ROAD BARRIER, IN PARTICULAR INTEGRATED BARRIER

Abstract

 A road barrier has a load-bearing structure, designed to be anchored to the ground (2) in the proximity of an edge of a carriageway, which supports:
- safety means, configured for countering the possibility of vehicles going off the carriageway and/or mitigating impact deriving from collisions of vehicles against the road barrier (1);
- acoustic-shielding means, configured for mitigating and/or limiting the propagation of noise produced by vehicles circulating on the carriageway, the acoustic-shielding elements comprising a plurality of panel elements (6).
The load-bearing structure comprises uprights (3), which are to be anchored to the ground (2) in generally parallel positions and are prearranged in such a way that a plurality of the panel elements (6) are supported on one another between pairs of uprights (3).
The safety means comprise at least one longitudinally extending containment element (4, 5), fixed to a plurality of the uprights (3) at a front thereof. The uprights (3) each have two first longitudinal coupling guides, which are set opposite to one another and are configured for receiving a respective lateral end portion of the panel elements (6) supported on one another.
The uprights (3) each comprise two first upright elements (10), parallel and opposed to one another, which each define one said first longitudinal coupling guide, the first upright elements (10) being fixed to one another and to a second upright element (20), which is prearranged for anchorage to the ground (2) and fixed with respect to which are respective elements (32, 33, 35) for supporting the protective means (5, 6).

Description

Field of the invention

[0001] The present invention relates to road barriers that are to be installed along the edges of a carriageway, in particular the curbs of carriageways. The invention has been developed with particular reference to road barriers configured for performing both safety functions and anti-noise functions. However, peculiar characteristics of the solutions described hereinafter may be applied also to road barriers that perform only safety functions or only anti-noise functions.

Prior art

[0002] In the current state of the art, different types of road barriers are known, which are designed to be installed at the edges of a carriageway. The barriers defined as "safety barriers" basically have the function of preventing the possibility of vehicles from going off the carriageway owing to accidents, as well as mitigating the effects of possible impact by the vehicles themselves, via at least partial absorption of the impact. These barriers are generally of limited height and their load-bearing structure is basically constituted by a series of parallel uprights, fixed to which are suitable longitudinally extending transverse containment elements, such as undulated metal plates or else elements made of concrete of the type known as "Jersey".

[0003] Barriers defined as "anti-noise barriers" have, instead, the function of mitigating and/or limiting the propagation of noise produced by vehicles circulating on the carriageway. These barriers usually comprise sound-absorption panels, installed on metal uprights having a height greater than the uprights used in safety barriers. In these barriers, the panels are inserted in "guillotine" fashion between pairs of uprights substantially formed by metal I-beams (i.e., double T). The supporting structure is conceived merely for withstanding the stresses due to the thrust of the wind on the panels, and these barriers are hence unsuited for withstanding the impact of vehicles, which, following upon accidents, tend to swerve off the carriageway.

[0004] Likewise known are road barriers referred to as "integrated barriers" or "combined barriers", i.e., barriers that perform at the same time safety functions and functions of absorption/damping of noise. An integrated road barrier of the type indicated is known, for example, from the Italian utility model No. 265129.

[0005] In this case, the load-bearing structure of the barrier comprises first uprights, of a relatively great height, between pairs of which sound-absorption panels are mounted in guillotine fashion, as well as second uprights of more limited height, set between the first uprights. Also in this solution the uprights are constituted by metal I-beams. The internal front of the barrier - i.e., the side of the two series of uprights facing the carriageway - supports containment elements of the type previously referred to. The load-bearing structure is thus conceived both for supporting the stresses of the wind and for containing any possible impact by vehicles. Integrated barriers present several advantages, amongst which there should be emphasised the installation space that is relatively limited as compared to the case of simultaneous installation of safety barriers and anti-noise barriers: in the latter case, in fact, it is indispensable to maintain a free space between the safety barrier and the anti-noise barrier in order to enable controlled deformation of the former, in the case of impact by a vehicle.

Aim and summary of the invention

[0006] Known integrated road barriers present drawbacks of production, installation, and maintenance that it would be desirable to reduce. Similar problems exist also in the case of safety road barriers and anti-noise road barriers. In its general terms, the present invention aims to overcome the above drawbacks of road barriers of a known type.

[0007] In the above general field, an aim of the invention is to provide a road barrier, in particular an integrated barrier, which presents a simpler and more economically advantageous construction as compared to barriers of a known type having a similar function, but in any case able to guarantee the necessary safety and/or noise-absorption functions. Another aim of the invention is to provide a road barrier, in particular an integrated barrier, installation and maintenance of which is easier than in the case of barriers of a known type having a similar function, but which at the same time presents a highly reliable load-bearing structure.

[0008] One or more of the above aims are achieved, according to the present invention, by a road barrier and by a corresponding method of construction having the characteristics specified in the annexed claims. The claims form an integral part of the technical teaching provided herein in relation to the invention.

Brief description of the drawings

[0009] The invention will now be described with reference to the annexed drawings, which are provided purely by way of non-limiting example and in which:

• Figure 1 is a schematic perspective view of a road barrier according to possible embodiments of the invention;
• Figure 2 is a detail at an enlarged scale of the barrier of Figure 1;
• Figure 3 is a partially exploded perspective view of a part of a road barrier according to embodiments of the invention;
• Figures 4 and 5 show schematically, in perspective view and in top plan view, respectively, an upright element of a road barrier according to possible embodiments of the invention;
• Figures 6 and 7 are schematic perspective views of a further upright element of a road barrier according to possible embodiments of the invention;
• Figure 8 is a partial and schematic lateral view of a road barrier according to possible embodiments of the invention;
• Figure 9 is a perspective view of some components of a road barrier according to possible embodiments of the invention;
• Figure 10 is a schematic cross-sectional view aimed at illustrating an assembled condition of two upright elements according to Figures 4-5 and an upright element according to Figures 6-7;
• Figures 11 and 12 show schematically, in perspective view and in side elevation, respectively, a containment element of a road barrier according to possible embodiments of the invention;
• Figure 13 is a partial and schematic perspective view of a portion of a road barrier according to possible embodiments of the invention; and
• Figure 14 is a perspective view of the back of a portion of a road barrier according to possible embodiments of the invention.

Description of preferred embodiments of the invention

[0010] Reference to "an embodiment" or "one embodiment" in the framework of the present description is intended to indicate that a particular configuration, structure, or characteristic described in relation to the embodiment is comprised in at least one embodiment. Hence, phrases such as "in an embodiment", or "in one embodiment", or "in various embodiments", and the like, that may be present in various points of the present description do not necessarily refer to one and the same embodiment, but may instead refer to different embodiments. Furthermore, particular conformations, structures, or characteristics defined in the context of this description may be combined in any adequate way in one or more embodiments, even different from the ones represented. The reference numbers and spatial references (such as "upper", "lower", "up", "down", "front", "back", "vertical", etc.) used herein, in particular with reference to the examples in the figures, are merely for convenience and hence do not define the sphere of protection or the scope of the embodiments. In the figures, the same reference numbers are used for designating elements that are similar or technically equivalent to one another.

[0011] With initial reference to Figure 1, designated as a whole by 1 is a road barrier produced according to possible embodiments of the invention. In various other figures, such as Figures 2-3, 8-9, 13 and 14, the barrier 1 is illustrated partially or limitedly to some of its assembled components, for a clearer representation thereof.

[0012] In the example illustrated, the barrier 1 is an integrated (or combined) barrier, i.e., a road barrier designed to perform both safety functions and anti-noise functions. As will emerge clearly, on the other hand, various inventive aspects described hereinafter can be applied also to road barriers that perform only safety functions and to barriers that perform only anti-noise functions.

[0013] The barrier 1 has a load-bearing structure, which is designed to be anchored to the ground in the proximity of the edge of a carriageway, in particular at a curb made of plain or reinforced concrete, designated by 2. The load-bearing structure comprises a series of metal uprights, some of which are designated by 3 in Figures 1 and 2, anchored in generally parallel positions along the edge of the carriageway, in particular along the curb 2. Merely by way of indication, the uprights 3 may have a height comprised between approximately 1.5 m and approximately 5 m (or even more), and may be set at approximately 3 m apart.

[0014] The overall structure of the uprights 3 supports safety means, described hereinafter, configured for countering the possibility of vehicles going off the carriageway and/or mitigating impact deriving from collisions of vehicles against the road barrier. In various embodiments, these safety means comprise at least one longitudinally extending containment element, rendered fixed with respect to a plurality of the uprights 3 at a front thereof. In the case exemplified, the barrier 1 comprises two containment elements at different heights, designated as a whole by 4 and 5, described hereinafter.

[0015] In the example represented, since the barrier 1 is an integrated barrier, the overall structure of the uprights 3 moreover supports acoustic-shielding means, configured for mitigating and/or limiting propagation of noise produced by vehicles circulating on the carriageway. In preferred variant embodiments, the aforesaid acoustic-shielding means comprise a plurality of panel elements, which may for example be sound-absorption panels, of any type known in the sector, some of which are designated by 6. The panels 6 may, for example, comprise a casing made of ribbed sheet metal, possibly perforated in the front part, inserted floating within which is a sound-absorbing material. In various embodiments, the structure of the barrier 1 is completed via top transverse elements 10', which connect together a number of pairs of uprights 3 between which respective series of panels 6 are supported.

[0016] The uprights 3 are prearranged in such a way that a plurality of panels 6 are supported on one another between pairs of uprights 3. For this purpose, at least the intermediate uprights 3 of the structure each define two longitudinal coupling guides, opposite to one another, which are configured for receiving a respective lateral end portion of the panels 6, in particular with a substantially "guillotine-type" coupling. The panels 6 inserted between a pair of uprights 3 may be all the same as one another or else different, for example having different heights and/or some having their front part perforated and others not.

[0017] According to an inventive characteristic, the structure of the uprights 3 is made up of a number of parts, and comprises in particular a lower part, designed for anchorage to the ground, and an upper part, mounted on the lower part and designed for supporting the panel elements 6.

[0018] More in particular, and as may be seen, for example, in Figures 2 and 3, the structure of each upright 3 comprises two first upright elements 10, parallel and opposed to one another, which each define a longitudinal coupling guide, just one of which is visible in Figure 3, where it is designated by 11. The aforesaid two first upright elements 10 are fixed to one another and to a second upright element 20, defined hereinafter also as "base element", which is prearranged for anchorage to the ground and associated to which are respective elements for supporting the protective means 4, 5.

[0019] In preferred embodiments of the invention, the aforesaid first upright elements 10 are constituted by metal sectional elements, which are preferably the same as one another and are shaped to define the respective longitudinal coupling guide 11. A possible example of such a sectional element 10 is represented in Figures 4 and 5.

[0020] In various embodiments, the cross section of the sectional elements 10 is substantially of the reinforced-Omega type. For instance, with reference to the case illustrated in Figure 5, the cross section of the sectional elements 10 includes at least one central part defined by three walls 10a, 10b, and 10c, arranged substantially so as to form a U to define the guide 11. Preferentially, extending from the distal ends of the two parallel walls 10b, 10c towards the outside are two further walls 10d and 10e, substantially parallel to the wall 10a. Preferentially, in turn extending backwards from the distal ends of the walls 10d and 10e are two further walls 10f and 10g, which are substantially parallel to the walls 10b and 10c. Finally, preferably, extending inwards from the distal ends of the walls 10f and 10g are two further walls of shorter length, designated by 10h and 10i, substantially parallel to the walls 10a, 10d, 10e, very preferably coplanar to the wall 10a.

[0021] The sectional element 10 is preferably made of steel having a surface treatment for anti-corrosion purposes, for example galvanised steel. In preferred embodiments, the sectional element 10 is provided with one or more longitudinal arrays of holes on one or more of the walls that make up its cross section: for instance, Figure 4 exemplifies the case of three longitudinal arrays of holes, on the walls 10a, 10f, and 10g. The presence of the aforesaid holes, which are not denoted by reference numbers, enables reduction of the total weight of the sectional elements 10, and the amount of material necessary for producing them, without thereby significantly affecting the strength thereof. For this purpose, it should be considered that the structural function of the sectional elements 10 is basically to support a series of panels 6 set edgewise on top of one another and withstand the stresses caused by the wind on the panels themselves. The thickness of the sectional elements 10 may hence be significantly smaller than the thickness of the base elements 20.

[0022] As has been said, each upright 3 includes two sectional elements 10, which are fixed to one another and to a base element 20. Obviously, the sectional elements 10 are fixed to one another and to the element 20 in opposed positions, i.e., so that the respective guides 11 face in opposite directions.

[0023] In various embodiments, set between the two sectional elements 10 of an upright 3 is at least one coupling portion of the base element 20. For this purpose, and with reference, for example, to Figures 6-7, the structure of the base element 20 comprises a metal beam 21, fixed with respect to the back of which is at least one coupling element 22 that defines two respective longitudinal coupling guides 23, opposite to one another and configured for receiving each a longitudinal portion of a respective metal sectional element 10. In preferred embodiments, the metal beam 21 is an I-beam (or H-beam), i.e., one having a profile that defines two opposed longitudinal cavities. Once again preferentially, the at least one coupling element 22 is a length of I-beam, in particular welded to the back of the metal beam 21. Also the parts 21 and 22 may be made of steel. The parallel walls of the parts 22 may possibly be wider than the homologous walls of the beam 21, even though this does not constitute an essential characteristic.

[0024] In the example represented, two coupling elements 22 are fixed, preferably via welding, to the rear wall of the beam 21 at different heights and in such a way that the corresponding guides 23 are axially aligned. In this way, the U portion of the sectional elements 10 (defined by the walls 10a-10c of Figure 5) can be housed in the guides 23 of the two elements 22, as may be appreciated also from Figures 8 and 9. Preferably, the guides 23 of the bottom coupling element 22 have a lower closing element 24 - for example, provided or defined by a metal plate, preferably welded to the beam 21 and/or to the lower coupling element 22 - upon which the lower end of the two sectional elements 10 can bear.

[0025] According to possible variant embodiments, instead of two coupling elements 22, to the back of the beam 21 there can be fixed a single coupling element 22 longer than the ones represented: the aforesaid solution is not, however, strictly necessary for structural purposes and limits the advantages regarding containment of the weight of the base element 20.

[0026] As has been said, the two sectional elements 10 are coupled in opposed positions in the guides 23 of the coupling elements 22 and fixed in position, preferably via threaded members, for example bolts (it should be noted that, in some of the attached figures, the representation of the members used for fixing various elements of the barrier, in particular threaded members, has been omitted for reasons of greater clarity). For this purpose, the portion of the base element 20 (here represented by the intermediate wall of the lengths of I-beam that form the coupling elements 22), which is set between the sectional elements 10, is provided with through holes, some of which are designated by 22a in Figure 6. For the aforesaid fixing there are moreover exploited some of the holes provided in the wall 10a of the sectional elements 10 (see Figures 4-5). Preferentially, moreover, the sectional elements 10 are fixed together also in their part that extends over the upper coupling element 22, via corresponding threaded members, such as bolts, also in this case exploiting the presence of holes provided in the wall 10a of the sectional elements 10.

[0027] The assembled condition of the uprights 3 is represented partially and schematically in the cross-sectional view of Figure 10, where the two sectional elements 10 are visible, arranged substantially in a specular way so that their central U-shaped portions - which define the guides 11 - are housed each in one of the opposite guides 23 of the coupling elements 22 (just one of which is visible). In preferential embodiments, set in the part that extends over the upper coupling element 22, between the walls 10a of the two sectional elements 10, is a soundproof gasket, represented dashed in Figure 10, where it is designated by 25, which performs also the function of spacer. Figure 10 moreover shows schematically, represented by a dashed line, one of the bolts (designated by 26) used for fixing the sectional elements 10 to one another (and to the coupling elements 22).

[0028] As mentioned previously, associated to the front of the base elements 20 are the safety means, designed to counter any swerving of vehicles and mitigating any possible impact, in particular by way of corresponding connection and/or supporting elements.

[0029] In various embodiments, the aforesaid safety means comprise a main containment element of the undulated-metal-plate type, designated as a whole by 4 in Figures 1-3, 8, 9, and 11-12.

[0030] According to a characteristic in itself inventive, and as is clearly visible for example in Figures 11 and 12, the containment element 4 includes at least two undulated-metal-plate elements, and in particular at least one upper element 30 and at least one lower element 31. The upper element 30 and the lower element 31 are coupled together in a configuration where at least one longitudinal undulation of the upper element partially overlaps at least one longitudinal undulation of the lower element, in particular at least the lowest undulation 30a of the upper element 30 and the highest undulation 31a of the lower element 31. In preferred versions, the upper element 30 is a metal plate with three longitudinal undulations and the at least one lower element 31 is a metal plate with two longitudinal undulations. The elements 30 and 31 may be of any conception known in the sector, for example made of galvanised steel with a thickness of 2.5 mm.

[0031] The containment element 4 is preferentially anchored to at least some of the base elements 20 of the uprights 3 via suitable spacer means, designed to undergo a controlled deformation following upon collision of a vehicle against the containment element.

[0032] As may be seen, for example, in Figures 8 and 9, according to preferred embodiments, the spacer means comprise, for a respective base element 20, a series of spacer elements 32, 33 at different heights, where each series includes at least two spacer elements prearranged for undergoing deformation in opposite ways or directions. The spacers 32 and 33 preferably comprise shaped metal plates, each having one end fixed to the front of a respective base element 20 and the other end fixed to a back of the containment element 4. In the case exemplified, three spacers are provided for the purpose, of which two spacers 33 are prearranged for undergoing deformation downwards and one spacer 32 is prearranged for undergoing deformation upwards. Preferentially, the spacer 32 designed to undergo deformation upwards is the uppermost one of the respective series. In the example, controlled deformability is obtained by bestowing upon the metal plates that form the spacers 32 and 33 a generally V shape. Very preferably, associated to the upper undulated-plate element 30 are the spacer 32 and one of the spacers 33.

[0033] The rear end of the spacers 32, 33 is preferentially fixed to the front of the beam 31 of the base elements 20 via threaded members, such as bolts. Threaded members, such as bolts, are likewise preferentially used for fixing the two undulated-plate elements 30, 31 to the front end of the spacers 32, 33.

[0034] Preferentially, when the barrier 1 is of a significant length (for example, some tens of metres), the containment element 4 is formed by series of lengths of plates 30 and 31, arranged in succession and joined together, all according to known technique. Once again according to known technique, at the two longitudinal ends of the barrier 1, the containment element 4 may be provided with terminal elements of any conception in itself known, for example of the type designated by 4a in Figure 2.

[0035] In various embodiments, the safety means of the barrier 1 moreover comprise at least one longitudinally extending auxiliary containment element fixed to a plurality of respective base elements 20 in a position higher than the main containment element 4.

[0036] As may be seen, for example, in Figures 8 and 9, in various embodiments, the auxiliary containment element 5 has a metal tubular body, having a substantially quadrangular cross section, but not excluded from the scope of the invention is the case of a secondary containment element having a preferably generally flattened body with full section, or else a combination of a tubular body and a full body may be envisaged. In various embodiments, the auxiliary containment element 5 extends at at least approximately 1.5 m from the road surface, providing a protection at a level higher than that of the main containment element 4, also in order to reduce the risk of direct impact on some of the panels 6 in the event of a road accident.

[0037] Preferentially, the auxiliary containment element 5 is supported by means of plate-like elements, preferably configured substantially like a bracket (some of which are designated by 35, for example in Figures 6-9), rendered fixed with respect to the front of respective base elements 20, preferably via welding to the beam 21. In various embodiments, as may be seen in Figures 6-8, fixed on the plate-like elements 35 is a length of metal sectional element or beam 36 having a substantially C section, in order to provide a rear detent for the element 20. The horizontal plates of the cantilever elements 35 are preferably provided with through holes, some of which are visible for example in Figure 6, not indicated.

[0038] Also the auxiliary containment element 5 may be formed, throughout the length of the barrier 1, by a plurality of respective lengths fixed to the various base elements 20 of the uprights 3, and connected together via purposely provided connection plates, some of which are designated by 5a, for example in Figures 3, 8, and 9. Preferentially, the lengths of the containment element 5 are connected together at cantilever elements 35, using the plates 5a and suitable threaded members, such as bolts (one of which is designated by 27 in Figure 8), exploiting the presence of the holes of the cantilever elements 35 and of holes present in the lengths of the element 5. Also respective terminal elements, one of which is designated by 5b in Figure 2, may be associated to the two longitudinal ends of the containment element 5.

[0039] In various embodiments, the uprights 3 of the pair of uprights that supports a series of panels 6 set on top of one another are connected together by means of a top transverse element. Such a top element is designated by 10', for example in Figures 1-2. In various preferred embodiments, the top element 10' is a metal sectional element that has a shape in cross section corresponding to that of the two metal sectional elements 10 used for obtaining the uprights 3. As may be appreciated, this proves particularly advantageous for purposes of standardisation of production.

[0040] As may be appreciated from Figure 13, the sectional elements 10' are arranged so that the corresponding central U-shaped portion is fitted on the upper end of the highest panel 6 in the series, supported between the two uprights connected by one and the same sectional element 10'. Next, the sectional element 10' is fixed in position, preferably to both of the sectional elements 10 of each upright 3 of the pair considered. In the case exemplified, external connection plates 41 and internal connection counter-plates 42 are provided for this purpose, set between which are respective end portions of sectional elements 10' axially aligned to one another. Pack-tight fixing of the plates 41, 42 and of the sectional elements 10' may be obtained using bolts or the like - one of which is designated by 43 - exploiting the presence of holes in the walls 10f and 10g of the sectional elements 10' (see for reference Figure 5). The external plates 41 are in turn fixed to the two sectional elements 10 of each upright 3, via bolts or the like - one of which is designated by 44 - in particular on their walls 10f and 10g (see Figure 5) and using holes present in the aforesaid walls.

[0041] According to preferential embodiments of the invention, a number of panels 6 are constrained to one another by means of connection devices, preferably of the type including a rigid (or possibly flexible) cable. Some of the aforesaid devices, mounted at the back of the panels 6, are partially visible in Figure 14, where they are designated by 50. The panels 6 are deformable, and there is thus the need to prevent their deformation, following upon impact, from possibly causing decoupling from the uprights 3. The devices 50 constitute a simple, effective, and economically advantageous system for preventing the aforesaid risk. Once again for the same reason, preferentially, also connection devices are provided for connecting at least one panel 6 to a respective upright 3, also the aforesaid devices being preferably of the rigid-cable (or possibly flexible-cable) type. This prevents, in the event of possible deformations due to impact, the panels from possibly being released from the load-bearing structure and from scattered over the carriageway or elsewhere. The aforementioned connection devices may be of any type in itself known, for example of the type described in the aforementioned Italian utility model No. 265129, the teachings of which in this regard are considered as being incorporated herein, but preferably of the type that makes use of rigid cables.

[0042] According to a characteristic in itself inventive, the uprights 3, and in particular their base elements 20, have a lower portion configured for being partially embedded in a mass of fixing material, in particular a cement-base material.

[0043] In this regard, it should be pointed out that the uprights of integrated barriers of a known type are usually fixed to the ground, i.e., to a curb of a carriageway, via chemical anchors. For this purpose, the known uprights (see the aforementioned Italian utility model No. 265129) usually have a respective base plate, provided with holes for respective threaded bars for anchorage to the ground: in the aforesaid solutions, formed in the curb made of reinforced concrete are holes, inserted in which are the lower portions of the aforesaid bars, the holes being then filled with a chemical compound. In this way, the aforesaid lower portions of the bars are embedded in the chemical compound, which, by solidifying, performs functions of anchor. The upper threaded portions of the bars, which project upwards from the solidified material, then fit into the holes of the base plate of the uprights, and fixing is completed using nuts. This type of fixing to a certain extent complicates production of the uprights and their installation.

[0044] Instead, in preferred embodiments of the invention, a lower portion of the base elements 20 is to be housed in respective cavities defined in the curb 2, which are then filled with a fixing material, for example a cement-base one: this simplifies fixing of the uprights and improves anchorage thereof to the curb 2.

[0045] In Figures 1-3 and 8-9, some of the cavities of the curb 2 are represented schematically and designated by 2a, while designated by 55 only in Figure 8 is a mass of cement-based material, for example an anti-shrink mortar of a known type, which fills a cavity 2a and partially embedded in which is the lower portion of a base element 20 of the upright 3.

[0046] In various embodiments, the lower portion of the base elements 20 has reinforcement means, configured for increasing the bending strength of the element 20 itself, i.e., countering such a bending following upon collision of a vehicle against the road barrier.

[0047] In preferred embodiments, and as may be seen in Figures 6-9, these reinforcement means may comprise a pair of metal plates 60, rendered fixed with respect to the front and to the back of the base element 20, in particular on the outside of the two parallel walls of the beam 21, which - in the condition where the barrier is mounted - are generally parallel to the carriageway. The plates 60 are preferably fixed to the beam 21 via welding. In the mounted condition of the upright 3 - i.e., with the lower portion of the base element 20 embedded in the material with cementitious base 55 - the upper region of each metal plate 60 projects from the mass 55 itself.

[0048] The plates 60 basically have the function of increasing the section modulus of the base elements 20, in a particularly critical area thereof. In the event of impact against the barrier 1, for example against the containment element 4, the energy of the impact is in part absorbed by the deformation of the element 4 itself and in part absorbed by the deformation of the corresponding spacers 32, 33. A significant part of the energy is in any case discharged on the base elements 20 of the uprights 3, the area of which that undergoes the highest bending stress is located in the vicinity of the top of the mass 55, in which the element 20 is partially embedded. The presence, precisely in the aforesaid region, of the two plates 60 enables a considerable increase in the bending strength and deformation of the base element 20 in the most critical point.

[0049] In particularly advantageous embodiments, the plate 60 rendered fixed with respect to the back of the base element 20 is shaped to provide also the lower closing element 24 for the lower coupling element 22. The aforesaid preferential characteristic may be fully appreciated, for example, in Figures 6-8, where it may be noted how the rear plate 60 is substantially shaped like an L turned upside down in order to define the lower closing element 24.

[0050] The plates 60 may have a greater width than the front and the back of the beam 21, as exemplified in Figures 6, 7, and 10, or else have a width equal to or less than the aforesaid front and back, as exemplified in Figure 9. The plates 60 may have a thickness substantially corresponding to that of the front and rear walls of the beam 21, once again as exemplified in Figures 6, 7, and 10, or else have a smaller or greater thickness, as in the case exemplified in Figure 9.

[0051] It should in any case be pointed out that the lower closing element 24 for the lower coupling element 22 may be configured as component distinct from the rear plate 60 (for example, in the form of a plane plate set horizontally and welded on the lower face of the element 22), as well as being used also in embodiments in which the use of the rear plate 60 is not contemplated.

[0052] In various embodiments, the lower portion of the base elements 20 has protective means, configured for countering failure of the mass 55 of cement-base material following upon collision of a vehicle against the barrier 1.

[0053] In preferred embodiments, and as represented only in Figures 6-8, these protective means may comprise an annular element 61, preferably a metal ring, which surrounds an axial stretch of the lower portion of the base element 20, the aforesaid axial stretch being embedded in the upper area of the mass of material 55. As explained previously, part of the energy deriving from impact on the barrier is discharged on the uprights 3, and in particular on the lower portion of their base elements 20. In this circumstance, in addition to tending to bend, a base element 20 tends to tilt as a whole; i.e., it is induced to displace in the top region of the mass 55. In the presence of such a stress, the sharp edges of the H section of the beam 21 and/or of the plates 60 tend to facilitate failure or crumbling of the cement-based mass 55. Instead, the presence of the annular element or ring 61 - which provides a sort of shield in regard to the aforesaid sharp edges in the most critical area of the mass 55 - considerably limits the above risk, to the advantage of structural strength of the barrier 1. In the examples represented, the metal ring 61 surrounds an axial stretch of the lower portion of the base element 20 and a corresponding portion of the plates 60. The ring 61 may, for example, be welded locally at longitudinal edges of the beam 21 and/or of the plates 60.

[0054] Production and installation of a road barrier 1 of the type described previously are simple and fast.

[0055] The upper portions of the uprights 3 may be obtained, as explained, via metal sectional elements 10 having a section that is simple, relatively thin, and of reduced weight. Also the base elements 20 of the uprights may be obtained in a simple and an economically advantageous way, principally starting from an I-beam (for example, to obtain both the part 21 and the parts 22 of the element 20), welded to which are ordinary components made of steel structural work (the bracket 35 with the possible profile 36, the plates 60, etc.). Also the safety means, here represented by the undulated-plate elements 4 and by the tubular body 5 are provided by means of commercially available components, as likewise the sound-absorption panels 6. Also fixing of the safety means 4, 5 and of the acoustic-shielding means 6 to the uprights 3 is in itself simple and fast, according to elementary modalities.

[0056] Anchorage of the uprights 3 envisages that, along the edge of the carriageway - i.e., of its curb 2 - a number of cavities 2a is prearranged corresponding to the number of uprights 3. These cavities 2a can be obtained via appropriate core drilling, in the case of pre-existing curbs 2, or else by preparing in advance the cavities 2a, in the case of newly built curbs 2. The pitch between the cavities 2a, i.e., between the uprights 3, may be approximately 3 m. The cavities 2a may have, for example, a diameter of between 20 and 30 cm and a depth of between 25 and 50 cm.

[0057] The lower portions of the uprights 3, i.e., of their base parts 20, are housed in the respective cavities 2a, in a vertical position, and then the cavities are filled with the mass of cement-base material 55, in the fluid state. It is then necessary to wait for solidification of the mass 55 in such a way that the lower portion of the uprights 3, i.e., of their base elements 20, will be embedded in the respective solidified mass 55. As has been said, preferentially the lower portion of the uprights 3 is prepared in advance in view of their integration in the curb 2, providing the aforesaid lower portion with at least one of the reinforcement means, such as the plates 60, and the protective means, such as the ring 61.

[0058] From the foregoing description the characteristics of the present invention emerge clearly, as likewise do its advantages.

[0059] A substantial advantage of the invention is represented by the particular structure of the uprights 3 consisting of a number of parts, distinguished by a more massive lower part, represented by the base elements 20, entrusted to which are the highest structural loads, and a lighter upper part, represented by the sectional elements 20. The aforesaid structure considerably simplifies construction of the uprights 3 and installation thereof on the building site, the parts 10, 20 of the uprights 3 being lighter than the uprights currently used for providing integrated barriers, and hence being also simpler and faster to install. Also evident are the advantages in terms of reduction of the material used and of simplicity of manufacture of the elements in question.

[0060] The use of a containment element 4 formed by undulated-plate elements overlapping one another enables simplification of the structure that has to support it. It should be pointed out in this regard that the use of elements of the type designated by 4 guarantees a high resistance to impact, even when the uprights that support it are set relatively far apart from one another. Consider, for example, that according to the aforementioned Italian utility model No. 265129, a traditional undulated-plate element entails the need for corresponding uprights, with a relatively limited pitch between one another, in particular uprights at approximately 1.5 m from one another. Instead, in the case of the solution proposed herein, the uprights necessary for supporting a containment element 4 may be set at a much greater distance apart, even twice the distance specified in the prior document (and hence approximately 3 m).

[0061] The integrated barrier described is moreover distinguished by requiring less maintenance, for example owing to the fact that the type of anchorage proposed does not imply the typical use of log bolts, which call for periodic inspections, as well as owing to the fact that the possible replacement of parts of the barrier - in particular of the parts represented by the sectional elements 10 - proves extremely simple.

[0062] It should again be emphasised that the particular construction of the containment element 4 described previously, formed by overlapping undulated elements 30, 31, may be advantageously used also in barriers that perform only a safety function, for example barriers the load-bearing structure of which is formed by uprights substantially corresponding to the base elements 20 (even without the coupling elements 22 and possibly the spacers 32, 33).

[0063] Also the particular structure of the uprights described previously, i.e., having an upright base element that is designed to be anchored to the ground, and two upper upright elements, in particular metal sectional elements, fixed to one another and to the base element, may be advantageously used in road barriers that perform only an anti-noise function, for example barriers the load-bearing structure of which is formed by uprights corresponding to the ones designated previously by 3, but to which there are not associated containment elements 4 and/or 5 and corresponding fixing elements 32-33 and/or 35-36.

[0064] Likewise, the solution of providing uprights having a lower portion that is to be embedded in a mass of cementitious material, instead of being fixed by means of chemical anchors, and with the aforesaid lower portion provided with reinforcement means (such as the plates 60) and/or with protective means (such as the ring 61), can be advantageously used both in the case of barriers that perform only safety functions and in the case of barriers that perform only an anti-noise function.

[0065] Without prejudice to the principle of the invention, the details of construction and the embodiments may vary widely from what has been described and illustrated herein purely by way of example, without thereby departing from the scope of the annexed claims.

[0066] Among the possible variants, there is pointed out the possibility of equipping the barrier 1 with upper diffractive elements and/or of providing an upper part of the uprights 3 that can be selectively inclined, for example as described in the Italian utility model referred to previously. The main containment element of the barrier could be represented by an element made of concrete of a Jersey type, instead of by an undulated metal plate.

Claims

1. A road barrier having a load-bearing structure, designed to be anchored to the ground (2) in the proximity of an edge of a carriageway, the structure supporting:

- safety means, configured for countering vehicles going off the carriageway and/or mitigating impact deriving from collisions of vehicles against the road barrier (1); and

- acoustic-shielding means, configured for mitigating and/or limiting propagation of noise produced by vehicles circulating on the carriageway, the acoustic-shielding means comprising a plurality of panel elements (6);

wherein the load-bearing structure comprises uprights (3), which are to be anchored to the ground (2) in generally parallel positions and are prearranged in such a way that a plurality of said panel elements (6) are supported on one another between pairs of said uprights (3),
wherein the safety means comprise at least one longitudinally extending containment element (4, 5), fixed to a plurality of the uprights (3), in particular at a front thereof,
and wherein the uprights (3) each have two first longitudinal coupling guides (11), which are set opposite to one another and are configured for receiving a respective lateral end portion of said panel elements (6) supported on one another,
said road barrier being characterized in that the uprights (3) each comprise two first upright elements (10), parallel and opposed to one another, which each define one said first longitudinal coupling guide (11), and in that the first upright elements (10) are fixed to one another and to a second upright element (20), which is prearranged for anchorage to the ground (2) and fixed with respect to which are respective elements (32, 33, 35) for supporting said safety means.

2. The road barrier according to Claim 1, wherein the two first upright elements are metal sectional elements (10), which are preferably the same as one another, each shaped to define the respective said first longitudinal coupling guide (11), there being set between the two metal sectional elements (10) at least one coupling portion (22) of the second upright element (20).

3. The road barrier according to Claim 2, wherein the second upright element (20) comprises a first metal beam (21), fixed with respect to which is at least one coupling element (22) that defines two second longitudinal coupling guides (23), opposite to one another and configured for receiving each a respective longitudinal portion (10a-10c) of a said metal sectional element (10).

4. The road barrier according to any one of the preceding claims, wherein the second upright element (20) has a lower portion configured for being partially embedded in a solid mass of a fixing material (55), the lower portion having at least one of:

- reinforcement means (60), configured for increasing the bending strength of the second upright element (20); and

- protective means (61), configured for countering failure of said solid mass of fixing material (55) following upon collision of a vehicle against the road barrier (1).

5. The road barrier according to Claim 4, wherein:

- said reinforcement means comprise a pair of metal plates (60) rendered fixed with respect to a front and to a back of the second upright element (20), an upper region of each metal plate (60) being designed to project from said solid mass of fixing material (55); and/or

- said protective means comprise a metal annular element (61), which surrounds at least an axial stretch of said lower portion of the second upright element (20) that is to be embedded in an upper area of said solid mass of fixing material (55).

6. The road barrier according to any one of the preceding claims, wherein the at least one containment element (4, 5) comprises a main containment element (4), which includes at least one upper undulated-metal-plate element (30) and at least one lower undulated-metal-plate element (31), the at least one upper element (30) and the at least one lower element (31) being coupled in a partially overlapping configuration at at least one respective undulation (30a, 31a), where preferably the at least one upper element (30) is a metal plate with three undulations, and the at least one lower element (31) is a metal plate with two undulations.

7. The road barrier according to Claim 6, wherein the main containment element (4) is anchored to the second upright elements (20) via spacer means (32, 33) designed to undergo a controlled deformation following upon collision of a vehicle against the main containment element (4) itself, the spacer means (32, 33) preferably comprising shaped metal plates, each having one end fixed to the front of a respective second upright element (20) and the other end fixed to a back of the main containment element (4).

8. The road barrier according to Claim 7, wherein the spacer means comprise, for a respective second upright element (20), a series of spacer elements (32, 33) at different heights, each series including at least two spacer elements (32, 33) prearranged for undergoing deformation in opposite directions, preferably two first spacer elements (33) prearranged for undergoing deformation downwards and one second spacer element (32) prearranged for undergoing deformation upwards, the second spacer element (32) being preferably the highest element of the respective series.

9. The road barrier according to any one of Claims 6-8, wherein the at least one containment element (4, 5) comprises at least one auxiliary longitudinally extending containment element (5), fixed to a plurality of second upright elements (20) in a position higher than the main containment element (4), the at least one auxiliary containment element (5) comprising at least one of a body with tubular section and a body with generally flattened full section, the at least one auxiliary containment element (5) being preferably supported by means of cantilever elements (35) fixed with respect to the front of respective second upright elements (20).

10. The road barrier according to any one of the preceding claims, wherein the uprights (3) of one said pair of uprights are connected together by means of a top transverse element (10'), the top element (10') being preferably connected to both of the second upright elements (10) of each upright (3) of one said pair, the top element (10') being very preferably a metal sectional element having a shape in cross section corresponding to the shape in cross section of metal sectional elements that form said two first upright elements (10).

11. The road barrier according to Claim 3, wherein:

- the first metal beam (21) is an I-beam, i.e., with a profile defining two opposed longitudinal cavities; and/or

- the at least one coupling element (22) is a length of I-beam, in particular welded to a back of the first metal beam (21); and/or

- associated to at least one of the metal beam (21) and the at least one coupling element (22) is a resting element (24) for the lower end of said metal sectional elements (10).

12. A road barrier having a load-bearing structure, which is designed to be anchored to the ground (2) in the proximity of an edge of a carriageway, the structure supporting safety means (4, 5), configured for countering vehicles going off the carriageway and/or mitigating impact deriving from collisions of vehicles against the road barrier (1),
wherein the load-bearing structure comprises a plurality of metal upright elements (20), which are to be anchored to the ground (2) in generally parallel positions,
wherein the safety means (4, 5) comprise a longitudinally extending undulated containment element (4), which is fixed to a front of the metal upright elements (20), preferably via spacer elements (32, 33), set at different heights and designed to undergo a controlled deformation following upon a collision of a vehicle against the undulated containment element (4),
said road barrier being characterized in that the undulated containment element (4) comprises at least one upper undulated-metal-plate element (30) and at least one lower undulated-metal-plate element (31), the at least one upper element (30) and the at least one lower element (31) being coupled in a partially overlapping configuration at a respective undulation (30a, 31a), where preferably:

- the at least one upper element (30) is a metal plate with three longitudinal undulations, and the at least one lower element (31) is a metal plate with two longitudinal undulations; and/or

- the undulated containment element (4) is fixed to a front of the metal upright elements (20) via spacer elements, which comprise, for a respective metal upright (20), at least two spacer elements (32, 33) prearranged for undergoing deformation in opposite directions with respect to one another; and/or

- the undulated containment element (4) is fixed to a front of the metal upright elements (20) via spacer elements, which comprise, for a respective metal upright (20), two first spacer elements (33) prearranged for undergoing deformation downwards and a second spacer element (32) prearranged for undergoing deformation upwards, the second spacer element (32) very preferably being set higher than the first spacer elements (33).

13. A road barrier having a load-bearing structure, which is designed to be anchored to the ground (2) in the proximity of an edge of a carriageway, the structure supporting acoustic-shielding means, configured for mitigating and/or limiting propagation of noise produced by vehicles circulating on the carriageway, the acoustic-shielding means comprising a plurality of panel elements (6), wherein the load-bearing structure comprises uprights (3) that are to be anchored to the ground (2) in generally parallel positions and are prearranged in such a way that a plurality of said panel elements (6) are supported on one another between pairs of said uprights (3), and wherein the uprights (3) each have two first longitudinal coupling guides (11), which are set opposite to one another and are configured for receiving a respective lateral end portion of said panel elements (6) supported on one another, said road barrier being characterized in that the uprights (3) each comprise two first upright elements (10), parallel and opposed to one another, which each define one first longitudinal coupling guide (11), and in that the first upright elements (10) are fixed to one another and to a second upright element (20), which is prearranged for anchorage to the ground (2).

14. A road barrier having a load-bearing structure, which is designed to be anchored to the ground (2) in the proximity of an edge of a carriageway, the structure supporting at least one between:

- safety means, configured for countering the possibility of vehicles going off the carriageway and/or mitigating impact deriving from collisions of vehicles against the road barrier (1); and

- acoustic-shielding means, configured for mitigating and/or limiting the propagation of noise produced by vehicles circulating on the carriageway, the acoustic-shielding means comprising a plurality of panel elements (6),

wherein the load-bearing structure comprises a plurality of metal uprights (3), which are to be anchored to the ground (2),
wherein at least some of said metal uprights (3) have a lower portion (20) configured for being partially embedded in a solid mass of fixing material (55), the lower portion having at least one of reinforcement means (60), configured for increasing the bending strength of the respective upright (3), and protective means (61), configured for countering failure of said solid mass of fixing material (55) following upon collision of a vehicle against the barrier (1), where preferably:

- said reinforcement means comprise a pair of metal plates (60) rendered fixed with respect to a front and to a back of the lower portion (20) of the upright (3), an upper region of each metal plate (60) being designed to project from said solid mass of fixing material (55); and/or

- said protective means comprise a metal annular element (61), which surrounds at least an axial stretch of said lower portion (20) of the upright (3), which is to be embedded in an upper area of said solid mass of fixing material (55).

15. A method for obtaining a road barrier having a load-bearing structure that is designed to be anchored to a curb (2) of a carriageway made of a first cement-based material, the method comprising the steps of:

a) providing a plurality of metal uprights (3) of the load-bearing structure;

b) providing safety means (4, 5), configured for countering vehicles going off the carriageway and/or mitigating impact deriving from collisions of vehicles against the road barrier (1);

c) providing acoustic-shielding means, configured for mitigating and/or limiting propagation of noise produced by vehicles circulating on the carriageway, the acoustic-shielding means comprising a plurality of panel elements (6);

d) anchoring to the curb (2) of the carriageway a plurality of said metal uprights (3) in generally parallel positions; and

e) associating to the metal uprights (3) of said plurality the safety means (4, 5) and the acoustic-shielding means (6),

wherein step a) comprises the operation of prearranging a lower portion of the metal uprights (3) of said plurality for the purposes of their integration in the curb (2),
wherein step d) comprises the operations of:

providing in the curb (2) a number of cavities (2a) corresponding to the number of metal uprights (3) of said plurality;

housing the lower portion of each metal upright (3) of said plurality in one said cavity (2a);

filling each of said cavities (2a) with a fixing material in the fluid state, in particular a second cement-base material; and

waiting for solidification of the fixing material in such a way that said lower portion of the metal uprights (3) of said plurality is embedded in a respective solidified mass (55) of the fixing material,

where the operation of prearranging the lower portion of the metal uprights (3) for the purposes of their integration in the curb (2) preferably comprises providing said lower portion with at least one of reinforcement means (60), configured for increasing the bending strength of the metal uprights (3), and protective means (61), configured for countering failure of the solidified mass (55) of the fixing material following upon collision of a vehicle against the barrier (1).

Drawing