WO2019116400A1

WO2019116400A1 - System for connecting the contiguous segments of the horizontal blockout bar in a roadside barrier, and method thereof

Info

Publication number: WO2019116400A1
Application number: PCT/IT2017/000279
Authority: WO
Inventors: Hannes NIEDERKOFLER
Original assignee: STRA.TEC srl
Priority date: 2017-12-11
Filing date: 2017-12-11
Publication date: 2019-06-20
Also published as: EP3724402A1

Abstract

The field of application of the present invention relates to the installation of roadside safety barriers (also referred to as "guardrail" in the following). Said barriers are a very important element of any road, and they have a crucial function for the safety. In fact, in addition to delimiting the roadside edges visibly, they significantly reduce the danger of accidents involving vehicles' out of road. This last safety function requires that the installed guardrail meet appropriate, and certificated, mechanical requisites. However, the actual installation conditions depend on the different configurations of the road layout that, in many real cases, compromise the fulfillment of the safety standards. In particular, the junctions between contiguous segments of the horizontal blockout bar of a "guardrail", when the road is characterized by curves or slope variations, are not carried out as prescribed in the nominal conditions. In fact, these nominal conditions provide for junctions with the segments perfectly aligned and, only in such conditions, they can offer the certified mechanical performances. The system for connecting contiguous segments of horizontal blockout bar of a guardrail, according to the present invention, foresees that such connection is made using an intermediate coupling element. And said intermediate coupling element is provided with a joint, which can be locked with a variable angle, in a way to follow the curvature of the road, and equipped with appropriate coupling fin, to which the segments to be connected must be fixed with a suitable vertical angle, in a way to follow the slope variations of the road.

Description

TITLE:

SYSTEM FOR CONNECTING THE CONTIGUOUS SEGMENTS OF THE HORIZONTAL BLOCKOUT BAR IN A ROADSIDE BARRIER, AND METHOD THEREOF

DESCRIPTION

The field of application of the present invention relates to the installation of roadside safety barriers (also referred to as“guardrail” in the following).

Said barriers are a very important element of any road, and they have a crucial function for the safety. In fact, in addition to delimiting the roadside edges visibly, they significantly reduce the danger of accidents involving vehicles’ out of road.

This last safety function requires that the installed guardrail meet appropriate mechanical requisites.

In particular, the guardrail have to prevent that a vehicle exit from the road in order to avoid dangerous collisions with external elements or fall and, at the same time, it must dissipate, as much as possible, the kinetic energy of the vehicle, which should stop its run, possibly, nearby the edge of the road.

The combination of these requisites of mechanical resistance and plastic deformability (for dissipating the kinetic energy) poses a significant technical problem in the realization and in the installation of such roadside safety barriers.

The common practice, based on the known art, does not face adequately these aspects concerning the safety and it is quite frequent that, in the case of several accidents, the institutions who have in charge the operation of the roads are responsible of the consequences of these accidents.

In fact, it is quite frequent that the guardrail which is installed along the roads does not meet the technical requisites for the safety, and the consequences of eventual accidents may result to be more serious, just for this reason.

Actually, the known art is satisfactory with regard to the materials and the elements with which the guardrails are built. In fact, the technology for the realization of the guardrails is mature, reliable and optimized respect the costs: but the technical problem about the installation is still open and not yet solved.

In order to be installed, a guardrail need to obtain a certification by means of“crash tests” that would guarantee the necessary safety parameters. Nevertheless, the installation conditions during the“crash test” hardly reproduce actual installation conditions. In conclusion, a number of installed guardrails fail to meet the required safety parameters, due to installation defects.

In the following, some typical cases, where installation fails to meet the safety standards, will be described more in detail. What is important to underline, here at the beginning, is that the installation of a guardrail significantly depends on the shape of the road, which can present curves, even very narrow, and changes in slope, even very abrupt.

The "guardrails" according to the prior art are composed of elements, assembled during installation, which can be considered standardized and often, in order to adapt to the shape of the road, the installations involve adaptations on the field which alter their nominal physical characteristics. In these cases, both the individual elements to be assembled and the "guardrail" as a whole, as it results from the installation operations, do not guarantee the same

performances as in the“crash tests”.

Consequently, the real situation shows a large number of installations where the safety standards are not respected.

Moreover, installation problems are not limited to the phase in which a new barrier is placed. In fact, the safety roadside barriers need some maintenance during their lifecycle and, obviously, in occasion of accidents (the guardrails are designed to be irreversibly deformed, to dissipate the kinetic energy of the vehicles that impact them).

In case of accident, one or more elements of the guardrails usually need to be substituted, and this operation normally poses some difficulties since the roadside barrier must be a single connected body in order to achieve the correct mechanical parameters.

Also in this cases, that generally concern the guardrails’ maintenance, the known technology doesn’t offer a satisfactory solution.

In summary, it can be stated that, although the technology to build guardrails is mature and allows to provide guardrails with both adequate safety standards and sustainable costs, the technical problems associated with the installation on real roads significantly compromise the achievable result.

In general, significant technical problems arise to obtain the performances observed (and certified) during the“crash tests” when the guardrail is installed over

roads with tight curves or with slope variations; in fact, these cases require the assembly of the guardrails different from the assembly envisaged in the project, and the safety standards are typically not met.

In many cases, the horizontal blockout bar of each guardrail is realized with straight segments made of metal strips modelled with a suitably shaped profile; these segments are joined together, during installation, by overlapping the contiguous ends and bolting them together.

This coupling is mechanically efficient only if the two adjacent segments of metal strip are perfectly aligned. All other cases represent an alteration of the nominal project conditions and, typically, lead to a degradation of safety standards.

In some circumstances, the coupling itself (intended as an overlapping of the ends of two contiguous metal strips and subsequent bolting), is carried out in a workmanlike manner even in the presence of tight curves, but to follow the road layout, such metal strips are bended. This operation entails a greater complexity of installation because a non-standardized (i.e. a custom- made) operation must be carried out, which implies an increase in costs and, in any case, the physical characteristics of some elements of the guardrail are altered.

Therefore, the main object of the present invention is to indicate a subsystem for connecting two contiguous segments of the horizontal blockout bar (330) of a roadside barrier (also called“guardrail”) in such a way that the mechanical behavior of the guardrail, as a whole, is able to ensure compliance with the certification conditions, regardless of the variations of curvature and slope of the road track where said guardrail is installed.

Another object of the present invention is to indicate a subsystem for connecting two contiguous segments of the horizontal blockout bar of a guardrail, which guarantees speed of installation and sustainable costs. Therefore, the elements of said subsystem must be usable with generality, in order to achieve (with adequate performance and in compliance with the safety standards) economies of scale such as to allow a reduction in costs.

Again, another object of the present invention is to indicate a subsystem for connecting two contiguous segments of the horizontal blockout bar of a guardrail, which also ensures easy replacement of individual segments for maintenance purposes.

Finally, another object of the present invention is to indicate a subsystem for connecting two contiguous segments of the horizontal blockout bar of a guardrail, which allows to connect the segments of the most common types of guardrails, typically used to make roadside safety barriers. In fact, the horizontal blockout bar of a "guardrail" can be of various types, of various shapes and made of various materials. This requirement of adaptability to a plurality of cases (in theory the coupling system could also be universal) is recommended as it allows to adapt to all the technologies available for the realization of guardrails. In fact, the known technology, as already mentioned, is satisfactory, as it is mature, economically optimized and able to guarantee (under certain installation conditions) the required safety standards.

The foregoing objectives can be reached by means of a connecting subsystem of two contiguous segments of the horizontal blockout bar of a roadside barrier, which comprises an additional junction element, positioned between the end parts of the segments to be connected, which has a joint suitable to make the angle formed by the contiguous segments adjustable in different positions. And said junction element also comprises two coupling fins, each suitable to be rigidly connected to one end part of one of said two segments of the horizontal blockout bar; so that said two contiguous segments are rigidly connected even if they are not perfectly aligned.

The main advantage of the present invention is that a system for connecting two contiguous segments of the horizontal blockout bar of a roadside barrier, according to the teachings of the present invention meets the main purposes for which it has been conceived. This invention has also further advantages, which will be made more apparent from the following description, from some practical exemplifications disclosing further details, from the attached claims, which form an integral part of the description itself, and from the accompanying drawings in which:

v' Figure 1a shows the main elements of a roadside safety barrier (guardrail);

Figure 1 b shows a guardrail according to the prior art, in which the connection technique of two contiguous segments of the horizontal blockout bar of a roadside barrier is highlighted;

Figure 2a shows a guardrail according to the known art, installed in a road with slope variations;

· Figure 2b shows a guardrail according to the known art, installed in a road with a curve;

Figure 3a shows a guardrail according to the invention, installed in a road with slope variations;

Figure 3b shows a guardrail according to the invention, installed in a road with a curve; Figure 4a shows a top view of a junction element according to the invention;

Figure 4b shows a perspective view of a junction element according to the invention Figure 4c is taken from of a technical project, and shows a connection between two contiguous segments of the horizontal blockout bar of a guardrail in which a junction element of the type shown in Figures 4a and 4b is used.

Figures 5a, 5b and 5c show, in a simplified way, other examples of implementation of the junction element between two contiguous segments of the horizontal blockout bar of a guardrail according to some variants of the invention.

Figure 1a shows a typical roadside safety barrier. Said barrier is seen in a section orthogonal to the direction of the road, and it is installed on a general ground indicated with the number 200. In general, a "guardrail" is composed of the elements listed below:

• elements substantially vertical, normally referred to as“posts”, which sustain the barrier itself, and indicated with the number 310; said posts 310 are fixed to the base on the ground 200 by means of a fixing system, which can also be very simple (simply consisting in planting the posts on the ground), or which can present a greater complexity.

• A metal horizontal containment bar, also called horizontal blockout bar, indicated with the number 330;

• A spacer element between the post 310 and the horizontal block out bar 330.

• An eventual upper beam, indicated with the number 340.

Said spacer element 320 has the main function of keeping connected the horizontal block out bar 330 with the posts 310, and it plays a significant role in determining the performances of the guardrail as a whole. Another feature, which can be appreciated from the view of Figure 1 a, is the profile of the horizontal block out bar 330. This profile is the result of a long time evolution and is able to guarantee an optimal compromise between mechanical performances and costs.

Figure 1 b represents the same guardrail shown in Figure 1a, but it is shown from the inside of the road, and the numbers indicate the same elements as in Figure 1a.

Figure 1b provides the vision of a junction between two contiguous segments of the horizontal block out bar 330. The number 331 and the number 332 indicate said two contiguous segments. As clearly shown in the figure, the ends of these two segments 331 and 332 are overlapped (in the practical cases this overlapping is in the order of a few tens of centimeters) and, in the overlapping area, they are bolted to form a rigid connection. In the example shown in the figure, as in many practical cases, there are four bolts, indicated with the number 350.

Generally (as in Figure 1a), the profile of the horizontal block out bar 330 presents some grooves parallel to the longitudinal axis. Such grooves are essential for determining the mechanical performance of the horizontal block out bar but, when two segments of the horizontal block out bar 330 are overlapped, it is required that the two contiguous segments are perfectly aligned in order to fit together well. When they are aligned, the bolting is very effective and the behavior of the guardrail, in case of impact, offers an optimal resistance.

Where this optimal resistance is the one that corresponds to the certification conditions experimented during the so-called "crash tests".

In fact, the elastic-plastic behavior of a guardrail requires that the elements are adequately connected, so that the energy transmitted during a potential impact propagates in a portion of the guardrail which comprises various segments. In this way the energy absorption is more efficient, being able to make use of the contribution of several elements of the barrier.

In summary, the mechanical performances of roadside safety barriers according to the prior art are satisfactory when they can operate as it happens during the so-called "crash tests". Figures 2a and 2b show a guardrail in installation conditions other than those that guarantee the certified safety standards.

Figure 2a shows a guardrail installed on a ground 200 with slope variations. Under these conditions, the contiguous segments of the horizontal blockout bar 330 cannot be aligned, having to follow the slope variations of the ground 200. In the example of Figure 2a a piece of a guardrail is shown; it is composed by three connected segments, indicated by numbers 331 ,

332 and 333, which are not aligned.

Because of the longitudinal grooves in the segments 331 , 332 and 333, the overlap, necessary to perform the bolting, cannot fit perfectly. In fact, even slight changes of inclination involve small detachments between the surfaces of the contiguous superimposed segments (since the grooves can fit only if aligned), and the elastic-plastic behavior, after the bolting, necessarily deviates from the certified behavior.

The same connection problems also arise in the case presented in Figure 2b. Figure 2b shows a guardrail installed in order to follow the curvature of a road. In the example of Figure 2b a piece of guardrail is shown, made up of seven connected segments, which are not aligned, and are indicated with consecutive numbers from 331 to 337.

Also in this case, and not only due to the presence of the grooves, the overlap between the ends of contiguous segments cannot fit perfectly, because the segments are normally constructed as straight elements. Also in this case the elastic-plastic behavior, after the bolting, necessarily deviates from the certified behavior.

In some cases of real installation, to preserve an optimal tightness of the connecting junctions, the shape of the road is followed by deforming the segments of the horizontal blockout bar: for example by bending them.

These deformations, besides modifying the mechanical characteristics of the considered segment of the horizontal blockout bar (altering, at least formally, the certification conditions), foresees a particular process that has an impact on costs.

In short, the behavior of the guardrail, in many real installation cases, does not reproduce the behavior of the guardrail that is experienced during the "crash test".

Consequently, it can be stated that a significant number of installed guardrails do not comply with the certification conditions and, therefore, it is as if they did not possess the required certification.

Figures 3a and 3b show the innovative system for connecting contiguous segments of the horizontal blockout bar in roadside barriers according to the invention. Figures 3a and 3b are very similar to Figures 2a and 2b, and concern the same two installations, this time, however, according to the teachings of the present invention: Figure 3a shows a guardrail according to the invention, installed on a ground 200 with slope variations; while Figure 3b shows a guardrail according to the invention, installed in such a way as to follow the curvature of a road.

The novelty of the installation consists in the fact that an additional junction element is present between pairs of contiguous segments of horizontal blockout bar in roadside barriers. Figures 3a and 3b show various contiguous segments of horizontal blockout bar connected to each other by means of said junction elements. In both figures, the junction element between segment 332 and segment 333 is indicated by the number 400.

It is noted how said junction element 400 provides a joint in which the two connected segments are not aligned. In Figure 3a, the connected segments form a small vertical angle (sufficient to follow the slope variations of the road), while in Figure 3b, the connected segments form a horizontal angle (adapting to the curves present in the road layout).

It is essential that said junction element 400 implements a rigid connection between the connected segments, so that the energy transmitted to the guardrail during impacts propagates in several segments close to the impact zone.

Moreover, the mechanical behavior (which, as mentioned, is of an elastic-plastic type; it means, permanent deformations) of the guardrail as a whole must be substantially independent from the angles formed in the connections, this happens at least for angles included in a given range. This last prerogative allows to have installation conditions compliant with the certification in almost every road layout.

Figures 4a, 4b and 4c show an actual example of a junction element 400 according to the invention. Said junction element 400 shown in the figure is an example of implementation, which does not exhaust the possible implementations; in fact, the coupling between contiguous segments of the horizontal blockout bar of a guardrail can take place with many techniques, which are all possible variants of the same invention. However, the example shown in figures 4 allows to highlight some essential characteristics of the connection system according to the teachings of the present invention.

Figure 4a, shows a top view of said junction element 400. With the number 410 two coupling fins are indicated. Said coupling fins 410 are flat and oriented vertically (so that in Figure 4a only their thickness can be seen), they have the function of providing a hooking surface for a segment of the horizontal blockout bar and, while remaining substantially vertical, they can assume a position not aligned, as in the case presented in Figure 4a.

Said two coupling fins 410 are connected to a hinged subsystem, indicated by the number 450, which constitutes an articulated central subsystem, or simply a joint. Said hinged subsystem 450, which can be implemented in many variants, allows movement with a degree of freedom in rotation, with an axis of rotation substantially vertical.

In the implementation shown in figures 4, the external part of said hinged subsystem 450, denoted by the number 420, is a hollow tube with a circular cross-section consisting (as will be evident from the view of the following Figure 4b) from at least two tube trunks (normally such pipe trunks are at least three, and typically in odd number to obtain a symmetry with respect to a horizontal axis). Such tube trunks are positioned one on the other so as to have the same axis and to form the longer tube 420. Moreover, each of said tube trunks is rigidly fixed to only one of said two coupling fins 410, so that said two coupling fins 410 form an adjustable angle since said tube trunks can rotate on their axis.

The inner part of said hinged subsystem 450, to which said two coupling fins 410 are connected, consists of a blocking pin, indicated by the number 430 inserted inside the cavity of the tube 420. The inner surface of the tube 420 and the external surface of the blocking pin 430, viewed in a section orthogonal to the axis of the tube 420, have two toothings which mesh perfectly (as can be appreciated by the top view of Figure 4a), so that mutual rotations between the tube 420, or the single trunks of which it is composed, and the pin 430 are prevented.

It is clear that it is not strictly essential that the external surface of the blocking pin 430 is toothed as indicated in the example of the figure, and that it perfectly matches the inner surface of the tube 420. For example, when the pin is inserted inside the tube, it is sufficient that its shape matches at least with a longitudinal groove, determined by the toothing of the inner surface of the tube 420. In this way, rotations of the pipe trunks among them and with the pin 430 are prevented. For example, the pin could just be a flat bar with a thickness, thin enough to fit on the bottom of the toothing of the inner surface of the tube 420, and as wide as the largest inner diameter of the tube. In this way, once inserted inside the tube, such bar keeps the whole hinged subsystem 450 locked in the position in which it is.

Other embodiments of the pair of elements constituted by the tube 420 and by the pin 430 can foresee, for example, tubes with a polygonal cross-section.

With regard to blocking of the hinged subsystem, this can be securely obtained in several ways. For example, some locking shims can be used to be inserted between the pin 430 (when inserted) and the tube 420 so that they exert a pressure sufficient to block the various elements in a fixed position; preventing rotations once the hinged subsystem 450 has formed the desired angle. Or, in addition to the aforementioned use of locking shims to be inserted under pressure, an adequate locking can take place through the insertion of transverse pins, or with other operations that can be carried out in the field.

Figure 4b allows to better appreciate how of the junction element 400 works, since it offers a perspective view in which the blocking pin 430 is slightly removed from the tube. Figure 4b allows to see the three tube trunks, indicated with the numbers 421 , 422 and 423, which compose the tube 420.

In Figure 4b, the two coupling fins are also visible in greater detail, and they are indicated with two different numbers, 411 and 412, to distinguish between them.

In the example of Figure 4b, the coupling fin 411 is rigidly attached (typically welded) to the outer tube trunks, indicated by the odd numbers 421 and 423, while the coupling fin 412 is rigidly attached to the central tube trunk, indicated with the number 422.

When the blocking pin 430 is completely removed from the tube, the pair of trunks 421 and 423 can rotate with respect to the trunk 422, although all of the pipe trunks 421 , 422 and 423 remain always in axis with each other, to form the single tube 420. This allows the coupling fins 411 and 412 to vary their mutual position, forming an angle that can be adjusted horizontally (the adjustment of the vertical angle can take place with other technical measures, as will be shown below).

As soon as the desired angle between the coupling fins 411 and 412 has been formed, and the internal toothings of the three pipe trunks is aligned, it is possible to insert the blocking pin 430 into the tube cavity, blocking the two coupling fins in the desired mutual position.

In this way, the subsequent engagement of the two segments of the horizontal blockout bar, one on each coupling fin, during the installation of a guardrail, takes place so that these two segments of the horizontal blockout bar are mounted by forming an angle on the horizontal plane, adjusted as desired.

Furthermore, the mechanical characteristics (resistance and deformability) of the junction element 400 do not depend on the angle formed by the two coupling fins; therefore, the certification performances remain confirmed in all the installation configurations.

Another feature, which Figure 4b allows to appreciate quite well, regards the

engagement of the segments that compose the horizontal blockout bar 330 of a guardrail.

As already said, the typical profile, having the shape of a wave, that characterizes the metal guardrails, constitutes an excellent compromise between the achievement of the technical characteristics (flexural strength) and the production costs. It is therefore desirable that such types of segments can be used to compose said horizontal blockout bar 330. In fact, the junction element 400 indicated by the present invention is suitable for a large variety of segments: straight, corrugated, flat, angular, round or any other shape, size, material, etc.

As already mentioned, the longitudinal grooves, typical of these guardrails do not lend themselves to realizing junctions, according to the known art (overlapping of the contiguous and bolting segments), that are not aligned. Consequently, the problem presented also with the help of Figure 2a, takes place.

By means of the junction element 400 according to the teaching of the present invention, instead (and as is also clearly shown by the example shown in Figures 4a and 4b) the coupling occurs in correspondences of a coupling fin 410, which can also be perfectly flat and can adapt to corrugated profiles (or to any other shape, size, material).

In this case, the coupling can be carried out by bolting again, but it does not require any alignment, being one of the two bolted surfaces flat. It is clear that, by bolting one end of the segment of the horizontal blockout bar on a flat vertical surface, the physical sealing of the coupling does not depend on the vertical orientation of the hooked segment with respect to the junction element 400.

Figure 4b shows an example of a junction element, according to the invention, in which the holes for supporting the bolting are already predisposed.

It is noted that it is preferable (but not obligatory) that these holes are already provided in the production of the prefabricated junction elements, and therefore, they are not done during assembly. This is both to speed up the installation, and to perform a galvanizing also on the inside edge of the holes.

Therefore, the holes are provided in each coupling fin. Those in the coupling fin 412 are indicated with two different numbers to distinguish them: the central hole is indicated with the number 441 , while the two lateral holes (the one above and the one below) are indicated with the number 442.

If the lateral holes 442 (as shown in the figure) are made with a slightly elongated shape, it is possible to bolt the segment of the horizontal blockout bar 330 with different inclinations making it rotate around the bolt positioned in the central hole 441 , and exploiting the possibility of making scroll (just enough to change the mounting inclination) the side bolts, positioned on the holes 442 that allow a margin of movement. This simple expedient makes it possible to obtain an adjustable joint also relatively to the vertical inclination.

In the example of Figure 4b, the central hole 441 acts as a center of rotation, and therefore, its shape is circular and its diameter corresponds to the section of the bolt which is inserted in that hole. The latter in fact, being in the center of rotation, remains in that position independently of the vertical inclination with which the segment of the horizontal blockout bar 330 is installed.

It is clear, however, that the bolting can take place in many ways and not necessarily a bolt must act as a center of rotation, in such cases, all the holes must obviously have an elongated shape, as all the bolts must be able to be fixed in an adjustable position.

Figure 4c is a drawing extracted from a project. It shows with great evidence the detail of a connection between two longitudinal segments 332 and 333 of a guardrail, in a case in which the teachings of the present invention are applied, and it shows a junction element 400 of the type described with the aid of the Figures 4a and 4b.

Although the example illustrated in Figures 4 (a, b and c) is one of the preferred embodiments of the invention, it should be clearly emphasized that the junction elements described with the help of Figures 4 (a, b and c) are just an example of embodiment of the present invention. The focus of the invention is the specific technical problem that has led to conceiving a junction element with some fundamental features:

possibility of connecting two contiguous segments of the horizontal blockout bar of a guardrail so that they can form an angle adjustable in the installation phase, both horizontally and vertically;

possibility of connecting two contiguous segments of the horizontal blockout bar of a guardrail in a rigid manner;

possibility of connecting two contiguous segments of the horizontal blockout bar of a guardrail so that the mechanical resistance of the joint is independent from the aforesaid angles, and so that the mechanical behavior of this junction is certifiable since it is not substantially dependent on the installation conditions.

Some possible variant embodiments of the present invention are shown, for further exemplification, in Figures 5a, 5b, 5c and 5d.

Figure 5a shows an alternative variant for making the central hinged subsystem 450. It consists of a central body (for example a tube, for reasons of cost and simplicity of construction), indicated with the number 424, to which the coupling fins 410 are attached. In the example of Figure 5a, said central hinged subsystem 450 is constituted by a single tube 424, not sectioned, and by two hinges, indicated by the number 425 through which the coupling fins 410 are connected to the central tube 424. Thanks to said two hinges, the two coupling fins 410 can form an adjustable angle. A further sub-variant of this embodiment of the junction element 400 may foresee a single hinge 425; and one of the two coupling fins 410 is left rigidly locked to the central tube. In fact, it is sufficient that only one coupling fin 410 is free to move to obtain the desired result of adjusting the angle formed by the two coupling fins 410.

Figure 5b, instead, illustrates some variants concerning the coupling fins 410. In fact, said fins 410 may have a shape different (rounded) from that shown in the preceding figures

(rectangular). In general: the shape of the coupling fin is not a characterizing feature of the invention.

Another variant shown in Figure 5b concerns a possible simplification of the holes for supporting the bolting. The example of the embodiment shown in Figure 5b provides that the coupling takes place with a single bolt, with a larger cross-section to offer the same mechanical sealing characteristics of a bolting with more bolts (four or six, as in most cases). Therefore, only one hole, indicated by the number 440, is necessary for each coupling fin 410. In this latter case, the inclination adjustment is even more simplified and substantially unlimited to fit with any road slope variation.

A further variant for making the coupling fins is exemplified in Figure 5c. In fact, it is not strictly necessary even that the fins are flat as shown in the examples offered in the previous figures. Figure 5c shows an embodiment of coupling fin formed by two hooking bars, indicated by the number 413, provided with suitable holes for bolting the segment of the horizontal blockout bar. Said hooking bars 413 can adapt very well to mate with the grooves of the horizontal blockout bar, and can offer the support for an excellent coupling. This solution, by providing that said bars are coupled to the grooves of the horizontal blockout bar, is not particularly suitable for following tracks with rapid differences in slope, but can be a good solution for roads on the plain. Very little differences in slope can be managed, if necessary, by exploiting the deformability of said hooking bars 413 (i.e., bending them slightly). It is clear that said hooking bars 413 can be made in different ways, they can be of various sections and can be internally filled or empty (e.g. made by small tubes).

Figure 5d shows another embodiment of the same invention further simplified, since also the function of the joint (which consists in obtaining a regulation of the horizontal angle) is implemented by means of a regulation of the bolting.

In the example of Figure 5d, the two coupling fins 410 are conceptually similar to those presented in the examples of previous embodiments, and allow to engage the contiguous segments of the horizontal blockout bar 330 by adjusting the vertical angle to follow the slope variations. The implementation variant, is the one concerning the adjustment of the horizontal angle, necessary to follow the curves of the road layout.

According to this variant, the two coupling fins 410 are not connected to each other by means of a junction element; but each coupling fin 410 is rigidly connected to a second fin, denoted by the number 414. Said second fins 414 are disjoined from each other and therefore, to complete the junction, they must be connected together. This can be achieved by bolting both of them to a further connecting element (which may also be part of a larger element, such as a plate protruding from a post 310), indicated in Figure 5d with the number 451. The connection of contiguous segments of the horizontal blockout bar 330 are then completed by bolting said two second fins 414 to said connecting element 451 , playing on the adjustment between said two second fins 414 to said connecting element 451. Such operation, which is made possible by the bolting and the appropriate conformation of the holes (as in the case of the bolting on the coupling fins 410), makes it possible the implementation of a joint which allows to adjust a horizontal angle sufficient for following the curvature of a road.

It is observed that, since all the bolts are between flat surfaces, laid one on the other, the mechanical seal of these bolts is independent of the adjustment of the angles obtained.

The embodiment indicated in Figure 5d is quite interesting because it appears extremely simple and economical, in particular in the case where the junction points are placed at a post 310. In this case, it is also possible that the plate (which acts as a connecting element 451) is integrated into the post 310 itself, or is obtained on the spacer element 320 which provides for the connection between the horizontal blockout bar 330 and the posts 310, thus being able to conceive further variants and further potential savings.

The various embodiments briefly described with the aid of the various figures 5 show how the present invention is particularly susceptible to variations. However, the solution identified in the present patent application is based on a very precise inventive idea, which represents an actual innovation in the environment of road safety barriers. In fact, as already mentioned, said road safety barriers must meet precise physical and mechanical requirements, which must be certifiable and must be preserved in different installation conditions. These requirements pose difficulties of non-trivial solution, so much that known installations alarmingly fail to meet the safety standards that, on the contrary, such safety barriers should guarantee.

This solution provides for the use of an additional element with respect to the junctions that are implemented following the known practice, and therefore it is a solution that has a cost. This fact, as already noted, is a critical factor for all practical applications. However, the costs associated with said junction element 400 can be limited thanks to some important factors, including:

a) the possibility of reaching great economies of scale: in fact, it is possible to conceive a substantially "universal" element, which can be used in almost all installation conditions; b) the installation advantages: in fact, the installation is based on highly repetitive

operations in which the risks of contingencies that require adaptations in the field are reduced to a minimum.

It is specified that the "universality" factor indicated in point a) can also be understood in a less strong sense. In fact, what matters is the possibility of reaching numbers to benefit from economies of scale in manufacturing. Therefore, it is not necessary to achieve a standard, this junction element 400 can also be a piece made“ad hoc”, provided that it allows to achieve a strong economy of scale.

In general, however, the great versatility of the junction element 400, does not make it universal only with respect to the different installation conditions, but also with respect to different types of guardrails. In fact, the same junction element 400 can be adaptable to different barrier formats, and even different types of barriers (for example, guardrails in metal or guardrails in wood, installed in areas where the aesthetic impact is relevant).

The junction technique indicated in the present invention also allows to define a methodology for the installation of a safety roadside barrier.

In fact, the junction element 400 between contiguous segments of a horizontal blockout bar of a "guardrail", according to the teachings of the present invention, has been conceived having clearly in mind a methodology for the installation of safety roadside barriers, which is easy, fast, reliable and able to avoid adaptations to be performed in the field. Said methodology is characterized by two essential steps, which are made possible just by the teachings of the present invention.

• Positioning of the contiguous segments of the horizontal blockout bar 330 having the sole care of keeping their ends, which have to be joined, near, without having to take care of their alignment. • Rigid conjoining and fixing of the segments of the horizontal blockout bar 330 by hooking said ends, appropriately kept near each other, by means of the jointing element 400.

These two methodological macro-steps can be completed in many different ways (and with different order of operations) to define a complete installation process of a guardrail, inserting the phases related to the installation of the other parts that compose the guardrail.

For example, the positioning of the segments of the horizontal blockout bar can take place after having installed all or just a part of the posts 310, or this positioning can take place with the aid of temporary supports, before installing the posts. All these methodological variants do not alter the inventive principle that inspired the present invention. What is characteristic is the fact that at the time of installation, it is not necessary to take care of finding (or forcing) a positioning of the individual segments of the horizontal blockout bar which also guarantees proper alignment (as it is necessary for the overlapping and the subsequent bolting of the segments).

It is noted that this cost, which is saved, can be a great advantage for the installations, especially in cases of winding road tracks or with sudden changes in slope, as can frequently happen on mountain roads.

Furthermore, the above methodological steps show a very efficient operating process. In fact, the installation of a long roadside safety barrier can be performed through a structured activity based on repetitive actions, which can guarantee the desired quality standards regardless of the characteristics of the track.

Furthermore, the installation process can be speedy (every single action can be performed quickly), using standardized materials that can be mass-produced with a reduction in costs, and with a very low probability of unexpected events, which make uncertain the time of execution of the work.

Ultimately, the advantages of the present invention are numerous: they range from safety aspects, since it guarantees installations capable of ensuring safety standards, and also impacts economic aspects, since in many situations it is possible to speed up and considerably optimize the activities of installation.

In general, both the connection system of contiguous segments of the horizontal blockout bar of a guardrail according to the invention, and the method that it makes possible, are suitable for numerous implementation variants.

These may depend on technological variants, such as the shape of the fins or the hooking technology (which may differ from the classic bolting). Or the way of making the hinge which determines the horizontal angle may differ, or the locking mechanism of the angle in the desired position may be different. As well as the materials that can be used to make every single part of the system may be varied.

Then, the invention can be realized only partially; for example, said junction element could also be integrated (for example welded) at one end of each segment (thus being less the need for one of the so-called two coupling fins), so that this is already arranged to hook to another contiguous segment. In this way the sequence of the joined segments would be installed by hooking the end of each segment provided with the junction element (rigidly attached, for example welded) with the "free" end of the following segment, which could be connected by freely choosing the junction angle.

Such variants, and others which can be implemented by the man skilled in the art, may offer further advantages with respect to those already mentioned, without thereby departing from the scope of the invention as emerges from the present description and the appended claims. Therefore, each variant of a system for connecting contiguous segments of horizontal blockout bar of a guardrail, in which such connection is made using an intermediate coupling element provided with a joint, which can be locked with a variable angle, in a way to follow the curvature of the road, and equipped with appropriate coupling fin (of any shape, dimensions, materials) to which the segments to be connected must be fixed with a suitable vertical angle, must be considered a different implementation of the same invention, since the principles and inventive nature that inspired the invention itself are not altered.

Furthermore, the invention itself can be implemented in a partial way, just as it can be enriched with additional accessory elements, or the associated methodology can include further steps that increase its efficiency.

For example, the 400 system can evolve towards a greater emphasis on automating the guardrail installation, and installation / maintenance procedures can really become highly automated processes.

Therefore, the invention lends itself to incorporate and support further evolutionary efforts capable of improving the performance of the system and of the methodology described. Such developments, if not included in the present description, may be the subject of further patent applications associated with the present invention.

Claims

1. System for connecting two contiguous segments of the horizontal blockout bar (330) of a roadside barrier, comprising an additional junction element (400) positioned between the end parts of the segments to be connected, and said junction element (400) comprises: a. two coupling fins (410), each suitable to be rigidly connected to one end part of one of said two segments of the horizontal blockout bar (330);

b. a hinged subsystem (450), which allows movement with one degree of freedom of rotation, to which said coupling fins (410) are connected, and said hinged subsystem (450) is suitable to make the angle formed by said two coupling fins (410) adjustable in different positions.

2. System for connecting two contiguous segments of the horizontal blockout bar (330) of a roadside barrier according to claim 1 , wherein said hinged subsystem (450) is adapted to be rigidly locked in the position corresponding to the angle formed by said coupling fins (410) in accordance to the desired setting; so that said contiguous segments of said horizontal blockout bar (330) are rigidly connected to each other even if they are not in aligned position.

3. System for connecting two contiguous segments of the horizontal blockout bar (330) of a roadside barrier according to claim 2, wherein:

i. said hinged subsystem (450) comprises at least two tube trunks positioned one on the other so as to have the same axis and forming a longer tube (420), and ii. each of said tube trunks is rigidly fixed to one of said two coupling fins (410), so that said two coupling fins (410) form an adjustable angle since said tube trunks can rotate on their axis, and

iii. the inner surface of said tube trunks, seen in a section orthogonal to the axis of the tube (420), has a toothed shape which forms a sort of longitudinal grooves, and

iv. said hinged subsystem (450) also includes a blocking pin (430) suitable to be inserted inside said tube (420) and to engage on at least one of said grooves in such a way as to prevent reciprocal rotation of said at least two tube trunks.

4. System for connecting two contiguous segments of the horizontal blockout bar (330) of a roadside barrier according to claim 1 , wherein said two coupling fins (410) are constituted by two flat plates, substantially parallel to the axis of rotation of said hinged subsystem (450).

5. System for connecting two contiguous segments of the horizontal blockout bar (330) of a roadside barrier according to the preceding claim, wherein said two coupling fins (410) 6 have at least one hole predisposed to bolt a segment of the horizontal blockout bar (330) of a roadside barrier.

6. System for connecting two contiguous segments of the horizontal blockout bar (330) of a roadside barrier according to the preceding claim, wherein each of said two coupling fins (410) has at least two holes predisposed to bolt a segment of the horizontal blockout bar (330) of a roadside barrier, and all holes of each coupling fin (410), except at most one, have an elongate shape that allows to tighten the bolt of attachment in various positions, so that the segment of the horizontal blockout bar (330) can be fixed with different inclinations in the vertical sense.

7. System for connecting two contiguous segments of the horizontal blockout bar (330) of a roadside barrier according to claim 1 , wherein each of said two coupling fins (410) consists of a pair of parallel bars (413), substantially orthogonal to the axis of rotation of said hinged element (450).

8. System for connecting two contiguous segments of the horizontal blockout bar (330) of a roadside barrier according to claim 1 , wherein said coupling fins (410) are rigidly connected, each one, to a second tab (414), and said articulated subsystem (450) comprises a connecting element (451) suitable for being bolted with said two second tabs (414), in turn rigidly connected to two contiguous segments of the horizontal blockout bar (330), so that the horizontal angle formed by said two contiguous segments of the horizontal blockout bar (330) is adjustable.

9. Method for installing roadside safety barriers, characterized in that it comprises at least the following phases:

i. positioning of two contiguous segments of a horizontal blockout bar (330) of a roadside barrier, having the sole care of keeping their end parts to be joined near, and said contiguous segments of the horizontal blockout bar (330) may be positioned either aligned or not aligned in function of conformation to the roadway.

ii. rigid conjoining and fixing of said two contiguous segments of the horizontal blockout bar (330), substantially in the position set forth in the preceding phase, by hooking each of said end parts, which have been suitably approached, to a coupling fin (410) of a junction element (400) in accordance to any one of the preceding claims.