EP3633106A1 - Hybrid metal-concrete lane separator module and method for manufacturing a separating barrier - Google Patents

Abstract

The invention relates to a hybrid metal-concrete module separating traffic lanes, the module (1) being a straight element elongated between two connection ends (5, 6) and comprising a base part downwards (3 ), upwards a ridge part (2), connected together by uprights (4, 5, 6), the base part (3) being wider than the ridge part (2), and the ends of connection (5, 6) comprise on their end faces (50, 60) complementary means for securing (9, 19) of the modules to each other with type of pins (9) and of slots (19), a pin (9 ) given fixed on one end of connection (5, 6) being intended to be passed and positioned in a slot (19) in correspondence of the other end of connection (6, 5), each pin (9) comprises a barrel finished at its free end by a head wider than the bole. The spacing of the head of the pin (9) relative to the end face (50, 60) to which it is fixed is adjustable so as to be able to adjust the tightening or the maximum axial and angular spacing tolerated between the ends of connection (5, 6) of two connected modules (1). A method of producing a barrier for separating traffic lanes by connecting modules is also presented.

Description

TECHNICAL FIELD TO WHICH THE INVENTION RELATES

The present invention relates generally to the field of road works and equipment. It relates more particularly to a hybrid metal-concrete module separating traffic lanes intended to produce barriers for separating traffic lanes and in particular temporary. A method of producing a barrier for separating traffic lanes by connecting modules is also presented.

TECHNOLOGICAL BACKGROUND

Modular dividers that are assembled to form a delimitation of traffic lanes must have sufficient restraint capacity for vehicles striking them. These capacities are generally recommended in standards.

We know modular separators by documents EP1380696 and EP3029202 . If they have certain advantages in terms of ease of handling compared to modules made of concrete blocks, they have a relatively reduced inertia because of their relatively low weight. In addition, for the first document, the operations of securing the modules together can prove to be tedious because it is necessary to aim correctly so that the pins come to be placed opposite corresponding insertion orifices of the ends of the modules. This is all the more difficult as the machine handling the module must take it in its middle to better balance the load represented by the module, this constraint being all the more critical as the weight of the module is important, and the The operator of the machine is therefore generally at a distance from the ends of the module and, moreover, these ends are partly masked by the body of the module. In addition to the weight, this masking and this distance also increase with the length of the module.

We also know the document EP0997582 A1 which discloses a metal-concrete module whose screws of the connecting means between adjacent ends of modules are constrained in distance apart from their head relative to the end of the module carrying them due to the presence of rods (elongated wedges) 44. In addition, due to the funnel-shaped shape of the part 141 and inclined 143, an automatic longitudinal and transverse alignment of the elements is obtained (cf. paragraph 69).

The present invention is distinguished by the possibility of offset between the modules to follow a turn or a slope, thanks to the freedom of rotation of the pin screws ensuring the connection between the modules.

It is therefore desirable to have modules with greater inertia, in particular by increasing the weight, and greater ease of joining the modules together, even for modules of great unit length. It is also useful to be able to adjust the integral modules to the shape of the roadway on which they are installed, both for a slope break and for a turn, and this, without causing a detrimental reduction in the holding capacity from the whole.

OBJECT OF THE INVENTION

In order to in particular remedy the aforementioned drawbacks of the prior art, the present invention provides a hybrid metal-concrete module separating traffic lanes, the modules being intended to be placed on a traffic pavement to form a barrier delimiting traffic lanes, the module being a straight element with a main axis elongated longitudinally between two connection ends intended to be connected to the connection ends of two other adjacent modules to form an alignment of modules joined together, each module comprising downwards a base part, upwards a ridge part, connected to each other by extended uprights between the base part and the ridge part, the module being substantially symmetrical with respect to a longitudinal vertical median plane, the base part being wider than the ridge part, each connection end having an ext face vertical metal rim perpendicular to the main axis of the module, the end face being intended to be placed opposite an end face of another adjacent module in the alignment of modules.

The connection ends comprise on their end faces complementary means for securing the modules to each other, the complementary securing means comprising pins and elongated slots, a given pin fixed on a connection end being intended to be passed and positioned in a slot corresponding to the other connection end in order to prevent the modules from being separated from one another at least along the main axis, each mushroom-shaped pin comprising a barrel terminated at its free end by a head wider than the barrel, each pin projecting horizontally and parallel to the main axis of the module towards the outside of the end face to which it is fixed, and each slot is elongated vertically and crosses the thickness of the end face , at least a part of each slot having a width allowing the passage of the barrel of the pawn but not of the head of the pawn in order to po see retain in said slot part a pawn passed in the corresponding slot.

The spacing of the head of the pin relative to the end face to which it is fixed is adjustable so as to be able to adjust the clamping or the axial spacing and maximum angular tolerated between the connection ends of two connected modules.

• la partie de fente bloquant la tête du pion est disposée à une hauteur qui correspond à la hauteur du pion lorsque les modules sont de niveau, notamment lorsqu'ils sont posés sur la chaussée,
• la zone du module comprise entre la partie de base et la partie de faîte est en retrait par rapport aux faces latérales des parties de base et de faîte, ladite zone formant un renfoncement latéral,
• en dehors des montants dont les extrémités de liaison, la zone du module comprise entre la partie de base et la partie de faîte est libre/ouverte entre les deux faces latérales du module,
• les extrémités de liaison font partie des montants reliant la partie de base à la partie de faîte,
• le pion est une tige filetée et la tête est un écrou vissé sur la tige filetée, la tige filetée étant fixée, notamment par soudage à l'extrémité de liaison,
• le pion est une vis,
• le pion est un boulon comportant une vis et un écrou, la tête de la vis étant fixée à l'extrémité de liaison, notamment par soudage, et l'écrou pouvant être vissé et dévissé sur le fût fileté de la vis, ledit écrou formant la tête du pion, le vissage ou dévissage permettant de rapprocher ou d'éloigner la tête du pion de l'extrémité de liaison,
• le pion est un boulon comportant une vis et un écrou, l'écrou du boulon étant fixé à l'extrémité de liaison,
• le pion comporte une vis à tête hexagonale, l'extrémité élargie du pion correspondant à la tête de la vis,
• la vis est de type M42,
• la vis est manœuvrable en rotation afin de pouvoir serrer ou desserrer les deux extrémités de liaison assemblées entre elles par les moyens de solidarisation de deux modules,
• le pion comporte une vis munie d'une tête de manœuvre élargie par rapport au fût fileté de la vis et la vis est fixée libre en rotation de vissage et dévissage dans un écrou immobilisé au moins en rotation à l'extrémité de liaison,
• l'écrou est en outre immobilisé en translation axiale à l'extrémité de liaison,
• l'écrou est totalement immobilisé à l'extrémité de liaison,
• l'écrou est fixé à l'extrémité de liaison,
• l'écrou est soudé à l'extrémité de liaison,
• l'écrou est soudé à l'extrémité de liaison par l'intermédiaire d'une rondelle d'appui à l'extrémité de liaison,
• la vis comporte en outre une rondelle d'appui insérée le long du fût de la vis,
• la rondelle d'appui insérée le long du fût de la vis est soudée à la tête de manœuvre de la vis,
• les fentes ont des largeurs uniformes et débouchent respectivement sur des bords supérieur et inférieur des faces d'extrémité des extrémités de liaison,
• la fente allongée débouche sur un bord supérieur ou inférieur de la face d'extrémité et une fois le pion inséré dans la fente allongée, la largeur de la fente est telle qu'elle empêche les tentatives d'extraction du pion par translation horizontale, c'est-à-dire bloque ou limite (en fonction du jeu de vissage) une tentative d'écartement axial ou angulaire des modules,
• la fente allongée est circonscrite, c'est-à-dire ne débouchant pas sur un bord de l'extrémité de liaison, et comporte une partie plus large permettant l'insertion par translation horizontale de l'extrémité élargie du pion, l'autre partie moins large de la fente permettant de retenir l'extrémité élargie du pion contre des tentatives d'extraction par translation horizontale,
• dans un module, une première extrémité de liaison comporte vers le bas, au niveau de la partie de base, deux pions de type vis et vers le haut, au niveau de la partie de faîte, une fente verticale de largeur uniforme débouchant sur le bord supérieur de la première extrémité de liaison et, la seconde extrémité de liaison comporte vers le bas, au niveau de la partie de base, deux fentes verticales de largeurs uniformes débouchant sur le bord inférieur de la seconde extrémité de liaison et vers le haut, au niveau de la partie de faîte, un pion de type vis,
• dans le module :
  • * la partie de faîte est en métal et comporte deux côtés latéraux longitudinaux constitués de deux glissières latérales parallèles horizontales continues séparées et retenues entre elles par des entretoises horizontales transversales, c'est-à-dire perpendiculaires aux glissières, les glissières étant étendues longitudinalement entres les deux extrémités de liaison du module, et
  • * la partie de base comporte :
    • un massif de béton longitudinal médian,
    • deux côtés latéraux longitudinaux constitués chacun d'au moins deux rails latéraux métalliques parallèles, horizontaux et superposés verticalement, les rails latéraux étant étendus longitudinalement entre les deux extrémités de liaison du module, et
    • un élément de fond fermant vers le bas la partie de base et étendu transversalement entre les rails latéraux des deux côtés latéraux de la partie de base, et étendu longitudinalement entres les deux extrémités de liaison du module,

lesdits au moins deux rails de chaque côté latéral de la partie de base et l'élément de fond formant un coffrage perdu pour le massif de béton, et la partie de faîte, les montants, les glissières et les rails métalliques sont soudés entre eux,

• le module présente un gabarit de forme pyramidale tronquée, allongée longitudinalement, à base large vers le bas,
• le béton est un béton standard,
• le béton est un béton fibré,
• le béton est un béton non armé,
• le béton est un béton armé, - l'armement du béton comporte des fers à béton,
• les différentes pièces métalliques du module sont fixées ensembles par boulonnage et/ou soudage et/ou rivetage,
• dans la partie de faîte, les glissières sont soudées aux montants,
• dans la partie de faîte, les glissières sont soudées aux entretoises,
• dans la partie de faîte, les entretoises sont soudées aux montants,
• dans la partie de faîte, les glissières sont soudées aux entretoises et au moins une partie des entretoises est soudée aux montants,
• dans la partie de faîte, les glissières sont soudées aux entretoises et aux montants,
• les montants s'étendent jusqu'au fond de la partie de base,
• les montants s'étendent seulement en partie jusqu'au fond de la partie de base,
• les montants ne s'étendent pas jusqu'au fond de la partie de base,
• les montants ont une largeur, donc mesurée transversalement, qui va en diminuant du bas vers le haut,
• les montants comportent des parois transversales verticales,
• le montant est vertical et présente une forme en I de type IPN ou IPE vu en section horizontale et de largeur mesurée transversalement au module qui diminue du bas vers le haut,
• le montant est vertical et présente une forme en H vu en section horizontale, la barre centrale du H étant axiale/médiane ou transversale au module selon le cas, et de largeur mesurée transversalement au module qui diminue du bas vers le haut,
• le montant présente une forme en U vu en section horizontale, le montant comportant une paroi transversale verticale et deux bords latéraux montant le long des bords latéraux de la paroi transversale, les bords latéraux étant en chaque point perpendiculaires à la paroi transversale et se rapprochant l'un de l'autre vers le haut,
• le montant présente une forme tubulaire vu en section horizontale, le montant comportant deux parois transversales verticales parallèles entre elles et deux bords latéraux montant perpendiculaires en chaque point aux deux parois transversales, les deux bords latéraux montant se rapprochant l'un de l'autre vers le haut,
• le béton et au moins une partie de l'armement du béton au cas où le béton serait armé, sont continus entre les deux extrémités du module, les montants ne s'étendant pas jusqu'au fond de la partie de base ou les parois transversales des montants comportant des ouvertures au niveau de la partie de base,
• le béton est compartimenté en blocs séparés au sein du module, les montants au niveau de la partie de base séparant les blocs de béton entre eux,
• les faces latérales du module exposées aux chocs des véhicules sont métalliques,
• les rails sont appliqués directement contre le massif de béton,
• les rails sont appliqués contre le massif de béton par l'intermédiaire d'éléments absorbeurs de choc,
• dans la partie de base, les montants sont soudés aux rails
• dans la partie de base, les montants sont indirectement fixés aux rails, notamment par l'intermédiaire d'entretoises et/ou par l'intermédiaire du béton,
• les côtés latéraux longitudinaux de la partie de faîte sont verticaux,
• les côtés latéraux longitudinaux de la partie de base sont verticaux,
• les montants sont ancrés dans le massif de béton,
• les rails sont ancrés dans le massif de béton,
• l'élément de fond est une plaque, la plaque étant unique ou le résultat de la juxtaposition d'un ensemble de plus petites plaques,
• l'élément de fond est en métal,
• l'élément de fond en métal est soudé au moins aux rails,
• la face inférieure du module est métallique, un élément de fond métallique s'étendant latéralement entre les rails fermant vers le bas la partie de base,
• l'élément de fond est en bois,
• des entretoises horizontales transversales sont installées entre les rails des deux côtés latéraux longitudinaux de la partie de base,
• le béton est un béton coulé dans la partie de base, les rails et l'élément de fond formant un coffrage perdu pour le béton,
• la face inférieure du module est essentiellement constituée de l'élément de fond,
• l'élément de fond est amovible et est retiré après coulage et prise du béton,
• la face inférieure du module est en béton,
• la face inférieure du module est essentiellement en béton, avec latéralement deux parties métalliques d'ailes de rails, un fond temporaire étant utilisé lors du coulage du béton puis retiré une fois le béton solidifié,
• les glissières sont des profilés à double ondulation,
• les glissières sont des profilés en U avec un fond plat et deux ailes,
• les rails sont des profilés à double ondulation,
• les rails sont des profilés en U avec un fond plat et deux ailes,
• les glissières et les rails sont des profilés métalliques de même forme en U,
• dans le profilé en U les ailes sont perpendiculaires au fond et les ailes sont parallèles entre elles,
• les entretoises sont des plaques,
• les entretoises sont des profilés de section en U,
• les entretoises sont des profilés de section en U avec des retours aux extrémités du U,
• les entretoises sont des profilés tubulaires de section triangulaire, carrée ou rectangulaire,
• la partie de base comporte de chaque côté deux rails superposées et les glissières et les rails sont des profilés en U avec un fond plat et deux ailes, les profilés en U formant les glissières et les rails ayant des dimensions transversales identiques,
• chaque extrémités du module comporte une poutre verticale métallique s'étendant de la partie de base à la partie de faîte, ladite poutre ayant en section horizontale une forme en I de type IPN ou IPE et de largeur mesurée transversalement au module qui diminue du bas vers le haut,
• chaque extrémité de liaison est un pilier métallique vertical de forme générale en H en section horizontale avec deux parois transversales verticales parallèles entre elles et reliées médianement entre elles par une paroi axiale médiane, une des deux parois transversales constituant la face d'extrémité et la largeur des parois transversales va en diminuant du bas vers le haut du module,
• le module repose sur la chaussée par l'intermédiaire de patins en matière élastomère,
• les patins en matière élastomère sont fixés directement à la face inférieure du module,
• les patins en matière élastomère sont fixés à la face inférieure du module par l'intermédiaire de pieds métalliques,
• les pieds comportent des profilés et des plateaux sur lesquels les patins sont fixés,
• les pieds comportent des profilés en U,
• les pieds comportent des profilés en U avec des retours aux extrémités du U,
• les pieds sont soudés aux rails,
• les profilés des pieds sont disposés longitudinalement sous les rails,
• les profilés des pieds sont disposés transversalement sous les rails et les pieds forment des entretoises horizontales transversales sous les rails entre les deux côtés latéraux longitudinaux de la partie de base, les pieds étant fixés aux rails,
• les pieds sont fixés au béton,
• les pieds sont fixés aux rails, de préférence par des soudures,
• les pieds sont fixés à l'élément de fond,
• le module est essentiellement ouvert entre ses deux côtés latéraux dans la zone étendue entre la partie de base et la partie de faîte,
• les montants dans la zone étendue entre la partie de base et la partie de faîte sont recouverts latéralement de plaques latérales étendues en hauteur entre la partie de faîte et la partie de base et longitudinalement entre les deux extrémités du module afin de fermer latéralement le module,
• les pièces métalliques du module au contact de l'air sont galvanisés,
• l'ensemble des pièces métalliques constituant l'ossature du module est galvanisé,
• la galvanisation est effectuée à chaud.

Other non-limiting and advantageous characteristics of the device according to the invention, taken individually or in any technically possible combination, are the following:

• the slot part blocking the head of the pin is disposed at a height which corresponds to the height of the pin when the modules are level, in particular when they are placed on the road,
• the zone of the module comprised between the base part and the ridge part is set back with respect to the lateral faces of the base and ridge parts, said zone forming a lateral recess,
• outside the uprights, the connection ends of which, the module area between the base part and the ridge part is free / open between the two lateral faces of the module,
• the connection ends are part of the uprights connecting the base part to the ridge part,
• the pin is a threaded rod and the head is a nut screwed onto the threaded rod, the threaded rod being fixed, in particular by welding at the connection end,
• the pawn is a screw,
• the pin is a bolt comprising a screw and a nut, the head of the screw being fixed to the connection end, in particular by welding, and the nut can be screwed and unscrewed on the threaded barrel of the screw, said nut forming the head of the pawn, the screwing or unscrewing making it possible to move the head of the pawn towards or away from the connecting end,
• the pin is a bolt comprising a screw and a nut, the bolt nut being fixed at the connection end,
• the pin has a hexagonal head screw, the enlarged end of the pin corresponding to the head of the screw,
• the screw is of type M42,
• the screw can be rotated in order to be able to tighten or loosen the two connection ends assembled together by the means for securing two modules,
• the pin comprises a screw provided with a maneuver head enlarged relative to the threaded barrel of the screw and the screw is fixed free in rotation for screwing and unscrewing in a nut immobilized at least in rotation at the connection end,
• the nut is also immobilized in axial translation at the connection end,
• the nut is completely immobilized at the connection end,
• the nut is fixed to the connection end,
• the nut is welded to the connection end,
• the nut is welded to the connection end by means of a support washer at the connection end,
• the screw also has a support washer inserted along the barrel of the screw,
• the support washer inserted along the barrel of the screw is welded to the screw operating head,
• the slots have uniform widths and open respectively on the upper and lower edges of the end faces of the connection ends,
• the elongated slot opens onto an upper or lower edge of the end face and once the pin is inserted into the elongated slot, the width of the slot is such that it prevents attempts to extract the pin by horizontal translation, c that is to say blocks or limits (depending on the tightening play) an attempt to axially or angularly separate the modules,
• the elongated slot is circumscribed, that is to say not opening onto an edge of the connection end, and has a wider part allowing the widened end of the pin to be inserted by horizontal translation, the other narrower part of the slot allowing the enlarged end of the pin to be retained against extraction attempts by horizontal translation,
• in a module, a first connection end comprises at the bottom, at the level of the base part, two screw-type studs and upwards, at the level of the ridge part, a vertical slot of uniform width opening out at the edge upper end of the first connection end and, the second connection end comprises downwards, at the level of the base part, two vertical slots of uniform widths opening out at the lower edge of the second connection end and upwards level of the ridge part, a screw-type pawn,
• in the module:
  • * the ridge part is made of metal and has two longitudinal lateral sides consisting of two continuous horizontal parallel side rails separated and held together by transverse horizontal struts, that is to say perpendicular to the rails, the rails being extended longitudinally between the two connection ends of the module, and
  • * the basic part includes:
    • a median longitudinal concrete block,
    • two longitudinal lateral sides each consisting of at least two parallel lateral metallic rails, horizontal and vertically superimposed, the lateral rails being extended longitudinally between the two connection ends of the module, and
    • a bottom element closing down the base part and extended transversely between the lateral rails of the two lateral sides of the base part, and extended longitudinally between the two connecting ends of the module,

said at least two rails on each lateral side of the base part and the bottom element forming a lost formwork for the concrete block, and the ridge part, the uprights, the slides and the metal rails are welded together,

• the module has a template of truncated pyramidal shape, elongated longitudinally, with a wide base downwards,
• concrete is standard concrete,
• concrete is fiber concrete,
• concrete is unreinforced concrete,
• the concrete is reinforced concrete, - the reinforcement of the concrete includes concrete irons,
• the different metal parts of the module are fixed together by bolting and / or welding and / or riveting,
• in the ridge part, the slides are welded to the uprights,
• in the ridge part, the slides are welded to the spacers,
• in the ridge part, the spacers are welded to the uprights,
• in the ridge part, the slides are welded to the spacers and at least part of the spacers is welded to the uprights,
• in the ridge part, the slides are welded to the spacers and the uprights,
• the uprights extend to the bottom of the base part,
• the uprights extend only partially to the bottom of the base portion,
• the uprights do not extend to the bottom of the base part,
• the uprights have a width, therefore measured transversely, which decreases from the bottom to the top,
• the uprights have vertical transverse walls,
• the upright is vertical and has an I-shape of IPN or IPE type seen in horizontal section and of width measured transversely to the module which decreases from bottom to top,
• the upright is vertical and has an H shape seen in horizontal section, the central bar of the H being axial / median or transverse to the module as the case may be, and of width measured transversely to the module which decreases from bottom to top,
• the upright has a U shape seen in horizontal section, the upright comprising a vertical transverse wall and two lateral edges rising along the lateral edges of the transverse wall, the lateral edges being at each point perpendicular to the transverse wall and approaching the from each other to the top,
• the upright has a tubular shape seen in horizontal section, the upright comprising two vertical transverse walls parallel to each other and two lateral edges rising perpendicular at each point to the two transverse walls, the two lateral rising edges approaching one another towards the top,
• the concrete and at least part of the concrete reinforcement in case the concrete is reinforced, are continuous between the two ends of the module, the uprights not extending to the bottom of the base part or the transverse walls uprights having openings at the level of the base part,
• the concrete is divided into separate blocks within the module, the uprights at the base part separating the concrete blocks from each other,
• the side faces of the module exposed to vehicle shocks are metallic,
• the rails are applied directly against the concrete block,
• the rails are applied against the concrete block by means of shock absorbing elements,
• in the base part, the uprights are welded to the rails
• in the base part, the uprights are indirectly fixed to the rails, in particular by means of spacers and / or by means of concrete,
• the longitudinal lateral sides of the ridge part are vertical,
• the longitudinal lateral sides of the base part are vertical,
• the uprights are anchored in the concrete block,
• the rails are anchored in the concrete block,
• the bottom element is a plate, the plate being unique or the result of the juxtaposition of a set of smaller plates,
• the bottom element is made of metal,
• the metal bottom element is welded at least to the rails,
• the underside of the module is metallic, a metallic bottom element extending laterally between the rails closing down the base part,
• the bottom element is made of wood,
• horizontal transverse spacers are installed between the rails on the two longitudinal lateral sides of the base part,
• the concrete is concrete poured into the base part, the rails and the bottom element forming a lost formwork for the concrete,
• the underside of the module essentially consists of the bottom element,
• the bottom element is removable and is removed after pouring and setting of the concrete,
• the underside of the module is made of concrete,
• the underside of the module is essentially made of concrete, with two metal parts of rail wings laterally, a temporary bottom being used when pouring the concrete and then removed once the concrete has solidified,
• the slides are profiles with double corrugation,
• the slides are U-shaped profiles with a flat bottom and two wings,
• the rails are profiles with double corrugation,
• the rails are U-shaped profiles with a flat bottom and two wings,
• the slides and the rails are metal profiles of the same U-shape,
• in the U-profile the wings are perpendicular to the bottom and the wings are parallel to each other,
• the spacers are plates,
• the spacers are U-shaped section profiles,
• the spacers are U-shaped section profiles with returns at the ends of the U,
• the spacers are tubular profiles of triangular, square or rectangular section,
• the base part comprises on each side two superimposed rails and the slides and the rails are U-shaped profiles with a flat bottom and two wings, the U-shaped profiles forming the slides and the rails having identical transverse dimensions,
• each end of the module comprises a vertical metal beam extending from the base part to the ridge part, said beam having in horizontal section an I-shape of IPN or IPE type and of width measured transversely to the module which decreases from the bottom towards the top,
• each connecting end is a vertical metal pillar of general H shape in horizontal section with two vertical transverse walls parallel to each other and connected medially to each other by a median axial wall, one of the two transverse walls constituting the end face and the width transverse walls decreasing from the bottom to the top of the module,
• the module rests on the roadway by means of pads made of elastomeric material,
• the pads of elastomeric material are fixed directly to the underside of the module,
• the pads of elastomeric material are fixed to the underside of the module by means of metal feet,
• the feet include profiles and plates on which the pads are fixed,
• the feet have U-shaped profiles,
• the feet have U-shaped profiles with returns at the ends of the U,
• the feet are welded to the rails,
• the profiles of the feet are arranged longitudinally under the rails,
• the profiles of the feet are arranged transversely under the rails and the feet form horizontal transverse spacers under the rails between the two longitudinal lateral sides of the base part, the feet being fixed to the rails,
• the feet are fixed to the concrete,
• the feet are fixed to the rails, preferably by welds,
• the feet are fixed to the bottom element,
• the module is essentially open between its two lateral sides in the extended area between the base part and the ridge part,
• the uprights in the extended area between the base part and the ridge part are covered laterally with side plates extended in height between the ridge part and the base part and longitudinally between the two ends of the module in order to laterally close the module,
• the metal parts of the module in contact with the air are galvanized,
• all of the metal parts constituting the frame of the module are galvanized,
• galvanizing is carried out hot.

According to another point of view, the invention also relates to a hybrid metal-concrete module separating traffic lanes, the modules being intended to be placed on a traffic pavement to form a barrier delimiting circulation lanes, the module being a straight element of main axis elongated longitudinally between two connection ends intended to be connected to the connection ends of two other adjacent modules to form an alignment of modules joined together, each module having a base portion downwards, towards the top a ridge part, connected to each other by extended uprights between the base part and the ridge part, the module being substantially symmetrical with respect to a longitudinal vertical median plane, the base part being wider than the ridge part , each connection end having a vertical metal end face perpendicular to the axis main of the module, the end face being intended to be placed opposite an end face of another adjacent module in the alignment of modules, the connecting ends comprising on their end faces complementary means joining the modules together, and
in which module, the ridge part is made of metal and has two longitudinal lateral sides made up of two parallel lateral slides continuous horizontal lines separated and held together by transverse horizontal struts, that is to say perpendicular to the rails, the rails being extended longitudinally between the two connection ends of the module, and the base part comprises: - a concrete block longitudinal median, - two longitudinal lateral sides each consisting of at least two parallel lateral metal rails, horizontal and vertically superimposed, the lateral rails being extended longitudinally between the two connection ends of the module, and - a bottom element closing downwards the base part and extended transversely between the lateral rails of the two lateral sides of the base part, and extended longitudinally between the two connection ends of the module, said at least two rails on each lateral side of the base part and the bottom element forming a lost formwork for the concrete block, and the par ridge tie, the uprights, the slides and the metal rails are welded together. Preferably, the complementary means for securing the modules together are mushroom-shaped pins and slots and allow an adjustment of the spacing of the modules and their angulation.

The invention also relates to a method for producing a barrier for separating traffic lanes by connecting modules, the modules comprising a metal frame and concrete, the modules being placed on a traffic pavement of a site, in which process modules are used according to the invention, the metal frames are transported to the site and once on site concrete is poured into the base part of the modules, or the modules with their concrete in the base part, and to connect a new module to a module already installed on the ground, the new module raised above the ground is brought substantially in the axis of the module already installed on the ground so that their opposite end faces include securing means which are complementary to each other, and the joining means between them are engaged, such as pawns and slots, the descent to the ground of the new module joining the two m odules, and the spacings of the stud heads are adjusted relative to the end face to which said studs are fixed so as to be able to adjust the tightening or the maximum axial and angular spacing tolerated between the connecting ends of the two modules.

In a particular implementation of the method where one angularly shifts two integral modules, and for the two screw type pins located at the base part, the spacing of the head of the pin is adjusted differently for each of said two pins. relative to the end face to which it is fixed so that the connecting ends of the two connected modules are more apart on a lateral side with respect to the other lateral side.

In particular implementations of the method, the connection ends of the two connected modules can be force-tightened against each other or, on the contrary, leave the possibility of a predefined clearance.

It is understood that this principle of angular offset in the configuration for securing the modules may relate to an angulation in a horizontal plane if the roadway has for example a bend but also an angulation in a vertical plane if the roadway has a slope break and, more generally , the invention allows angular offsets combining vertical and horizontal to be able to adapt to all forms of pavement.

DETAILED DESCRIPTION OF AN EXAMPLE OF EMBODIMENT

The description which follows with reference to the appended drawings, given by way of nonlimiting examples, will make it clear what the invention consists of and how it can be implemented.

• la figure 1 représente en vue perspective un module hybride métal-béton séparateur de voie de circulation,
• la figure 2 représente en vue perspective et en coupe transversale du module hybride métal-béton,
• les figures 3 et 4 représentent en vue perspective le détail des deux extrémités de liaison du module hybride métal-béton,
• la figure 5 représente une vue latérale du module hybride métal-béton et les figures 5A, 5C et 5D des coupes respectives A-A, C-C et D-D du module repérées sur la figure 5,
• les figures 6 et 7 représentent en vues arrière, deux modalités de transport par camion semi-remorque de modules avec celle de la figure 7 correspondant à un cas où le module métallique n'a pas encore reçu son béton,
• la figure 8 représente une vue de dessus détaillant le raccordement entre deux extrémités de liaison complémentaires de deux module hybride métal-béton, et
• la figure 9 représente en vue en éclaté et perspective un module hybride métal-béton séparateur de voie de circulation.

In the accompanying drawings:

• the figure 1 represents in perspective view a hybrid metal-concrete module separating the taxiway,
• the figure 2 represents in perspective view and in cross section of the hybrid metal-concrete module,
• the figures 3 and 4 represent in perspective view the detail of the two connection ends of the hybrid metal-concrete module,
• the figure 5 represents a side view of the metal-concrete hybrid module and the Figures 5A, 5C and 5D respective sections AA, CC and DD of the module marked on the figure 5 ,
• the Figures 6 and 7 show in rear views two modes of transport by module semi-trailer truck with that of the figure 7 corresponding to a case where the metal module has not yet received its concrete,
• the figure 8 represents a top view detailing the connection between two complementary connection ends of two hybrid metal-concrete modules, and
• the figure 9 represents in exploded view and perspective a hybrid metal-concrete module separating taxiway.

Device

The hybrid metal-concrete separator module of the invention comprises a metal framework made up of metal parts welded together and the lower part of which, known as the base part, forms a lost formwork into which concrete has been poured, or can be poured. . Concrete significantly increases the weight of the module. Concrete also provides additional relative resistance against metal deformation in the event of impact. However, in the preferred embodiment, the concrete is not chosen and / or used to have optimum impact resistance and, in particular, it is not reinforced or prestressed or loaded with fibers or the like. A standard concrete is preferably used, the main characteristic of which is to be reduced cost.

The proposed module makes it possible to retain a light vehicle or a heavy vehicle with a relatively reduced deformation of the barrier made up of separator modules connected together, and this typically according to standards T3W2, H1W4. It also makes it possible to prevent the wheels and in particular the fastening bolts of the wheels of heavy vehicles from coming to bear on the metal parts of the module, risking raising the vehicle.

On the figure 1 , the hybrid module 1 has three main parts, upwards a ridge part 2, downwards a base part 3 and between the two uprights 4, 5 and 6 connecting the two. The area between the ridge part and the base part is essentially empty except for the uprights. Among the uprights, those at the two longitudinal ends of the module form the connecting ends 5, 6 of the module 1. The module is straight and it is elongated longitudinally, that is to say in the direction of the length forming its main axis. . The module is substantially symmetrical with respect to a longitudinal vertical median plane and has, when viewed transversely, a template of truncated pyramidal shape, with a wide base downwards.

The area of module 1 between the ridge part and the base part is essentially empty except for the uprights. In certain implementation methods, provision is made to fill this zone by any useful means and for example plates extended between the ridge and base parts.

Each connection end 5, 6 of the module 1 has an end face 50, 60 vertical metal perpendicular to the main axis of the module. Each end face is intended to be placed opposite a complementary end face of another adjacent module in an alignment of modules. The connection ends 5, 6 have on their end faces 50, 60 complementary means for securing the modules together. These complementary securing means are in this example pawns with screw type 9 and slots 19. The screws 9 comprise maneuverable screw heads and threaded drums and can be screwed and unscrewed on the connection end 5, 6 the load-bearing, which makes it possible to adjust the spacing of the head of the pin, the head of the screw 9 in this case, relative to the end face to which it is fixed. The barrels of the screws 9 can be passed through the slots 19 in correspondence with the screws 9. This results in an interlocking fixing, of the button type.

The ridge part 2 is made up of two continuous horizontal parallel side rails 20 separated and held together by horizontal transverse spacers 21. The two lateral slides 20 are also fixed to the upper ends of the uprights 4, 5 and 6. The slides 20 are extended longitudinally between the two connecting ends 5, 6 of the module 1. Each slide forms a side wall of the ridge part which is vertical. The slides 20, spacers 21, uprights 4, 5, 6 are metallic and welded together.

The base part 3 has two longitudinal lateral sides each consisting of two parallel lateral metal rails, horizontal and vertically superimposed. The rails 30 are metallic and are welded to the lower ends of the uprights 4, 5, 6. The two rails 30 on each lateral side can be welded together. The two rails 30 on each lateral side form a side wall of the base part which is vertical. The lateral rails 30 are extended longitudinally between the two connection ends 5, 6 of the module 1. A bottom element 31 notably visible on the figures 2 , 5A and 5C , closes down the base part 3 and is extended transversely between the side rails 30 on the two lateral sides of the base part 3. This bottom element 31 in one piece or resulting from an assembly of several plates is extended longitudinally between the two connecting ends 5, 6 of the module 1. The bottom element 31 in the case where it is metallic, is welded to the rails 30. The bottom element can be removable and it is removed once the concrete solidified. The bottom element can be made of wood.

Preferably, the slides 20 and the rails 30 are standard metal profiles in U and those of the feet 70 in U with returns, in particular of the type serving as a pile / support for beams on the edge of all. It can be the same for the spacers 21 of the ridge part 2. In the example shown, the spacers 21 of the ridge part 2 and the upper parts of the connection ends 5, 6 of the module 1 are cut sheets , shaped if necessary and assembled by welding and similarly for the connection ends 5, 6. Still in this example, the slides 20 and the rails 30 are standard profiles U100. The metal parts have suitable thicknesses with for example 10 mm for the connection ends, 5 mm for the spacers, between 4 and 5 mm for the rails and slides

The entire framework of the module made up of welded metal parts is hot-dip galvanized.

The module 1 shown has three uprights 4 intermediate between the two connection ends 5 and 6. The module 1 shown has four spacers 21 in the ridge portion, each substantially equidistant from the two adjacent uprights 4, 5 or 6.

The rails 30, the bottom element 31 and the connecting ends 5, 6 form a lost formwork in which a concrete 8 is poured as can best be seen in fig 2 or the Figures 5A and 5C . The module 1 therefore comprises a median longitudinal concrete block 8. The concrete is preferably continuous between the two ends, the uprights being drilled at the height of the base part so that the concrete communicates on both sides of the uprights. In a variant, the concrete is compartmentalized.

Once the concrete is in place and solidified / set, the module has a total mass of around 1155 kg for a module of 6 m of useful length (about 6.15 m overall), 0.3 m wide at the level of the base part and 0.71 m in height. The width of the module at the ridge part is 0.26 m. The assembled metal parts forming the framework of the module have, before pouring the concrete, an approximate weight of 390 Kg and the concrete alone, after drying, an approximate weight of 765 Kg. The volume of concrete is approximately 0.310 m ³ per module.

It can be noted that the width of the ridge part, approx. 260 mm is suitable for handling the block with existing standard clamps for unloading and loading on a semi-trailer. In the example shown, the modules have a unit length of 6 m, but in variants, provision is made for modules of length 2 m, 4 m and 12 m for specific uses.

In implementation variants it is possible to replace the concrete in part or in whole by other heavy materials and for example gravel, or even liquids such as water. In a particular case, concrete is provided at the bottom of the base part 3 and the cultivation soil above, in the lost formwork and flowers, for example, are grown there. Note that we can provide for the installation of flower boxes or other plants between the two slides 20 of the ridge part 2.

Optionally, spacers (not visible and not provided in the preferred embodiment) can be fixed transversely between the rails 30 on the two lateral sides of the base part 3 and taken in concrete.

More specifically on figure 5C and 5D , we can see a reservation in the concrete surface and which includes a housing 11 which is therefore caught in the concrete. This box 11 can internally contain any useful document and / or device, mechanical or electronic, and, for example an RFID identifier or equivalent, a mechanical or electronic shock detector. In the latter case, provision can be made for the shock detector to be able to generate electricity during the shock and that this electricity can power the device temporarily to allow certain operations, including recording the shock in a memory, in particular FLASH®. In other embodiments, the housing 11 includes an electric battery or, optionally, a rechargeable battery if an external electric power source such as a photovoltaic panel is available. Note that the term box is generic and that it can just as easily correspond to encapsulation by resin or other of the device, as to a box inside which the device is placed.

The module 1 rests on the roadway by means of feet 7 comprising U-shaped profiles with returns 10 fixed longitudinally to the underside of the base part 3 and a plate on which a layer of an elastomer 71 is fixed. An elastomer interface is therefore present between module 1 and the roadway, which ensures a satisfactory grip capacity. In variants, provision may be made for the plate on which a layer of an elastomer 71 is fixed to have, in addition, points downward and protruding from the elastomer and sinking into the roadway or the ground to further increase the grip. Finally, in some cases, provision is made for piles to be inserted through the module and driven / forced or screwed into the roadway to positively anchor the module to the ground.

We will now detail the connection ends 5, 6 of module 1 with the figures 3, 4 and 8 . The connection ends 5, 6 have a general profile substantially in H in horizontal section with two vertical transverse walls parallel to each other and medially connected to each other by a vertical median axial wall, one of the two transverse walls corresponding to the end face of the module 1. Thus, on the side of the connection end referenced 5 in the figures, one of the two transverse walls corresponds to the end face 50, the other to the internal wall 52, the two being connected by the axial wall median 51. On the side of the connecting end referenced 6 in the figures, one of the two transverse walls corresponds to the end face 60, the other to the internal wall 62, the two being connected by the median axial wall 61 .

The complementary fastening means of screw type 9 and the slots 19 are distributed between the two connection ends 5, 6 to be complementary between the modules and to ensure retaining forces against the separation of the modules with a certain symmetry. On the side of the connection end referenced 5 in the figures, two slots 19 are arranged on the end face 50 downwards, at the level of the base part 3, and a screw upwards, at the level of the ridge part 2. The screw protrudes from the end face 50 and it can be screwed, which brings the head of the screw closer to the end face 50, or unscrewed, which keeps it away. The screw is arranged on the vertical median plane of the module.

On the side of the connection end referenced 6 in the figures, a slot 19 is arranged on the end face 60 upwards, at the level of the ridge part 2 and two screws downwards, at the level of the part base 3. The screws protrude from the end face 60 and they can be screwed, which brings the screw heads closer to the end face 60, or unscrewed, which distances them. The two screws are arranged on the same level and symmetrically with respect to the vertical median plane of the module.

This alternation between the slots and the screws between the two ends of the module avoids a stall between assembled modules in the event of a vehicle impact against the barrier.

In the embodiment shown, the slots 19 have a uniform width over their height and which allows the passage of the threaded barrel of the screws 9 but not of their heads. The slots open onto the top or bottom edge, as the case may be, of the corresponding end face. As a result, the modules are joined together by essentially vertical translation between two ends facing two adjacent modules so that the barrel of the screw enters the slot and the head of the screw passes from the other side of the end face as we can see on the figure 8 .

When installing the modules to secure them together, care has been taken to unscrew the screws somewhat in order to have sufficient play facilitating the insertion of the screw drums into the slots. Once the insertion has been made, the screws can be re-tightened to press the two end faces against each other for a straight barrier without angulation between modules. If an angle between two modules is desired, a certain amount of clearance will be left to the screws so as not to flatten the end faces and leave an angle between them. Thanks to this angulation between module end faces, a barrier can be produced with an admissible radius of curvature of 72 m for modules 6 m long. This radius of curvature is adjustable according to the tightening of the screws. It can be noted that in this case of angulation, there is a possibility of small angular displacement of the modules between them in the event of impact. We can therefore provide for the insertion of a corner between the end faces which form an angle between them in order to block / remove this play once the barrier is installed.

The screws are of type M42 and a washer is welded to the head of the screw. A nut 18 is welded to the end face 50, inside of the connection end 5, by means of a support washer as visible figure 8 for the ridge part 2. The same principle is used for the two screws of the base part 3, the nuts with welded support washers being this time welded to the end face 50 on the inner side of the connection end 6. In order to be able to access the heads of the screws 9 for screwing or unscrewing, a free space is left on the side inside of the uprights forming the connection ends 5 and 6. For the ridge part 2, as visible figure 8 , this space is further supplemented by a cutout of the internal wall 62 of the connection end 6. For the base part and as better visible figure 4 , the free space is behind the plate 53 and, preferably, this plate 53 is removable to improve access to the screw head. Preferably, the removable plate 53 can be clipped and unclipped. For screwing and unscrewing, a ratchet wrench is preferably used which has the advantage of not requiring a large angular clearance and can remain engaged on the head of the screw during screwing and unscrewing.

The figure 9 allows you to see more precisely how you can build a module. It should be made clear right away that in the exploded view of the figure 9 , the concrete 8 which is represented there is schematically / symbolically because it is well understood that it does not in reality appear as a homogeneous bar since it crosses and is taken in the uprights 4. It is recalled indeed that this concrete is poured into the lower part of the metal framework. It can be noted that the two metal feet 7 are fixed on two of the uprights 4. During the manufacture of the metallic framework, the intermediate uprights 4 and the ends 5 and 6 are produced on the one hand, and then welded there, in top, two side rails 20 and the spacers 21 between the rails 20, and bottom, two side rails 30 on each side. It can be noted that in this embodiment, the bottom element has not been shown because it is used temporarily during the pouring and setting of the concrete 8 to close down the lost formwork of the lower part and it is then reused for pouring the concrete into another framework and so on. In another embodiment, the bottom element is left in place permanently in the module, this bottom element can be metallic or wooden. Finally, we can note on the upper face of the concrete 8 a reservation corresponding to the housing 11.

For the transport of hybrid metal-concrete separator modules, it is possible to use a semi-trailer with a platform of approximately 13.6 m and a useful loading height on a platform of 2.65 m. Under these conditions, 20 blocks with concrete can be loaded, i.e. 120 linear meters of barrier as shown. figure 6 in rear view of loading with stacking of modules. The row of five modules at the bottom is aligned along the length of the tray and the upper layers are installed at an angle for better stability, four modules for the middle row and one module for the top of the stack. The limit of the number of modules transported is here imposed by the unit weight of each module with concrete with regard to the capacities of the semi-trailer, in this example a 44 T truck.

We can plan to transport only the frame of the module and pour the concrete only once arrived at destination and the frames unloaded. Concrete pouring is done on arrival at the depot or even on site once the barrier is installed. In this case and for the same type of semi-trailer, forty-two frames (modules without concrete) can be transported, i.e. 252 linear meters of barrier. This possibility is shown in figure 7 . In addition, the frames can be loaded and unloaded with a simple "Manitou®" due to the relatively low weight of each frame unlike the module with concrete.

It can therefore be seen that the modules and the frames are stackable / stackable over several heights thanks to the base part forming a flat base and to the robustness and stability of the product. This stability is obtained although the module has a relatively narrow base, which is an advantage in construction sites where the available space can be relatively reduced, such as in an urban environment.

The module and the framework making it up can be declined in many other ways. The metal parts constituting it, in particular the slides and rails may have dimensions and / or shapes different from those of the example shown. Various accessories can be combined such as optical deflectors, lights, masking or anti-glare screens. It is also possible to provide a jumper plate for cladding / full blackout screen, delineators with reflectors, connection covers on DBA, GBA and DBAT. More generally, provision is made at the outset for holes in the metal parts of the module framework, which can be used to attach accessories to it. At the end of the barrier made, it is possible to install a connection kit on a Walt temporary shock attenuator, a special anti-tilting and line interruption box, a connection kit on the site portal / service access, one end lowered. If the modules are particularly useful for the realization of temporary barriers, simply posed on the roadway, one can envisage an anchoring and / or a long-term, even permanent installation. It is thus possible to provide a module allowing the installation of anchoring piles, in particular for the treatment of the end modules of the barrier in final installation.

Claims (10)

Module (1) hybrid metal-concrete traffic lane separator, the modules (1) being intended to be placed on a traffic pavement to form a barrier delimiting the traffic lanes, the module (1) being a straight element d main axis elongated longitudinally between two connection ends (5, 6) intended to be connected to the connection ends (5, 6) of two other adjacent modules to form an alignment of modules joined together, each module (1) comprising towards the bottom a base part (3), upwards a ridge part (2), interconnected by uprights (4, 5, 6) extended between the base part (3) and the ridge part (2 ), the module (2) being substantially symmetrical with respect to a longitudinal vertical median plane, the base part (3) being wider than the ridge part (2), each connecting end (5, 6) having a face end (50, 60) vertical metal perpe ndicular to the main axis of the module (1), the end face (50, 60) being intended to be placed opposite an end face (60, 50) of another adjacent module in the alignment of modules, the connection ends (5, 6) comprising on their end faces (50, 60) complementary means of securing (9, 19) of the modules together, the complementary means of securing (9, 19) comprising pins (9) and elongated slots (19), a given pin (9) fixed on one connecting end (5, 6) being intended to be passed and positioned in a slot (19) in correspondence with the other connection end (6, 5) in order to prevent the modules (1) from being separated from each other at least along the main axis, each mushroom-shaped pin (9) comprising a barrel terminated at its free end by a head more as wide as the bole, each pin (9) projecting horizontally and parallel to the main axis of the module towards the e x outside of the end face to which it is fixed, and each slot (19) is elongated vertically and passes through the thickness of the end face (50, 60), at least part of each slot (19) having a width allowing the passage of the barrel of the pin (9) but not of the head of the pin (9) so as to be able to retain in said slot part (19) a pin (9) passed through the slot (19) in correspondence, and in that the spacing of the head of the pin (9) relative to the end face (50, 60) to which it is fixed is adjustable so as to be able to adjust the tightening or the maximum axial and angular spacing tolerated between the connecting ends (5, 6) of two modules (1) connected, the pin (9) comprising a screw provided with a head enlarged operation relative to the threaded barrel of the screw and the screw is fixed free in rotation of screwing and unscrewing in a nut (18) immobilized at least in rotation at the connection end (5, 6). Module (1) according to claim 1, characterized in that the slots (19) have uniform widths and open respectively on the upper and lower edges of the end faces (50, 60) of the connection ends (5, 6) . Module (1) according to claim 2, characterized in that in a module (1), a first connecting end (6) comprises, downwards, at the level of the base part (3), two pins (9) of screw type and upwards, at the level of the ridge part (2), a vertical slot (19) of uniform width opening onto the upper edge of the first connection end (6) and, the second connection end (5 ) comprises downwards, at the level of the base part (3), two vertical slots (19) of uniform widths opening out at the lower edge of the second connecting end (5) and upwards, at the level of the part ridge (2), a screw type pin (9). Module (1) according to any one of the preceding claims, characterized in that * the ridge part (2) is made of metal and has two longitudinal lateral sides consisting of two continuous horizontal parallel rails (20) separated and held together by transverse horizontal spacers (21), that is to say perpendicular to the slides (20), the slides (20) being extended longitudinally between the two connecting ends (5, 6) of the module, and * the basic part (3) includes: - a median longitudinal concrete block (8), two longitudinal lateral sides each consisting of at least two parallel metallic horizontal rails (30) and vertically superimposed, the lateral rails (30) being extended longitudinally between the two connection ends (5, 6) of the module, and - a bottom element (31) closing down the base part (3) and extended transversely between the rails (30) lateral to the two lateral sides of the base part (3), and extended longitudinally between the two ends of connection (5, 6) of the module (1), said at least two rails (30) on each lateral side of the base part (3) and the bottom element (31) forming a lost formwork for the concrete block (8), and in that the ridge part (2), the uprights (4, 5, 6), the slides (20) and the metal rails (30) are welded together. Module (1) according to claim 4, characterized in that the bottom element (31) is removable and is removed after pouring and setting of the concrete. Module (1) according to claim 4 or claim 5, characterized in that the base part (3) comprises on each side two superimposed rails (30) and in that the slides (20) and the rails (30) are U-shaped profiles with a flat bottom and two wings, the U-shaped profiles forming the slides (20) and the rails (30) having identical transverse dimensions. Module (1) according to any one of the preceding claims, characterized in that each connection end (5, 6) is a vertical metal pillar of general H shape in horizontal section with two transverse walls (50, 52) (60 , 62) vertical parallel to each other and connected medially to each other by an axial wall (51) (61) median, one of the two transverse walls constituting the end face (50) (60) and in that the width of the transverse walls (50, 52) (60, 62) decreases from the bottom to the top of the module (1). Module (1) according to any one of the preceding claims, characterized in that the module (1) rests on the roadway by means of pads (71) made of elastomeric material. Module (1) according to claim 8, characterized in that the pads (71) made of elastomeric material are fixed to the underside of the module by means of metal feet (7). Method for producing a barrier for separating traffic lanes by connecting modules (1), the modules (1) comprising a metal frame and concrete, the modules (1) being placed on a traffic pavement of a site , characterized in that the modules (1) are according to any one of the preceding claims and that the metal frames are transported to the site and once on site concrete is poured into the base part of the modules, or the modules (1) with their concrete (8) in the base part (3), and in that to connect a new module to a module already installed on the ground, we bring the new module raised above the ground substantially in the axis of the module already installed on the ground so that their opposite end faces (50, 60) comprise securing means (9, 19) which are complementary to each other, and in that one engages between them the means of securing type of pawns (9) and slots (19), the descent to the ground of the new module securing the two modules, and in that the spacings of the heads of pawns (9) are adjusted with respect to the end face (50, 60) to which said pins (9) are fixed so as to be able to adjust the tightening or the maximum axial and angular spacing tolerated between the connection ends (5, 6) of the two modules (1) .

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