Dynamic curbside management system and method for a flexible real-time adaptation of a road space to different traffic situations or desired policies

Abstract

The present invention relates to a dynamic curbside management system and method for a flexible real-time adaptation of a road space to different traffic situations or desired policies, comprising a road segment (1) with at least one first lane (2a, 2b, 2c), at least one second lane (3a, 3b) and at least one third lane (4a, 4b) of different types, wherein at least one first movable passive barrier module (5a-5g; 5a'-5g') is disposed between the at least one first lane (2a, 2b, 2c) and the at least one second lane (3a, 3b), and at least one second movable passive barrier module (6a-6g; 6a'-6g') is disposed between the at least one second lane (3a, 3b) and the at least one third lane (4a, 4b), wherein at least one active adaptation robot (7a, 7b) is provided for moving the movable passive barrier modules (5a-5g; 5a'-5g'; 6a-6g; 6a'-6g') at least in the transverse traffic direction of the road segment (1) in order to adapt the 10 width and / or number of at least one of the lanes (2a, 2b, 2c; 3a, 3b; 4a, 4b) to a new traffic situation or desired policy, at least one control unit (8) with a traffic situation or policy input interface (9) integrated in or connected to the at least one active adaptation robot (7a, 7b) to cause each active adaptation robot (7a, 7b) to coordinatively move the movable passive barrier modules (5a-5g; 5a'-5g'; 6a-6g; 6a'-6g') for adapting the arrangement of the movable passive barrier modules (5a-5g; 5a'-5g'; 6a-6g; 6a'-6g') to the new traffic situation or desired policy.

Description

Our ref.: B19513WOUniversitat der Bundeswehr MunchenDYNAMIC CURBSIDE MANAGEMENT SYSTEM AND METHOD FOR A FLEXIBLE REAL-TIME ADAPTATION OF A ROAD SPACE TO DIFFERENT TRAFFIC SITUATIONS OR DESIRED POLICIESTECHNICAL FIELD

[0001] The present invention is directed to a dynamic curbside management system for a flexible real-time adaption of a road space to different traffic situations or desired policies. Furthermore, the invention is directed to a method for operating such a dynamic curbside management system as well as to specific key components of the system, namely an active adaption robot for moving movable passive barrier modules to adapt a road space to different traffic situations or desired policies as well as to the said movable passive barrier modules.

[0002] A dynamic curbside management system of the type of interest here combines autonomous robotics, prefabricated modular units, and advanced roadway infrastructure in an adaptive arrangement that enables real-time reorganization and reconfiguration of public road spaces to meet the changing demands on urban environments or needs of urban traffic participants. This approach leverages the strains of autonomous mobile robots, called active adaption robots herein, that seamlessly interact with modular boundary elements, called movable passive barrier modules herein, to dynamically transform street layouts to different desired traffic configurations. Such movable passive barrier modules can be designed as walls, fences, trees, shrubs, slabs, bench-table arrangements and the like.BACKGROUND OF THE INVENTION

[0003] US 2017 / 0362787 A1 describes a dynamic lane management system for a multi-lane motor road using a so-called road zipper technology to improve the management of through traffic and vehicles entering and exiting a multilane motor road. The lanes are separated by at least one lane separator, which should not be crossed by traffic along a designated portion of the roadway, such as within a predetermined distance from a roadway entrance or exit. The lane separator may be any lane marking, barrier, or the like. The lane separator can be any lane marking or barrier and located anywhere with respect to the lanes. Usually, this concept can only be applied to center lanes as in moving the center median to designate vehicle-lanes to different travel directions. This known technical solution is only applicable to multi-lane motor roads. Other traffic participants and their specific requirements are not considered.

[0004] It is an object of the present invention to provide a dynamic curbside management system for a targeted road or road segment with different types of lanes which is suitable for urban environments.SUMMARY OF THE INVENTION

[0005] According to the invention, a dynamic curbside management system for a flexible real-time adaption of a road space to different traffic situations or desired policies, comprises a road segment with at least one first lane, at least one second lane and at least one third lane of different types, wherein at least one first movable passive barrier module is disposed between the at least one first lane and the at least one second lane, and at least one second movable passive barrier module is disposed between the at least one second lane and the at least one third lane, wherein at least one active adaption robot is provided for moving the movable passive barrier modules at least in the transverse traffic direction of the road segment in order to adapt the widths and / or the number of at least one of the lanes to a new traffic situation or desired policy, wherein at least one control unit with a traffic situation or policy inputADW:LKinterface is integrated or connected to the at least one active adaption robot to cause each active adaption robot to coordinatively move the movable passive barrier modules for adapting the arrangement of the movable passive barrier modules to the new traffic situation or desired policy. Optionally, the second lane has not to be separated by a barrier module.

[0006] By using autonomous robots to move and rearrange prefabricated modules, the system can change curbside configurations such as bike lanes, vehicle lanes, and pedestrian paths, or other uses such as bus or taxi lanes, bus stops, High Occupancy Vehicle (HOV) lanes, places for food trucks, loading and overall dynamic parking spaces in response to changing requirements such as changing traffic flows, events, or time of day. The combination of autonomous active adaption robots and movable passive barrier modules and a dynamic real-time adaption of the road space is suitable to transform the way cities adapt their public spaces, increasing both the functionality and flexibility of urban environments. Especially, the dynamic curbside management system can process data of a traffic monitoring system to adjust the movement of the passive barrier modules based on real-time traffic data. If there is a high volume of traffic in a particular area, the system will prioritize the movement of the passive barrier modules in those sections, ensuring that critical traffic routes are cleared first to maintain continuous traffic flow. Moreover, the system according to the invention can change a configuration of passive barrier modules according to a desired policy, for example to traffic-free time intervals or road closures for emergencies or to meet certain design criteria of urban planners and policy-makers.

[0007] The system according to the invention is particularly useful due to its scalability, allowing it to be used in a wide range of urban contexts, from residential neighborhoods to busy city centers. The modular concept of these components allows for easy expansion and adaptation as new needs arise, making the system a future-proof solution for managing ever-changing public spaces. One of the key features of the invention is the sequencing of the movement and reorganization of the movable passive barrier modules. The central control unit or a network of multiple decentral control units allows the system to operate with a carefully orchestrated sequence that ensures the smooth and continuous flow of traffic - whether for bicycles, pedestrians, or vehicles - while ensuring a seamless transformation of the entire public right-of-way without causing disruptions or creating obstacles to traffic flow, always maintaining enough clearance for pedestrians, cyclists, and vehicles to pass, preventing dead ends, and allowing continuous movement throughout the process. For operating, the system comprises the steps of:a) providing an arrangement of at least one first movable passive barrier module and at least one second movable passive barrier module defining a road segment with at least one first lane, at least one second land and at least one third lane according to an initial traffic situation or desired policy;b) monitoring the traffic situation and / or the policy specification, respectively, in view of the utilization of each lane by the at least one control unit;c) activating the at least one active adaption robot for sequentially moving the movable passive barrier modules, at least on the transverse traffic direction of the road segment in order to adapt the widths and / or number of at least one of the lanes to a new traffic situation or desired policy.

[0008] According to a specific aspect, the c) activating of the at least one active adaptation robot for sequentially moving the movable passive barrier modules comprises sequentially moving the movable passive barrier modules, wherein the at least one active adaptation robot moves along the reverse traffic direction of the corresponding road segment or the corresponding targeted road segment in order to move the movable passive barrier modules. This movement sequence enables an efficient rearrangement of the passive barrier modules.

[0009] Especially, the c) activating of the at least one active adaptation robot for sequentially moving the movable passive barrier modules can also comprise a sequentially moving multiple first movable passive barrier modules, wherein the at least one active adaptation robot moves along the traffic direction of the corresponding road segmentor the corresponding targeted road segment in order to move the multiple first movable passive barrier modules and for sequentially moving multiple second movable passive barrier modules after the movement of the multiple first movable passive barrier modules has been completed, wherein the at least one active adaptation robot moves along the reverse traffic direction of the corresponding road segment or the corresponding targeted road segment in order to move the multiple second movable passive barrier modules.

[0010] Furthermore, the c) activating of the at least one active adaptation robot for sequentially moving the movable passive barrier modules can also include a positioning the at least one active adaptation robot to the side of the movable passive barrier modules or positioning the at least one active adaptation robot on a lane to the side of the movable passive barrier modules, resulting in the lane to the side of the movable passive barrier modules being blocked by the at least one active adaptation robot.

[0011] Preferably, multiple passive barrier modules are used along the different lanes of the road with gaps in between that short enough for cars to not enter the lanes protected by the barriers in combination with multiple active adaption robots to move them according to the said orchestrated sequence specified by the at least one control unit. This sequence allows the system to adapt dynamically and in real-time, moving passive barrier modules one by one without obstructing ongoing traffic. As each barrier module is repositioned, the system ensures that the necessary space remains clear for safe passage, minimizing disruptions while still achieving the desired curbside configuration.

[0012] This capability for an adequate sequential movement is crucial, as it ensures that changes of the road space do not cause bottlenecks or hinder the safe movement of people and vehicles. The system operates in such a way that all stakeholders - whether cyclists, pedestrians, all drivers - can continue their activities without significant delays. By integrating the sequencing of movements with the capabilities of the active adaption robots and passive barrier modules, the approach maximizes the efficiency of curbside management, making it both responsive and seamless.

[0013] The integration of autonomous driving adaption robots with modular movable passive barrier modules is a significant step forward in urban mobility, where robots not only perform logistical tasks, but also collaborate with each other to optimize traffic flow and maintain continuous operation. The system’s ability to work in collaborate groups, where multiple active adaption robots are working together, ensures efficient and safe transformation of street layouts without disrupting the movement of pedestrians, cyclists or vehicles.

[0014] The dynamic curbside management system according to the present invention allows for the possibility of a seamless integration into existing urban frameworks, providing a scalable, flexible, and responsive solution to the increasing demands placed on public spaces. It anticipates a reduction in the barriers to implementation, with the potential of reshaping the way cities utilize their street spaces to dynamically respond to changing transportation and public space needs.

[0015] According to a specific embodiment of the invention, the at least one control unit of the curbside management system is connected to an interactive guidance and alert sub-system located inside each active adaption robot, comprising environmental sensors for monitoring the environment of the adaption robot including object recognition, signal LED-lights in combination with audible signal outputs in order to inform the traffic participants about the activities of the adaption robot and / or interactive display units, preferably disposed on each side of the adaption robot chassis in order to communicate with operating personal or traffic participants. The interactive display units allow a change of configurations, error analysis or status information.

[0016] According to another specific embodiment, the at least one control unit is realized in the form of a central control unit with an interface for receiving a real-time traffic information from multiple sources and sensors, in order to control the operation of multiple active adaption robots based on the operating method as described above.

[0017] As already mentioned above, preferably multiple active adaption robots are provided for coordinatively moving the movable passive barrier modules according to the output of the at least one control unit. This ensures that components of the system work together in coordinated groups to transform street configurations efficiently, wherein the system allows for simultaneous deployment and operation of multiple active adaption robot groups to expedite the reconfiguration of public spaces.

[0018] According to another aspect of the present invention the components of the dynamic curbside management system preferably operate in an interconnected network where all components, especially the active adaptation robots, the movable passive barrier modules and at least one static sensor continuously exchange data for monitoring the traffic situation and controlling the system. The network preferably relies on 5G connectivity and loT technology to enable seamless communication and real-time adaptation of the urban space. All collected data is preferably uploaded to a centralized cloud system, where artificial intelligence (Al) agents analyze and synthesize the data into a real-time 3D digital twin of the dynamic curbside management system zone.

[0019] According to a further aspect of the present invention tapered passive barrier modules are provided to guide the traffic participants through a merge point, preferably at an intersection or lane merging.

[0020] According to another specific embodiment of the operating method, a sequentially moving of a plurality of first barrier modules is preferably carried out in the traffic direction of the the corresponding targeted and entered road segment road segment and - analogously - for sequentially moving multiple second movable passive barrier modules in the transverse traffic direction of the road segment after the movement of the multiple first movable passive barrier modules have been completed.

[0021] This ensures a continuous traffic flow during the reconfiguration of the road segment. As a key component of the dynamic curbside management system according to the present invention, the active adaption robot for moving movable passive barrier modules preferably comprises a mobile box-like robot chassis with at least one upper loading compartment for storing objects, and at least one autonomous mover sled for omnidirectionally moving the robot chassis in a stored position and for omnidirectionally moving barrier modules or other objects in a released position, in which an autonomous mover sled operates outside the robot chassis in order to move barrier modules or other objects, like incorrectly parked motor vehicles.

[0022] According to a preferred embodiment of the active adaption robot two independent, autonomous mover sleds are provided, which are accommodated behind each other in a lower mobile garage of the robot chassis, wherein the lower mobile garage comprises entries from either opposite front side of the robot chassis. Preferably, the said two autonomous mover sleds can be identical. The active adaption robot coordinates the autonomous mover sleds to establish flexible zones within the street environment, enabling the creation and adaption of zones for vehicle, pedestrian, and cyclist use. Each autonomous mover sled is enabled to autonomously navigate and transport objects to offloading positions through real-time data inputs from sensors monitoring street configuration, traffic activity, and pedestrian zones, while adjusting its real base and real housing as needed to facilitate object repositioning.

[0023] According to a preferred embodiment of the active adaption robot, it’s at least one upper loading compartment is equipped with a robot arm for picking up objects from the road space, for example incorrectly parkedbicycles or the like. Furthermore, the upper loading compartment is preferably equipped with a motorized sliding cover, in order to provide both secure containment and concealment of the robotic arms and loaded objects during the movement of the adaption robot to prevent accidental release or displacement, as well as to maintain the unit’s streamlined profile in urban settings.

[0024] As a consequence of the functionality as described above, a preferred embodiment of the active adaption robot comprises a symmetrically designed robot chassis, consisting of two lower mobile garages and two corresponding upper loading compartments to form a compact and multifunctional unit.

[0025] Preferably, each autonomous mover sled is provided with an omnidirectional, electric driving means and with environmental sensors for positioning and maneuvering along the road space, independently from the robot chassis, which is in a parking position during the outside operation of the mover sled.

[0026] According to preferred embodiments of suitable movable passive barrier modules for adapting the widths and / or number of at least one lane on a new traffic situation or desired policy comprises an upper vertical structure for forming a boundary, and a lower bottom structure having an interface for receiving the mover sled as described above, which is preferably arranged on each side of the lower bottom structure. Due to the standardized lower bottom structure, passive barrier modules of different kinds, comprising a tree module, a shrub module, a slab module, a wall module, a fence module, a bench-table module, and the like, are manageable.BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Fig. 1 shows a schematic perspective view on a road space in which a dynamic curbside management system is implemented,

[0028] Fig. 2 shows a cross-sectional view of Fig. 1 according to an initial traffic situation,

[0029] Fig. 3 shows a cross-sectional view of the same road space after an adaption of the system component arrangement to a new traffic situation,

[0030] Fig. 4 shows a perspective view of an active adaption robot with an autonomous mover sled in a stored position,

[0031] Fig. 5 shows a cross-sectional view of an active adaption robot with mover sleds in a released position,

[0032] Figs. 6a to 6f show a sequence of operation steps for moving a passive barrier module by an active adaption robot,

[0033] Fig. 7 shows a schematic perspective view on a road space in which a dynamic curbside management system comprising sensor means,

[0034] Fig. 8 and 9 show a perspective view of a road space in a transition scene.DETAILED DESCRIPTION OF THE INVENTION

[0035] Further technical details will become apparent from the following description of a preferred embodiment of the invention.Definitions

[0036] The term “traffic situation” means a usage scenario of a road space by traffic participants, especially motor vehicles, bicycles, electro-scooters, pedestrians, and the like. The term “desired policy” refers to a predeterminable configuration of the components of the system in order to establish a dead-end street, traffic-free zone, maximum motor vehicle throughput capacity, or the like. The desired configuration can be a rigid, fixed configuration or a configuration that is adapted according to the current traffic situation. The configuration can be determined by an instruction from a person or results from data collected by various sensors that monitor the current traffic situation. The term “road segment” or “targeted road segment” defines a road segment bordered on both sides, especially houses, fences, guard rails, and the like. The term “passive barrier module” means a non-driven barrier unit, which is suitable to bound one lane of a road space from an adjacent lane of the road space. The term “active adaption robot” describes an autonomously driving, electric-driven vehicle for moving the said movable passive barrier modules for an adaption of a road space to another traffic situation. The term “control unit” refers at one hand a central control unit, which works as a higher-level control for operating all active adaption robots in a coordinated manner by a wireless data communication. On the other hand, the control unit can also be integrated into each active adaption robot in order to form a distributed intelligence network with wireless intercommunication.Example

[0037] According to Fig. 1, an exemplary dynamic curbside management system for a flexible real-time adaption of a shown road space to different traffic situations comprises a road segment 1 with three first lanes 2a to 2c for motor vehicles V that are adjacent arranged to second lanes 3a and 3b for bicycles B, that are adjacent arranged to two third lanes 4a and 4b for pedestrians P. Between the outer first lanes 2a and 2c for motor vehicles and the adjacent second lanes 3a and 3b, respectively, several first movable passive barrier modules 5a to 5g and 5a’ to 5g’, respectively, are disposed. Analogously, between the second lanes 3a and 3b and the adjacent third lanes 4a and 4b, respectively, second movable passive barrier modules 6a to 6g and 6a’ to 6g’, respectively, are disposed.

[0038] For moving the said one and second passive barrier modules 5a to 5g; 5a’ to 5g’ and 6a to 6g and 6a’ to 6g’, an active adaption robots 7a and 7b are provided. The active adaption robots 7a and 7b move corresponding passive barrier modules at least in transverse traffic direction or preferably in the transverse traffic direction of the corresponding targeted road segment road segment 1. The first active adaption robot 7a reduces the width of the third lane 4a for pedestrians, and - at the same time - to enlarge the width of the adjacent lane 3a for bicycle users, e.g. by sequentially moving the corresponding passive barrier modules in the transverse traffic direction. The second active adaption robot 7b reduces the width of the second lane 3b for bicycles, and - at the same time - open up a further first lane 2c for motor vehicles, e.g. by sequentially moving the corresponding passive barrier modules in the transverse traffic direction.

[0039] For example, the method for operating a dynamic curbside management system can be on a road with three lanes in both directions with right-hand traffic. The method then can comprise displacing first movable passive barrier modules (5a-5g; 5a’-5g’) arranged movably along the roadside at a first position from the first position to a second position located to the left of the first position - as viewed in the right-hand traffic direction, wherein the displacement of the first barrier modules is carried out sequentially in the right-hand traffic direction. The method can further comprise displacing second movable passive barrier modules (6a-6g; 6a’-6g’) movably arranged along the roadside at a third position located to the right of the first position from the third position to a fourth position located to the left of the third position and simultaneously to the right of the second position- as viewed in the right-hand traffic direction. The displacement of the second barrier modules can be carried out sequentially against the right-hand traffic direction after the displacement of all first barrier modules has been completed. The displacement can be carried out by one active robot 7a only. The displacement can be carried out by two active robots 7a and 7b. In case of tworobots 7a and 7b, the first robot 7a can move the first movable passive barrier modules (5a-5g; 5a’-5g’) whereas the second robot 7b can move the second movable passive barrier modules (6a-6g; 6a’-6g’). Further, the two robots 7a and 7b can displace the movable passive barrier modules (5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’) at the same time or temporally one after the other.

[0040] A central control unit 8 is responsible for controlling the coordinative operation of the active adaption robots 7a and 7b. The control unit 8 comprises a traffic situation or policy input interface 9 to cause each active adaption robot 7a and 7b to coordinatively move the corresponding passive barrier modules 5a to 5g; 5a’ to 5g’; 6a to 6g; 6a’ to 6g’ for adapting their arrangement to a new traffic situation or desired policy.

[0041] The Fig. 2 illustrates how a dynamic curbside management system can be configured with a wide third lane 4a for pedestrians on one side, an adjacent second lane 3a for bicycles followed by three first lanes 2a to 2c for motor vehicles, another second lane 3b for bicycles on the other side, followed by another wide third lane 4b for pedestrians. Between the third lane 4a for pedestrians and the second lane 3b for bicycles at one side and the third lane 4b for pedestrians and the second lane 3b for bicycles on the other side, movable passive barrier modules 6 and 6’, respectively, in form of tree modules are arranged. Analogously, between the three first lanes for motor vehicles 2a to 2c and the on both sides adjacent second lanes 3a and 3b, respectively, another movable passive barrier module 5 and 5’, respectively, in form of low fence modules are arranged.

[0042] In view of Fig. 3, a new configuration of the road segment 1 is provided by a moved first movable passive barrier module 6’ in direction of the third lane 4b, which creates a narrower sidewalk. By analogously moving the first movable passive barrier module 5’ in the same direction, a new first lane 2d for motor vehicles has been opened, in order to match the arrangement onto a new traffic situation, namely an increased motor vehicle traffic.

[0043] According to Fig. 4, an exemplary active adaption robot 7a comprises a mobile box-like robot chassis 10 with two upper loading compartments 11a and 11b for storing objects and a lower mobile garage 12 for accommodating autonomous mover sleds 13a, 13b, shown in the stored position. Furthermore, the upper loading compartments 11a and 11b are equipped with a robot arm 14 (exemplary) for picking up objects, e.g. bicycles from the road space. The upper loading compartments 11 a and 11 b are equipped with a corresponding motorized sliding cover 15a and 15b, respectively, for opening and closing the upper loading compartments 11a and 11b.

[0044] According to Fig. 5, both autonomous mover sleds 13a and 13b are in the released position from the robot chassis 10 which stands in consequence motionless on the ground. The lower mobile garage 12 of the robot chassis 10 comprises entries 16a, 16b from either opposite front side of the robot chassis 10. Furthermore, on both sides of the robot chassis 10, interactive display units 17 (exemplary) are arranged for an optical communication with traffic participants. Moreover, each autonomous mover sled 13a and 13b is provided with an omnidirectional, electrical driving means 18 (exemplary) in form of motor-driven wheels connected to an integrated battery 19 (exemplary). The battery 19 of each mover sled 13 and 13b is rechargeable in the stored position of the mover sled 13a, 13b inside the lower garage 12a, 12b.

[0045] The Fig. 6a shows how the initial approach of the active adaption robot 7a (exemplary) to a passive barrier module 6a (exemplary) that is supposed to be moved to a different location. The passive barrier module 6a of the embodiment as shown consists of an upper vertical structure 20 in form of a planter-box with a tree, which is supported by a lower bottom structure 21 having a lower interface for receiving the mover sleds of the active adaption robot 7a.

[0046] Once the mover sleds 13a is released from its holding brackets within the active adaption robot 7a, it operates autonomously to perform specific tasks such as transporting or repositioning the passive barrier module 6a or other objects within the road space. This feature allows the active adaption robot 7a to extend its operational range by directing the exemplary mover sled 13a to targeted locations without needing to reposition itself entirely. Each mover sled 13a is designed with omnidirectional movement means and has dedicated sensors to maintain precise positioning, making them suitable for safely maneuvering in confined or high-traffic zones.

[0047] As illustrated in Fig. 6b, a single autonomous mover sled 13a moves parallel out of the active adaption robot 7a to align with the interface opening of the passive barrier module 6a.

[0048] Fig. 6c demonstrates how the autonomous mover sled 13a moves sideways beneath the passive barrier module 6a until it is centered.

[0049] The Fig. 6d shows how the internal lifting mechanism of the mover sled 13a elevates the passive barrier module 6a, separating it from the ground. Once the passive barrier module 6b reaches the transport height and has sufficient clearance, it is moved sideways in line with the active adaption robot 7a. The internal lifting mechanism of the mover sled 13a then lowers the passive barrier module 6a back to the ground, where it can support its own weight.

[0050] The Fig. 6e illustrates the final position of the passive barrier module 6b and the active adaption robot 7a departing with the mover sled 13a returned in its garage space and its transport position.

[0051] In view of Fig. 7 the system according to the invention operates as an interconnected network 20 where all components, especially the active adaptation robots 7a and 7b, the movable passive barrier modules 5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’ and static sensors 21 (exemplary) continuously exchange data. The network 20 relies on 5G connectivity and loT technology to enable seamless communication and real-time adaptation of the urban space. All collected data is uploaded to a centralized cloud system 22, where artificial intelligence (Al) agents analyze and synthesize the data into a real-time 3D digital twin of the dynamic curbside management system zone. This digital twin dynamically reflects road conditions, traffic flows, and stakeholder interactions, providing the basis for data-driven traffic and space allocation decisions. The artificial intelligence agents of the cloud system 22 processes input from the active adaptation robots 7a and 7b and passive barrier modules 5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’ that detect obstacles, map the environment, and share data with each other. Static sensors 21, such as Al-powered cameras on light poles and traffic signals, which provide a broader view of the situation. Based on this continuous analysis, the system can optimize the use of the road segment 1 space in real time by adjusting road configurations to meet current stakeholder needs, such as reallocating lanes 2a, 2b, 2c; 3a, 3b; 4a, 4b. If obstacles are detected that the active adaptation robots 7a and 7b cannot remove autonomously, intervention requests are sent to human workers or specialized robotic units to resolve the problem. Beyond Al-driven decision making, the network 20 also allows for policy driven configurations that allow city planners to enforce predefined street transformations. These policy driven configurations may include:- pedestrian-only zones on certain days,- modal filtering to restrict car access while allowing buses, bicycles, and pedestrians,- time-based lane reconfigurations for peak traffic periods,- climate adaptation strategies, such as reducing lanes in summer to allow for shade and greenery.

[0052] By integrating real-time data processing, Al analytics, and loT-based connectivity, the system according to the present invention ensures a responsive, adaptive, and intelligent city management system that balances traffic efficiency, pedestrian accessibility, and urban livability. Before initiating movement, an autonomous active adaptationrobot 7a; 7b positions itself in front of the passive barrier module 5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’ within the lane 2a, 2b, 2c; 3a, 3b; 4a, 4b, effectively serving as a temporary barrier to divert vehicles into adjacent lanes. This ensures a safe clearance zone for the mover sleds 13a, 13b, which maneuver underneath the corresponding passive barrier module 5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’, lift it, and execute a sideways movement to the new designated position. Once the inner barriers have been repositioned, the active adaptation robot 7a; 7b moves against traffic flow along the newly widened bike path, maintaining its role as an active safety buffer. By positioning itself ahead of the passive barrier module’s 5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’ destination, the active adaptation robot 7a; 7b continues to secure and monitor the work zone 23, preventing unauthorized intrusions by vehicles, cyclists, or pedestrians. Throughout the process, the active adaptation robot’s 7a; 7b sensor means and Al-driven perception systems continuously scan the environment, ensuring the operation proceeds without conflicts. To maintain operational safety and efficiency, the combined width of the work zone 23 and the adjacent lane 3a, 4a; 2c, 3b width must always meet or exceed regulatory minimum requirements. This guarantees that both traffic flow and module movement occur without obstruction, ensuring seamless reconfiguration of the street space while prioritizing the safety of all stakeholders.

[0053] Figs. 8 and 9 illustrate how the transition between the dynamic curbside management system according to the present invention is designed and configured including how different traffic participants are guided into their allocated spaces, namely their lanes 2a’, 2b’, 2c’, 2d’, 3a’, 3b’, 4a’, 4b’. Thus, tapered passive barrier modules 5a, 6a; 5a’, 6a’ with integrated signals for vehicular traffic are provided to avoid static island and dynamic signal lights to signalize a merge point. Passive barrier modules 5a, 5a’ in form of a bulging median modules separate car traffic from cyclist are bulged out at the end to encroach into the lane 3a; 3b’ in such a fashion, so that vehicles are too wide to enter the lane 3a; 3b’ for bicycles at all points of the transformation.

[0054] Finally, it should be noted that the present invention is also applicable to two lanes of different types only, as in street width is here the more challenging factor and pedestrians and bicycles could be combined when necessary.

Claims

CLAIMS1. Dynamic curbside management system for a flexible real-time adaptation of a road space to different traffic situations or desired policies, comprising:a road segment (1 ) with at least one first lane (2a, 2b, 2c), at least one second lane (3a, 3b) and at least one third lane (4a, 4b) of different types, whereinat least one first movable passive barrier module (5a-5g; 5a’-5g’) is disposed between the at least one first lane (2a, 2b, 2c) and the at least one second lane (3a, 3b), andat least one second movable passive barrier module (6a-6g; 6a’-6g’) is disposed between the at least one second lane (3a, 3b) and the at least one third lane (4a, 4b), whereinat least one active adaptation robot (7a, 7b) is provided for moving the movable passive barrier modules (5a-5g; 5a’-5g’; 6a-6g; 6a’-6g ’ ) at least in the transverse traffic direction of the road segment (1 ) in order to adapt the width and / or number of at least one of the lanes (2a, 2b, 2c; 3a, 3b; 4a, 4b) to a new traffic situation or desired policy, at least one control unit (8) with a traffic situation or policy input interface (9) integrated in or connected to the at least one active adaptation robot (7a, 7b) to cause each active adaptation robot (7a, 7b) to coordinatively move the movable passive barrier modules (5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’) for adapting the arrangement of the movable passive barrier modules (5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’) to the new traffic situation or desired policy.

2. Dynamic curbside management system according to claim 1 , wherein the at least one control unit (8) is connected to an interactive guidance and alert sub-system located inside each active adaption robot (7a, 7b), comprising environmental sensor means, signal LED lights, audible signal outputs and / or interactive display units (17) disposed on at least one sides of the adaption robot chassis (10) for a communication with all traffic participants.

3. Dynamic curbside management system according to one of the preceding claims, wherein the at least one control unit (8) is a central control unit with the interface (9) for receiving real-time traffic information, in order to control the operation of multiple active adaption robots (7a, 7b).

4. Dynamic curbside management system according to one of the preceding claims, wherein multiple active adaption robots (7a, 7b) are provided for coordinatively moving the movable passive barrier modules (5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’) according to the output of the at least one control unit (8).

5. Dynamic curbside management system according to one of the preceding claims, wherein the at least one first lane (2a, 2b, 2c) corresponds to a motor vehicle lane, the at least one second lane (3a, 3b) corresponds to a bicycle lane, and the at least one third lane (4a, 4b) corresponds to a pedestrian lane.

6. Dynamic curbside management system according to one of the preceding claims, wherein its components operate in an interconnected network (20) where all components, preferably the active adaptation robots (7a, 7b), the movable passive barrier modules (5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’) and at least one static sensor (21 ) continuously exchange data for monitoring the traffic situation and controlling the system.

7. Dynamic curbside management system according to one of the preceding claims, wherein tapered passive barrier modules 5a, 6a; 5a’, 6a’ are provided to guide the traffic participants through a merge point of the road space.

8. Method for operating a dynamic curbside management system according to one of the preceding claims, comprising the steps:a) providing an arrangement of at least one first movable passive barrier module (5a-5g; 5a’-5g’) and at least one second movable passive barrier module (6a-6g; 6a’-6g’) defining a road segment (1) with at least one first lane (2a, 2b, 2c), at least one second lane (3a, 3b) and at least one third lane (4a, 4b) according to an initial traffic situation or desired policy;b) monitoring the traffic situation and / or policy specification respectively in view of the utilization of each lane (2a, 2b, 2c; 3a, 3b; 4a, 4b) by the at least one control unit (8);c) activating at least one active adaptation robot (7a, 7b) for sequentially moving the movable passive barrier modules (5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’) at least in the transverse traffic direction of the road segment (1) in order to adapt the width and / or number of at least one of the lanes (2a, 2b, 2c; 3a, 3b; 4a, 4b) to a new traffic situation or desired policy.

9. Method according to claim 8, wherein the c) activating of the at least one active adaptation robot (7a, 7b) for sequentially moving the movable passive barrier modules (5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’) comprises sequentially moving the movable passive barrier modules (5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’), wherein the at least one active adaptation robot (7a, 7b) moves along the reverse traffic direction of the corresponding side of the road in order to move the movable passive barrier modules (5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’).

10. Method according to claim 8, wherein the c) activating of the at least one active adaptation robot (7a, 7b) for sequentially moving the movable passive barrier modules (5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’) comprises sequentially moving multiple first movable passive barrier modules (5a-5g; 5a’-5g’), wherein the at least one active adaptation robot (7a, 7b) moves along the traffic direction of the corresponding side of the road in order to move the multiple first movable passive barrier modules (5a-5g; 5a’-5g’) and for sequentially moving multiple second movable passive barrier modules (6a-6g; 6a’-6g’) after the movement of the multiple first movable passive barrier modules (5a-5g; 5a’-5g’) has been completed, wherein the at least one active adaptation robot (7a, 7b) moves along the reverse traffic direction of the corresponding side of the road in order to move the multiple second movable passive barrier modules (6a-6g; 6a’-6g’).

11. Method according to claim 8, 9 or 10 / according to one of the preceding claims?, wherein the c) activating of the at least one active adaptation robot (7a, 7b) for sequentially moving the movable passive barrier modules (5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’) comprises positioning the at least one active adaptation robot (7a, 7b) to the side of the movable passive barrier modules (5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’) or positioning the at least one active adaptation robot (7a, 7b) on a lane to the side of the movable passive barrier modules (5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’), resulting in the lane to the side of the movable passive barrier modules (5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’) being blocked by the at least one active adaptation robot (7a, 7b).

12. Active adaptation robot (7a; 7b) for moving movable passive barrier modules (5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’) to adapt a road space to different traffic situations or desired policies, comprising:a mobile box-like robot chassis (10) with at least one upper loading compartment (11a, 11b) for storing objects, at least one autonomous mover sled (12) for omnidirectionally moving the robot chassis (10) in a stored position and for omnidirectionally moving barrier modules (5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’) or other objects in a released position.

13. Active adaptation robot (7a; 7b) according to claim 12, wherein two independent, autonomous mover sleds (13a, 13b) are provided, which are accommodated behind each other in at least one lower mobile garage (12a, 12b) of the robot chassis (10), wherein the lower mobile garage (12a, 12b) comprises entries (16a, 16b) from either opposite front side of the robot chassis (10).

14. Active adaptation robot (7a; 7b) according to claim 12, wherein the at least one upper loading compartment (11a, 11b) is equipped with a robot arm (14) for picking up objects from the road space, and / or wherein the upper loading compartment (11a, 11b) is equipped with a motorized sliding cover (15a, 15b).

15. Active adaptation robot (7a; 7b) according to claim 12, wherein the robot chassis (10) is symmetrically designed, consisting of two lower mobile garages (12a, 12b) and two corresponding upper loading compartments (11a, 11b).

16. Active adaptation robot (7a; 7b) according to claim 12, wherein each autonomous mover sled (13a, 13b) is provided with omnidirectional, electrically driven wheels (18) and with environmental sensor means for positioning and maneuvering along the road space.

17. Active adaptation robot (7a; 7b) according to claim 16, wherein the electrically driven wheels (18) of the mover sled (13a, 13b) are powered by a battery (19), which is rechargeable in the stored position of the mover sled (13a, 13b) inside the mobile lower garage (12a; 12b).

18. Movable passive barrier module (5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’) for adapting the width and / or number of at least one lane (2a, 2b, 2c; 3a, 3b; 4a, 4b) on a new traffic situation or desired policy by movable disposing between two lanes (2a, 2b, 2c; 3a, 3b; 4a, 4b), comprising:an upper vertical structure (20) for forming a boundary, anda lower bottom structure (21) having an interface for receiving the mover sled (13a, 13b) of an active adaptation robot (7a; 7b) according to one of the preceding claims 8 to 13, which is preferably arranged on each side of the lower bottom structure (21 ).

19. Movable passive barrier module (5a-5g; 5a’-5g’; 6a-6g; 6a’-6g’) according to claim 18, wherein the upper vertical structure (20) is a boundary element, selected from a group of boundary elements, comprising a tree, a shrub, a slab, a wall, a fence, a bench-table arrangement, which are combined each with a uniform lower bottom structure (21) for receiving the mover sled (13a, 13b).

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