even when in a state of being moved, for example when moving substantially continuously in conjunction with road work or the like, said traffic barrier 1 can substantially withstand the impact of an incoming vehicle, at least to a certain predetermined degree, preferably in accordance with national or regional standards for temporary traffic barriers, such as NEN-EN-1317 standards or equivalent.

As shown in Figure 4, a drone 103 with a camera 104 may be used to monitor the barrier 1 and, for example, the workers 123 and vehicle 128, 128', the traffic 130 and/or the roadway in general. The information from the drone 103 may then be used to control the movement of the barrier 1. Additionally or alternatively, electronic means such as a camera, GPS receiver, radar device, LiDAR devices, sonar apparatus and/or general odometry devices may be provided in and/or on a barrier, schematically indicated by box 105 in Figure 3, here shown as a camera 105.

By using a method in which a plurality of barrier modules 2, forming a barrier 1, moves alongside workers 123, 128, 128', said workers 123, 128, 128' are protected from vehicles, for example, by diverting traffic on a road surface 35, 127 and/or by protecting against errant vehicles 130. The plurality of barrier modules 2 moves over said road surface 35, 127 together with at least some of the workers 123, 128, 128' while said workers work on or above said road surface or beside said road surface. By using a barrier 1 or at least barrier modules 2 that move together with the road workers 123, 128, 128', a relatively short barrier 1 can be used longitudinally, with a limited number of modules 2, with which a long section of road, i.e., much longer than the length of the barrier 1, can be served. Because the barrier modules 2 can be upright and moved on their drives 5, it is not necessary to set up a long section of barrier modules 2 or to continually build a barrier over a shorter section of road, carry out the necessary work, dismantle the barrier, and then rebuild the barrier next to a next section of road to perform the work again. Therefore, a barrier 1 according to this description is easier to use and safer to use than existing barriers, both for the workers performing work at the roadside and for the workers who have to install and remove barriers.

Figures 15A - I schematically show a series of steps for configuring a barrier 1 according to the description. In general, such a method may comprise the steps of positioning a first barrier module 2 with the at least one actuator 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 to the first position, positioning 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 may move along said surface 35, 127 such that the second barrier module 2 is positioned adjacent to said first position, and a third barrier module 2 is positioned on said surface 35, 127 at or near the first position and coupled to the second barrier module 2. During setup or removal of a barrier, as will be discussed below, the modules 2 may be moved over the surface by the drives 5 of the modules 2. Alternatively, the modules may be pushed and/or pulled during installation and/or removal over said surface by using an external vehicle.

In Figure 15, such a method is schematically described for three modules 2, each module 2 provided with two drives 5. In Figure 15A, a transport vehicle 106 carrying three modules 2<i>, 2<ii>and 2m is positioned on a road surface 35, 127 next to a first position A. Then, in Figure 15B, the first module 2<i>is lifted from the vehicle 106 and placed in the first position A, supported by its drives 5. Figure 15C shows the first module 2i in said first position A.

While the transport vehicle 106 may be stationary during these steps, as shown in Figure 15D, the first barrier module 2i moves, substantially in its longitudinal direction D, to a second position B adjacent to the first position A, in Figure 15 on the right-hand side of the figure. Thereafter, a second module 2<ii>is lifted from the vehicle 106, to the first position A adjacent to the first module 2<i>, as shown in Figure 15E. The second module 2<ii>is again supported by its drives 5.

As further explained in Figure 8A - D, the modules 2 can be easily connected to each other by using the couplings 15, by adjusting the height and relative positions of the modules by using the drives 5 and the lifting modules 43. The first module 2 or at least the relevant longitudinal end thereof can be lowered in height H, while the second module 2 can be raised in height, at least the relevant longitudinal end 83 thereof (Figure 8B) such that a coupling pin 15A of the second module 2 can be moved under a coupling plate 15B of the first module 2i (Figure 8C) such that when the second module 2ii is lowered again and/or the first module 2 is raised again, the pin 15A can extend through a hole in the plate 15B, thus coupling the modules 2i, 2ii (Figure 8D).

As shown in Figure 15F, a connection, in particular a connection W, may be made for transferring power and data between the modules 2i, 2ii, for example for connecting the sensors 81, 82 and/or 85 of the modules 2<i>, 2<ii>and/or control units 17 thereof. In Figure 15F, such a connection is shown schematically by means of a curly elastic cable W, but other connections, such as, for example, a wireless connection or a plug and socket connection, are also possible.

After the modules 2<i>, 2<ii>have been correctly connected as shown in Figure 15G, the two coupled first and second modules 2i, 2ii are moved again in the substantially longitudinal direction D, in Figure 15 on the right of the figure, so that the second module 2<ii>is moved from the first position A to the second position B, as shown in Figure 15H. The first position A is thus made available for positioning the third module 2m in the first position A, which can then be coupled to the free end 83 of the second module 2<ii>as described above.

It should be clear that with this method any suitable number of barrier modules 2<i>to 2n may be connected in series by repeating these steps. Before or during the movement of one or more modules 2 during these steps, some of the modules 2 may also be moved partially sideways, for example, to form a curved, bent or hooked configuration and/or to follow, for example, a curve or bend in a road surface, as shown, for example, in Figures 4 and 16. Similarly, the height H of a barrier module 2 may be adjusted to, for example, navigate over a bump or groove in the road surface, to navigate over an inclined part of the road surface or to pass over another obstacle. When each drive 5 is provided with or connected to a lifting module 43, the height H of the module 2 may vary along its length.

This method has the advantage that the transport vehicle 106 can be placed stationary in a safe location, for example, next to a road in an emergency lane, a hard shoulder or an emergency port, while the barrier can be moved away from the transport vehicle 106, next to and/or on the road surface 35, 127, to a position where it is to be used. As discussed, since the modules 2 can be moved in all substantial horizontal directions, i.e. parallel to said road surface by using their drives 5, as well as adjusted in height H, during use the barrier 1 can be moved from a storage position and/or installation position, for example on a hard shoulder, the emergency lane 120 or the parking area 110, gas station or side road or any other relatively safe position away from traffic lanes in use, to a use position, for example next to a traffic lane 125, be it a permanent or temporary traffic lane 125, as shown for example in Figure 16. In such a use position, it can be made stationary for a period of time, after which it can be moved to another use position or to a storage position, for example a storage position from which it came. Alternatively, it may move alongside the workers 123, 128, 128', as described above, for example, in relation to Figure 4, de facto providing a mobile use position.

In a method according to the disclosure, a barrier 1 comprising a plurality of barrier modules 2 with drive units 5 as described may be moved over a road surface together with at least some of the workers 123, 128, 128' and/or equipment 126 while said workers 123, 128, 128' work on or above said road surface or alongside said road surface, as shown for example in Figure 4. In such a method, the total length of the barrier 1, measured in the longitudinal direction of the modules 2, may be relatively limited compared to the length of the road surface on which work has to be performed. For example, the length need not be much more than the length occupied by the workers and equipment. As can be seen in Figure 4, the barrier 1 may curve around the workers and equipment 125, 126, 128, 128' so that they are protected from traffic moving alongside the barrier 1. Such movement has also been described hereinbefore with respect to Figures 4 and 16. Since the drive units 5 may be individually configured for a driving direction, the barrier 1 may move in said longitudinal direction while maintaining the bent or curved configuration, or may adapt the configuration based on, for example, changing road surface, traffic conditions, equipment and/or workers active in and/or on said road surface, or the like.

By way of example, without limiting the description in any way or form, if for example next to a road work is needed on an emergency lane, for example for cleaning, or the grass next to the road has to be cut, on hundreds of meters or even kilometers of road, a barrier 1 can be used that is tens of meters long, for example comprising a limited number of barrier modules 2, which can be curved around a cleaning or grass-cutting vehicle 123, and can be moved with and alongside said vehicle while the cleaning or grass-cutting is being done. Obviously, in a similar manner, a barrier can be moved alongside other workers and/or equipment, such as, but not limited to, during road repair, paving, signage, accident assistance and the like. The barrier 1 may during such operation be supported at all times by the drives, or may be raised, for example, intermittently by the drive units, moved over a distance and then lowered again, so that an underside of the barrier modules again rests on the road surface.

When a traffic barrier is removed from a road surface 35, a similar method as described above may be used to set up a barrier, as explained in Figure 14, in reverse order. Such a method for removing a barrier 1 may comprise the steps of decoupling a first barrier module 2I from at least one second barrier module 2II in said plurality of barrier modules, i.e., from the remaining barrier 1, with the first barrier module 2 at a first position A. Said first position A may again be a position next to a stationary transport vehicle 106, as shown in Figure 15I. Thereafter, the first barrier module 2 may be removed from said first position A and lifted onto the transport vehicle 106. The remaining plurality of coupled barrier modules 2 are then moved along said surface, such that the second barrier module 2 is moved at least substantially to said first position A, similar to Figure 15G. When the second barrier module is substantially positioned at said first position A, it is uncoupled from a third barrier element 2m of said array, and removed from the first position A, it is lifted onto the vehicle 106, similar to Figure 15E. The remaining array of coupled barrier modules 2 is then moved along said surface, such that the third barrier module 2m 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 adjacent 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, therefore, any number of modules 2 may be supplied and/or removed.

During movement of the barrier in use, one or more of the drives 5 could be temporarily raised while the modules 2 are supported on other drives 5, for example to pass an obstacle in the road surface 35, 127, or for example to remain clear of such an obstacle, which could be for example a relatively smooth patch of said road surface, such as for example a freshly prepared part of the road surface, an expansion joint or fresh paint. The barrier 1 may then still be supported and moved by additional drives 5.

Described herein are methods for protecting workers from errant vehicles and/or for redirecting traffic on a road surface, by using a plurality of connected barrier modules 2, each barrier module 2 provided with at least one, preferably at least two drives 5, wherein the plurality of barrier modules 2 are preferably supported on the road surface only by their drives 5. The drives 5 are preferably independently operable. The barrier modules 2 have two opposite lower side edges 41 which, during use of the barrier modules to receive impact from vehicles, 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 only by the drives 5.

A barrier 1 according to the present disclosure may preferably be installed and/or removed at a first location, preferably remote from a second location where the barrier is used to divert or redirect traffic and/or protect workers from errant vehicles, as shown for example in Figure 16. The barrier 1 may be moved on the drives 5 between the first and second positions, as indicated for example in Figure 16 by the dashed lines P.

It should be understood that barriers 1 may also be used to protect vehicles, equipment, buildings, and similar structures or artifacts from such errant vehicles. This should be understood to include protecting workers.

In embodiments, a barrier 1 or barrier module 2 according to the disclosure may be used in combination with a fixed barrier or a stationary, temporary barrier, for example, to form part of a barrier assembly, which part may be moved to divert or redirect traffic from one traffic lane to another traffic lane. A barrier of the disclosure may also be used to protect, for example, a part of a road, such as a traffic lane, or an area from view, for example, in the event of a traffic 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 may be a separate drive unit or module 5, which module 5 may but need not include a lifting module 43. Such a module may be mounted on a barrier module 2, such as for example a known concrete or metal barrier body as for example known from document NL1006481. The module may be provided such that it can be integrated into the barrier module 2 or such that it can be an additional module, which may for example be temporarily attached to a barrier module 2. Such a drive module 5 may comprise at least a base 53 with a left side drive 56 and a right side drive 57, each comprising at least one drive wheel 58 and a drive wheel 59, and at least one motor 61 connected to the relevant drive wheel 58 via a gear 61, wherein the left side drive 56 and the right side drive 57 are independently driveable. 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 drive wheel 59.

In a barrier 1 or barrier module 2, drives 5 can be used in which the lift 19 or the lifting module 43 with the support 40 can be combined with the drive 5, in particular with the carrier 53 with the wheel assemblies 7, integrated into a drive unit. This allows easy movement of the barrier modules or the barrier, for example, over uneven surfaces. The drive units 5 will allow changes in the height position of the individual drives 5 even while the barrier modules or the barrier are moving.

It is noted that, for the purposes of clarity and 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 some or all of the described features. For example, one of ordinary skill in the art understands that elements or features described in the context of one embodiment of the traffic barrier 1 or the barrier module 2 or the method for relocating the barrier may 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 to move at least one of the barrier modules, and preferably at least one 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 example, facilitate the traffic barrier being assembled elsewhere than the exact location where it is initially to be used. Additionally or alternatively, allowing adjustment of the direction of the rolling elements may facilitate the traffic barrier being able to make turns, for example, to follow curves in the road when the barrier is moved substantially in its longitudinal direction.

Furthermore, it is noted that the invention is not limited to the embodiments described herein. It will be understood that many variations are possible.

As an example, the barrier 1 may be provided with an end module or end member, which may be beveled, sloped, or angled in the longitudinal direction, more or less like a conventional end terminal 127 shown in Figure 1, such as to counteract lethal harm to passengers of a vehicle colliding with the distal or proximal end of the barrier 1. Alternatively or additionally, an impact cushioning module, for example, including a crash cushion that can at least partially absorb the impact force of a vehicle having a frontal impact with the cushioning module, may be provided at the distal and/or proximal end of the traffic barrier to protect incoming traffic.

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

The barrier modules according to the description may be used separately, i.e., in an uncoupled condition, for example, if an expected collision for said barrier module is sufficiently light for the barrier module to be accommodated separately. This could be used, for example, when used next to cycle paths or similar light-traffic areas, or where traffic moves at low speeds, such as parking lots.

Claims (15)

1. A method for protecting workers and/or equipment from errant vehicles and/or diverting traffic on a road surface (35), by using a plurality of connected barrier modules (2), each barrier module (2) provided with at least one drive unit (5), characterized in that the plurality of barrier modules (5) are supported on the road surface (35) only by their drive units (5), at least during their use as a temporary traffic barrier. 2. The method according to claim 1, wherein the barrier modules have two opposite lower side edges (41), during use of the barrier modules (2) to receive the impact of vehicles extending at least a number of centimeters from the road surface (35). 3. The method according to claim 1 or 2, wherein the plurality of barrier modules (2) moves over said road surface (35) together with at least workers and/or equipment while said workers and/or equipment works on or above said road surface or next to said road surface. 4. The method according to claim 3, wherein said plurality of connected barrier modules (2) moves on said road surface (35) in at least a first direction (D<1>, D<2>) substantially parallel to a longitudinal direction of said plurality of connected barrier modules (2). 5. The method according to claim 3 or 4, wherein the series of connected modules (2) comprises at least one curve or bend formed by said connected modules (2), wherein said curve or bend is maintained during movement of the series of barrier modules (2) over said road surface (35). 6. The method according to any one of the preceding claims, comprising the steps of: - placing a first barrier module (<21>) with at least one drive (5) on a surface (35), in a first position (A); - moving said first barrier module (<21>) along said surface (35) to a second position (B), adjacent to the first position (A); - placing a second barrier module (<22>) on said surface (35) at or near said first position (A) and coupling said second barrier module (<22>) to the first barrier module (<21>). 7. The method according to claim 6, wherein the coupled first and second barrier modules (21,<22>) are moved along said surface (35), such that the second barrier module (<22>) is positioned adjacent to said first position (A), and a third barrier module (<23>) is positioned on said surface (35) at or near the first position (A), coupled to the second barrier element (<22>). 8. The method according to any one of the preceding claims, wherein after use of the barrier (101) the barrier (101) is removed, wherein the removal comprises the steps of: - decoupling a first barrier module (<21>) from at least one second barrier module (<22>) in said series of barrier modules with the first barrier module (<21>) in a first position (A) on a surface (35); - remove the first barrier module (<21>) from said first position (A); - moving a remaining series of the coupled barrier modules (2) along said surface (35), such that the second barrier module (<22>) moves at least substantially to said first position (A). 9. The method according to claim 8, wherein the second barrier module (<22>) positioned substantially in said first position (A) is uncoupled from a third barrier element (<23>) of said series, and is removed from the first position (A), and a remaining series of the coupled barrier modules (2) are moved along said surface (35), such that the third barrier module (<23>) is moved at least substantially to said first position (A). 10. The method according to any one of claims 6 - 9, wherein a 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). 11. The method according to any one of the preceding claims, wherein the barrier (101) is installed at a first location connecting the plurality of barrier modules (2) longitudinally, each barrier module (2) being provided with said at least one drive unit (5) supporting the module (2) on a surface (35), where after the plurality of modules (2) are moved on said surface (35), driven by said drives (5), from the first location (A) to a second location (B) where the barrier (101) is used as a temporary traffic barrier. 12. The method according to claim 11, wherein after use as a temporary traffic barrier (101) at the second location, the barrier (101) 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 locations, for temporary parking of said barrier (101). 13. The method according to claim 11 or 12, wherein the barrier (101) is moved over the surface (35) at the second location by using the drive units (5), during use as a temporary traffic barrier (101). 14. A traffic barrier module (2) for protecting workers from errant vehicles and/or for diverting traffic, configured for use in a method of any one of the preceding claims, wherein the traffic barrier module (2) comprises at least one drive unit (5), preferably at least two drives for moving the barrier module (2) along a road surface (35), wherein the or each drive unit (5) comprises at least two sets of wheels or tracks (7), preferably independently driveable for orienting a driving direction of the drive, and a support (40) for supporting the barrier module (2) on the drive unit (5), wherein a lifting module (43) is provided for each drive (5) for raising the relevant barrier module relative to said drive, wherein the at least one drive unit (5) is self-braking. 15. The traffic barrier module according to claim 14, wherein each set of wheels or tracks (7) is provided with an electric motor (60) and gear (62), especially a speed reduction gear.