EP2558642B1 - Kerbstone and stop for bus traffic - Google Patents

Description

The present invention relates to a curb according to the preamble of claim 1 and a bus stop for the bus.

A generic curb and equipped with such curbs bus stops or combined Bustramhaltestellen are known from the prior art. For example, from the EP 0 544 202 B1 a curb with an upper surface serving as a tread surface and serving as a boundary to the road or lane of a bus front described in the installed state partially embedded in the road and from an intended level of the street level edge with a bottom up increasingly in Direction of the back of the curb rejecting inclined surface is provided, which merges in its lower portion in a concave portion extending in a substantially flat, in the installed state almost horizontally extending portion to the top of the recessed into the road area of the front of the curb , This ensures that the bus stop approximately parallel arriving buses are reliably performed in an optimal entry position for the passengers and damage to the tire walls of the bus tires is effectively prevented. However, if the start of the bus stop is not nearly parallel, for example if vehicles are parked in the bus stop area or if the bus stop is designed as a bus bay, it may cause the bus's body to touch the curbs and thus damage the bus when the bus stops and / or the curb come. The lying in front of the front axle of such a bus part, which may be more than 2 m long depending on the bus type, can already cover the stop or the curb at a low approach angle, before the front axle is guided by the conventional curb in parallel. Decisive for the clearance below the bus are the height of the tire tread, the tire pressure, the loading condition and a compression of the bus during a braking process. An additional reduction of this free space can be caused, for example, by ruts or paved channels in the roadway for rainwater drainage.

Experiences in the construction of stops with different entry heights have shown that a contact of the bus body with the stop at heights of the curb of a maximum of 16 cm height is excluded.

However, with regard to barrier-free entry into the bus, a significantly higher station level is desirable.

This is from the EP 0 892 112 B1 a boundary of a roadway for combined bus / tram stops known in the curb has a special recess, which creates a safety-technically minimal advantageous clearance for specially selected buses after approaching the Anfahrfläche, the plane of the top of the curb almost in the Level of entry height of specially selected rail vehicles is. However, the important for buses leading edge of the curb is offset by the recess disclosed here only slightly from the approach surface of the curb back, since the extension of the oblique approach surface meets the leading edge of the top almost at the same point.

In the case of an oblique approach of buses to the approach surface, the risk of touching the bus body to the curb is insufficiently reduced by this recess.

Fearing to touch the curb and thereby damaging the bus and the curb, many bus drivers still drive at a considerable distance to the bus stop, leaving a large gap between the bus and the curb of the stop, which makes it difficult for passengers to get in or out.

Object of the present invention is therefore to provide a curb and a bus stop, with the or a non-contact start and a barrier-free access to a bus is possible.

This object is achieved by a curb with the features of claim 1 and by a bus stop with the features of claim 10.

In the case of the curb according to the invention, the front side has, above the oblique surface, a second concavely curved section which recedes from the bottom upwards toward the rear side of the curb. This allows the bus to get to the bus stop with a larger approach angle.

In addition, the fear of bus drivers, too close to touch the stop to touch the curb and thereby damage the bus and the curb, significantly reduced by the inventively designed curbs, since the horizontal distance between the wheels of the bus touched inclined surface and the edge of the top is designed so large that the bus drivers / seek the touch of the bus wheels with the approach surface, thereby the gap between the bus entrance and the curb of the stop is minimized and so passengers the entry or exit facilitated.

According to the invention, the inclined surface of the front side merges via a convexly curved section into the second concavely curved section. As a result, the risk of damage to the tire sidewall or the climbing up of the bus wheel on the stop compared to training this transition in a horizontal surface is significantly reduced.

Advantageous embodiments of the invention are the subject of the dependent claims.

Upon request to the height of the curb with respect to the barrier-free transition into the bus, the second concaved portion may merge towards a top in a second inclined surface and from there preferably via a convexly curved portion into the top of the curb. This can be overcome in a simple way, especially large differences in height.

Due to the features of the present invention formed stop especially in the case of a combined train / bus stop a barrier-free, convenient access to the bus or the (tram) train and a safe start a bus to the stop guaranteed.

Figur 1

eine Draufsicht auf einen Teil einer Ausführungsvariante einer erfindungsgemäßen Haltestelle,

Figur 2

ein Querschnitt von vorn auf die in Figur 1 gezeigte Haltestelle,

Figur 3

eine perspektivische Ansicht einer Ausführungsvariante eines erfindungsgemäßen Bordsteins zum Einbau an einer Rampe zwischen einem Gehweg und einem gegenüber dem Gehweg erhöhten Anfahrbereiches der Haltestelle,

Figur 4

ein vergrößerter Querschnitt durch den in Figur 3 gezeigten Bordstein,

Figur 5

ein Querschnitt durch den in Figur 3 gezeigten Bordstein in Verbindung mit einem Rad und der Karosserieunterseite eines Omnibusses,

Figur 6

eine perspektivische Ansicht zweier zusammengesetzter Bordsteine zum Einbau an einer Rampe zwischen dem Anfahrbereich und dem Einstiegsbereich der Haltestelle,

Figur 7

ein Querschnitt durch den Bordstein aus Figur 6 im Bereich des dem Einstiegsbereich nahen Endes des Bordsteins,

Figur 8

ein Querschnitt auf den Bordstein aus Figur 6 in Verbindung mit einem Rad und der Karosserie eines Omnibusses,

Figur 9

eine Querschnittsansicht eines gegenüber Figur 8 modifizierten Bordsteins;

Figur 10

eine Querschnittsansicht einer weiteren Ausführungsform eines gegenüber Figur 8 modifizierten Bordsteins, und

Figur 11

eine Draufsicht auf eine Haltestelle gemäß einem zweiten Ausführungsbeispiel.

Embodiments of the invention will be explained in more detail with reference to the accompanying drawings. Show it:

FIG. 1

a plan view of a part of an embodiment of a stop according to the invention,

FIG. 2

a cross section from the front to the in FIG. 1 shown stop,

FIG. 3

a perspective view of an embodiment of a curb according to the invention for installation on a ramp between a walkway and a relation to the walkway elevated approach area of the stop,

FIG. 4

an enlarged cross section through the in FIG. 3 curb shown,

FIG. 5

a cross section through the in FIG. 3 shown curb in conjunction with a wheel and the underside of a bus body,

FIG. 6

a perspective view of two composite curbs for installation on a ramp between the approach area and the entry area of the stop,

FIG. 7

a cross section through the curb FIG. 6 in the area of the curb near the entrance area,

FIG. 8

a cross section out on the curb FIG. 6 in conjunction with a wheel and the body of a bus,

FIG. 9

a cross-sectional view of one opposite FIG. 8 modified curb;

FIG. 10

a cross-sectional view of another embodiment of an opposite FIG. 8 modified curb, and

FIG. 11

a plan view of a stop according to a second embodiment.

In the following description of the figures, terms such as top, bottom, left, right, front, back, etc. refer exclusively to the exemplary representation and position of the curb and other components of the bus stop selected in the respective figures. These terms are not intended to be limiting, that is to say, by different working positions or the mirror-symmetrical design or the like, these references may change.

In FIG. 1 is denoted by the reference numeral 1 in total a bus stop, which is provided adjacent to a lane 4, which is arranged parallel to the stop 1 and has a relation to the lane 4 increased surface 2, the roadway 4 out with curbs 6, 7, 8 arranged one behind the other , 9, 10 is delimited.

In this case, the surface 2 of the stop 1 has a starting region A with a running surface 23 which is elevated in relation to a running surface 3 of a walkway region G adjacent to the stop, and an entry region E with an opposite one the tread 23 of the starting area A increased tread 21. Ramps R with running surfaces 22, 24 are provided between the running surfaces 3, 23 of the walkway area G and the starting area A and between the running areas 21, 23 of the starting area A and the access area E in order to provide easy access to the entry area E of the bus stop even for people with reduced mobility to enable. The height of the running surface 23 of the starting region A with respect to the level of the road 4 is preferably limited to 16 cm and preferably has a length of about 8m to 15 m in the direction of travel of the roadway 4. The transition from the tread 23 of the starting area A to the running surface 21st of the boarding area E via a ramp R, the tread has a slope of preferably not more than 6 percent, the tread 21 of the boarding area is then at a height of preferably more than 18 cm above the level of the lane 4. The entry into a holding at the stop 1 bus 5 is of course also possible in the approach area A of the stop 1, but then with a larger step height than is the case in the boarding area E.

As in FIG. 2 can be seen, which serve as a boundary to the roadway 4 curbs 6, 7, 8, 9, 10 are formed according to the respective height level of the different areas of the stop 1. It is denoted by the reference numeral 8, a conventional curb, which serves as a boundary between the lane 4 and a walkway G, the walkway G is for example at a level of 12 cm above the level of the lane 4 and according to the conventional curb in the installed state Protrudes 12 cm from the roadway 4 upwards to complete flush with the tread 3 of the walkway G. Other sidewalk levels are of course also conceivable.

The curb designated by the reference numeral 10 is in detail in the FIGS. 3 and 4 shown. This curb 10 is like conventional curbs preferably from an approximately cuboid concrete precast component. However, a production of natural or artificial stone is also possible. The curb 10 has an upper surface serving as a step surface 103, serving as a boundary front 104, a back 101, a bottom 102 and two end sides, the back 101 and the bottom 102 largely for support on a (concrete) foundation or to Bonding are determined. The top 103 closes in the installed state of the curb 10 is substantially flush with the top of the ramp 24 of the surface 2 of the stop 1 from. The top 103 of the curb 10 is at its end facing the lane 4 via a preferably convex, at the same time the top edge defining arc section 1048, which has a small radius of curvature of, for example, 15 mm and serves to avoid sharp edges that could easily break, in the front 104 of the curb on.

The front side 104 passes on its side near the sidewalk G curb 8 near end over the arc section 1048 in an inclined surface 1050, followed by a horizontally oriented plane 1049 connects, which is in the installed state of the curb 10 at the height of the lane 4. This plane 1049 then passes over a broken, preferably rounded or chamfered edge 1042 into a lower section 1041 embedded in the foundation concrete layer of the roadway 4.

At the end of the curb 10 near the approach area A, the upper side 103 merges with the convex arc section 1048 into a concave section 1047. This concave portion 1047 preferably has a radius of 80 to 120 mm and preferably extends over an arc of 10 ° to 30 °. The height difference between the upper end of the portion 1047 and the lower end of this section is preferably about 4 cm.

The shape of this upper portion of the curb 10 goes from the configuration with the inclined surface 1050 and the horizontally oriented plane 1049 on the curb 8 of the walkway G near the end of the curb 10 in the direction of the approach area A facing end of the curb 10 continuously in the Design with the concave portion 1047 at the approach area A near the end of the curb 10 via.

The concave portion 1047 then merges in the direction of the roadway via a convex transition with a radius of preferably 1 to 2 cm in a preferably 65 ° to 85 ° steep inclined surface 1045, in a conventional manner from bottom to top increasingly in the direction the rear side 101 recedes and merges in its lower portion in a concave portion 1044 which extends in a substantially planar, in the installed state almost horizontally extending portion 1043 to the convex arc portion 1042 of the lower mounting portion 1041. The concave portion 1044 provided below the inclined surface 1045 has a radius of preferably 50 to 100 mm, in particular 75 mm. The one with such Radius formed portion is well adapted to the curved portion of the outer contour of a conventional omnibus tire 53.

In FIG. 5 a curb 7 is shown, which delimits the surface 2 of the stop 1 against the lane 4 in the approach area A. In the case of this curb 7, the front side 74 facing the roadway is formed continuously corresponding to the front side 104 of the curb 10 at its end facing the approaching area A. It has correspondingly a lower mounting portion 741, which terminates in the installed state of the curb 7 at road level S with a preferably formed as a convex arc section 1042 upper edge 742. Adjoining this upper edge 742 is an upper section which is provided with a sloping surface 745, which recedes increasingly from the bottom to the top, in the direction of the rear side 71, which in its lower region merges into a concavely curved section 744, which changes into a substantially plane, In the installed state almost horizontally extending portion 743 extends to the top edge 742, and a formed above the inclined surface 745 second concave and from bottom to top increasingly receding toward the back 71 portion 747, which has a convexly curved portion 748 in the top 73 and wherein the inclined surface 745 merges via a convexly curved portion 746 in the second concave portion 747. The top 73 of the curb 7 is in the installed state preferably 16 cm above the level S of the lane. 4

The in the FIGS. 6 to 8 shown curbs are used in the case of the FIGS. 6 and 7 shown curbs 9 for limiting the ramp R between approach area and entry area E to the lane 4 and in the case of in FIG. 8 shown curb 6 of the boundary of the boarding area E to the lane 4, wherein at these curbs 6, 9 of the lower portion of the front sides 64, 94 of the mounting portion 641, 941 on the upper edge 642, 942 and the adjoining sections 643,644, 645, 646, 943, 944, 945 and 946 are formed like the lower portion of the front 74 of the curb. 7

The concave portion 647, 947 following the second convexly curved portion 646, 946 widens further in the case of the curb 9 in the direction of the entry area E, ie with the continuous elevation of the top 93 of the curb 9 along the tread 22 of the ramp R on the level of the top 63 of the curb 6, which is installed in the region of the boarding area E, deviates formed as the edge of the top 93 convexly curved portion 948 further towards the back 91 of the curb 9, considered in the direction of the entry area E, back. This is achieved in that the convexly curved portion 646 has a radius of 80 to 120 mm. Depending on the level to reach the top 63 of the curb 6, the second concave portion 647, 947 in the direction of the top 63, 93 pass into a second inclined surface. This also level heights of about 20 cm above the level S of the lane 4 are possible without a bus gap between the bus and the top of the curb 6 to create a large gap or without the second concave portion 647 is extended so far that the edge the top 63 again away from the back 61 of the curb in the direction of the lane 4.

With such trained curbs or formed with such curbs bus stop for bus traffic safe starting a bus at such a stop is possible without risking a collision of the body 52 of the bus 5 with the curb 6, 7, 9, 10. The curbs 6 in the entry area are designed so that a barrier-free entry into the bus is possible.

In FIG. 9 is opposite FIG. 8 modified curb 6 ', in which a concave portion 647' between the upper first convex portion 648 'and the second convex portion 646 is arranged. The concave portion 647 'is located between the level b of the starting area and the level d of the boarding area and is slightly flatter than in the embodiment of FIG. 8 , In this respect, the concave portion 647 'has no horizontal and no vertical surface, but is inclined in the lower region relative to the horizontal, for example, at an angle greater than 8 ° and is also inclined in the upper region to the vertical, for example, in an area larger 8 °. The radius of the concavely curved portions 647 'may be in a range between 8 cm and 15 cm, in particular 10 to 12 cm.

Incidentally, the curb 6 'corresponding to the curb 6 of FIG. 8 educated.

In FIG. 10 is shown a further embodiment of a curb 6 ", which is opposite to in FIG. 9 shown curb 6 'is formed modified in the lower region. Starting from the concave portion 644, which has a curvature between 5 cm and 10 cm, in particular 7 cm to 8 cm, closes to the road 4 extending substantially horizontally oriented Section 643 '. The substantially horizontally formed section 643 'may have a length of more than 5 cm, in particular more than 10 cm, so that a bus tire 53 can drive onto the horizontal section 643' at least with a considerable part of the width. As a result, loads on the curb 6 "considerable weight forces by the bus 53, which contributes to the stability, especially if a flank of the bus 53 runs at high speed against the inclined surface 645. This will avoid the curb 6" or even with frequent starting is pivoted. In addition, a rutting is prevented by this. In this case, the foot width can be adapted with the portion 643 'so that the front edge is in alignment with an existing drainage channel.

The substantially horizontally extending portion 643 'is followed by an edge 642', which is located approximately at the road level s. Below the upper edge 642 'is the substantially vertical mounting portion 641'. In this case, the vertical mounting portion 641 'to the rear side 61 may be arranged so that the curb 6 "directed spreads slightly downward.

In FIG. 11 a stop according to the invention with a walkway area G, a first ramp R, a starting area A, a second ramp R and an entry area E is shown. In the pavement area G standard curbs 8 are provided, in addition to on the side facing the carriageway 4 a drainage channel 80 is provided. As in Fig. 11 4, the leading edge of the drainage channel 80, which faces the roadway 4, is aligned with a front edge of the horizontal sections 1043 ', 743', 943 'and 643' of the curbs 10, 7, 9 and 6 ", the horizontal sections 1043 ', 743', 943 'and 643' are made wider than in the FIGS. 3 to 9 shown about as wide as this FIG. 10 for the curb 6 ", so that the dewatering function in the area of the stop can be maintained.

When the bus driver drives the bus stop 1 according to the invention ( FIG. 1 ), the starting range A is first controlled, which is optically offset from the adjacent walkway area G. The curbs 7 of the starting area A are designed with a height of preferably less than 16 cm so that the body 52 of common types of omnibuses can drive over these curbs 7 without being damaged. Nevertheless, have the curbs 7 through the lower concave portion 744 and the subsequent inclined surface 745 a tracking function that prevents damage to a bus tire 53 or a run-up of the bus to the curb 7 in the rule. If the bus now drives over the approach area A to the access area E, the inclination of the bus 5 changes relative to the longitudinal direction of the curbs 6 or 7 until the bus 5 is aligned parallel to them. In the boarding area E, therefore, the body 52 projecting laterally over the bus tires is arranged closer to the roadway 4 than in the starting area A. As a result, the curbs 6, 6 'or 6 "can be made higher in the access area E without the risk of that the body 52 collides in this area with the curb 6, 6 'or 6 ". For this purpose, the concave section 647 or 647 'provides additional security.

The bus driver can easily control the bus 5 from the approach area A via the ramp R and the access area E against the curbs 7, 9 and 6, since these are formed in the lower region with the same cross section and respectively curved sections 744, 944 and 644 and inclined surfaces 745, 945 and 645 have. As a result, the bus driver in the entry area E can easily reach an optimal orientation of the bus relative to the stop 1.

LIST OF REFERENCE NUMBERS

1

Bus stop

2

surface

3

side walk

4

roadway

5

bus

6, 6 ', 6 "

curbstone

7

curbstone

8th

curbstone

9

curbstone

10

curbstone

21

tread

22

ramp

23

tread

24

ramp

51

door

52

body

53

bus tires

61

back

62

bottom

63

top

64

front

71

back

72

bottom

73

top

74

front

91

back

92

bottom

93

top

94

front

101

back

102

bottom

103

top

104

front

641, 641 '

installation section

642

top edge

643, 643 '

horizontally extending section

644

concave arched section

645

sloping surface

646, 646 '

convex arched section

647, 647 '

concave arched section

648

convex arched section

741

lower installation section

742

top edge

743

horizontally extending section

744

concave arched section

745

sloping surface

746

convex arched section

747

concave arched section

748

convex arched section

941

installation section

942

top edge

943

horizontally extending section

944

concave arched section

945

sloping surface

946

convex arched section

947

concave arched section

948

convex arched section

1041

section

1042

top edge

1043

horizontally extending section

1044

concave arched section

1045

sloping surface

1047

concave arched section

1048

convex section

1049

level

1050

sloping surface

A

starting range

e

entry level

G

walkway area

R

ramps

S

road level

Claims (14)

1. A curbstone (6, 6', 6", 7, 9, 10), having a top side (63, 73, 93, 103) used as a step-on surface, a front side (64, 74, 94, 104) used as a delimitation, a rear side (61, 71, 91, 101), and a bottom side (62, 72, 92, 102), wherein the front side (64, 74, 94, 104) has a bottom installation section (641, 741, 941, 1041) having a top edge (642, 742, 942, 1042) and a top section adjoining the top edge (642, 742, 942, 1042), which is provided with an inclined surface (645, 745, 945, 1045), which is set back increasingly from bottom to top in the direction of the rear side (61, 71, 91, 101), and which merges in its lower region into a concavely curved section (644, 744, 944, 1044), which extends in a substantially level section (643, 743, 943, 1043), which extends nearly horizontally in the installed state, up to the top edge (642, 742, 942, 1042), wherein the curbstone (6, 7, 9, 10) has a guidance function due to the bottom concavely curved section (644, 744, 944, 1044) and the adjoining inclined surface (645, 745, 945, 1045), wherein the front side (64, 74, 94, 104) has, above the inclined surface (645, 745, 945, 1045), a second concavely curved section (647, 747, 947, 1047), which is increasingly set back from bottom to top in the direction of the rear side (61, 71, 91, 101), characterized in that the inclined surface (645, 745, 945, 1045) merges via a convexly curved section (646, 746, 946, 1046) into the second concavely curved section (647, 747, 947, 1047) and the second concavely curved section (647, 747, 947, 1047) merges via a second convexly curved section (648, 748, 948, 1048) into the top side (63, 73, 93, 103).
2. The curbstone (6, 6', 6", 7, 9, 10) according to claim 1, characterized in that the second concavely curved section (647, 747, 947, 1047) merges in the direction of the top side (63, 73, 93, 103) into a second inclined surface.
3. The curbstone (6, 6', 6", 7, 9, 10) according to claim 1 or 2, characterized in that the second concavely curved section (647', 747, 1047) does not have a horizontal surface or a vertical surface, but is arranged inclined in relation to the horizontal in the bottom region, for example, at an angle of greater than 8°, and is also formed inclined to the vertical in the top region, for example, in a range greater than 8°.
4. The curbstone (6, 6', 6", 7, 9, 10) according to one of the preceding claims, characterized in that the second concavely curved section (647, 747, 947, 1047) has a radius of 80 mm to 120 mm.
5. The curbstone (6, 6', 6", 7, 9, 10) according to one of the preceding claims, characterized in that the second concavely curved section (647, 747, 947, 1047) extends over an arc of 20° to 90°.
6. The curbstone (6, 6', 6", 7, 9, 10) according to one of the preceding claims, characterized in that the height difference between the top edge (642, 742, 942, 1042) of the lower installation section (641, 741, 941, 1041) and the top side (63, 73, 93, 103) is between 12 cm and 28 cm.
7. The curbstone (6, 6', 6", 7, 9, 10) according to claim 6, characterized in that the height difference between the top edge (642, 742, 942, 1042) of the bottom installation section (641, 741, 941, 1041) and the top side (63, 73, 93, 103) is 12 cm to 16 cm.
8. The curbstone (6, 6', 6", 7, 9, 10) according to claim 6, characterized in that the height difference between the top edge (642, 742, 942, 1042) of the bottom installation section (641, 741, 941, 1041) and the top side (63, 73, 93, 103) is 21 cm to 28 cm.
9. A stop (1) for bus traffic, in particular for combined rail/bus traffic, having a surface (2) and a roadway (4), wherein the delimitation of the surface (2) to the roadway (4) is formed by multiple curbstones (6, 6', 6", 7, 9, 10), characterized in that the curbstones (6, 6', 6", 7, 9, 10) are formed according to one or more of the preceding claims.
10. The stop (1) according to claim 9, characterized in that the surface (2) has an elevated approach region (A) in relation to a sidewalk region (G) adjacent to the stop.
11. The stop (1) according to claim 9 or 10, characterized in that the surface of an entry region (E) is elevated in relation to the surface of an approach region (A).
12. The stop (1) according to claim 10, characterized in that the surface between the sidewalk region (G) and the approach region (A) has a ramp (24) rising to the height level of the approach region (A) and/or a ramp (22) rising to the height level of the entry region (E) between the approach region (A) and the entry region (E).
13. The stop (1) according to one of claims 9 to 12, characterized in that the curbstones (6, 6', 6", 7, 9) of the entry region (E), a ramp (R), and the approach region (A) adjacent to the roadway (4) have a concavely curved section (644, 744, 944) and an adjoining inclined surface (645, 745, 945) for the guidance of a bus (5).
14. The stop (1) according to one of claims 9 to 13, characterized in that a front edge of a drainage gutter (80) facing toward the roadway (4) is aligned with a front edge of the horizontal sections (643', 743', 943', 1043') of the curbstones (6", 7, 9, 10).

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