EP3916155A1 - Kerb element system for bus stops - Google Patents

Abstract

Curb element system (20) for a bus stop, comprising several curb elements (1, 1a, 1b, 1b ') each consisting of at least one elongated, approximately cuboid shaped block, differently designed and arranged one behind the other, the curb elements (1, 1a, 1b) forming a delimitation of an elevated sidewalk area (G) of the bus stop opposite a roadway (F), the curb element system (20) at least one first and second transition section (22, 22 ') and one between the transition sections (22, 22') being arranged middle main section (21), at least the curb elements (1) arranged in the middle main section (21) being designed as bus board elements and with a first upper side section of their upper side (2) a driving surface (6) and with a step-like raised second upper side section their upper side (2) form a tread surface (7), with an upper front side section (4.1) of the B usbord elements is set back relative to a lower front side section (4.2) in the direction of a rear side (5) and has an inclined surface receding from bottom to top. In each of the curb elements (1, 1a, 1b) of the curb element system (20), an integral channel-like or pipe-like cavity (10) with at least one inlet opening (11) opening outwards on the upper side (2) is formed Curb element (1, 1a, 1b) forms a monolithic channel body, the channel-like or pipe-like cavities (10) of the curb elements (1, 1a, 1b, 1b ') in the curb element system (20) forming a continuous channel forming a drainage channel Gutter channel (10a) are connected.

Description

Technical area

The invention relates to a curb element system for bus stops.

State of the art

Curb elements for bus stops and arrangements or systems of such curb elements are known from the prior art and are also referred to as bus board arrangements or bus board systems. The curb elements that can be assembled to form a bus board arrangement are essentially shaped stones, in particular concrete profiles, which are used as curbs or curbs at bus stops or bus platforms, especially when it is bus stops where low-floor vehicles with low entry heights and which are therefore equipped with a sidewalk that is higher than that of conventional sidewalks. Above all in the context of efforts to expand accessibility in local public transport and to provide barrier-free access or entry to public transport for people with limited mobility, various variants of bus curb elements of the type mentioned have recently been introduced, For example, various types of special shelves or combination shelves have also been developed.

Such bus curb elements assembled as a bus board arrangement, for example, guide the buses safely to the bus stop with a quasi self-steering effect, without driving or climbing up, in such a way that an entry and exit gap for passengers entering and exiting is as small as possible, which means the use of public transport will become more attractive and safer for all passengers, especially for people with reduced mobility and children. Mainly due to the cross section of the bus curb elements assembled to form a bus board arrangement or joined to one another, the mentioned advantageous self-steering effect can be increased and approaching the bus platform as close as possible can be made easier. A run-up surface adapted to the tire of the buses, in particular also by a sloping or concavely curved, receding surface section of the front side of the bus curb element prevents the tires from scratching, colliding or climbing up, namely damaging surface contact between the tire flanks and the front of the curb, thus enabling close approach to the stopping point for easier boarding and alighting, protects the tires of the buses and reduces tire replacement costs.

Generic bus curb elements are usually also worked out in such a way that the body of the buses is protected from damage in the best possible way when the buses are approaching the curb in close proximity. Likewise, the bus curb elements are often designed in such a way that a bus cannot change the position of individual shaped blocks in the arrangement assembled to form the bus curb system when it starts, since the bus loads a respective shaped block in the arrangement before flank forces act.

An example of a generic bus board arrangement of a bus stop composed of such curb elements is shown in FIG EP 0 544 202 A1 known, in which the lateral delimitation of a roadway to the stop is made by the curb elements disclosed there, which are embedded in a lean concrete layer. With the boron stone elements according to EP 0 544 202 A1 An upper side of the prefabricated component serves as a step surface for passengers getting on or off, the surface being provided with elevations or projections which, on the one hand, provide slip resistance and, on the other hand, serve as tactile markings for the visually impaired. A front side of the curb element is designed in an upper section as an inclined surface which recedes from bottom to top and which is intended for the tracking of the buses and which merges into a concavely curved section in its lower part.

Also is from the WO 2011/128270 A1 a bus stop is known in which a walk-on surface, which is raised with respect to the roadway, is delimited from the roadway with curb elements arranged one behind the other. The stop has an approach area and a boarding area, the accessible surface in the approaching area and boarding area being arranged at different height levels relative to the roadway. The curb elements serving as a delimitation to the roadway are designed differently and, in particular, are also adapted to the respective height level of the different areas of the stop. The various curb elements are arranged one behind the other in a compatible manner to form a bus board arrangement, in particular also in such a way that also a A corresponding transition from the sidewalk, which is limited with conventional curbs, to the bus stop is created.

Again and again, however, the bus board arrangements known from the prior art have the problem that there is a disadvantage in the area of the bus stop, particularly in the area serving as a run-on or run-on surface for the buses or as a support surface for the tires of the buses the curb elements collect water, especially rainwater, and remain there. Such a water build-up in the area of the approach area is often increased by the fact that special measures are taken at the bus stops to divert water from the areas intended for passengers to walk on in the direction of the roadway, for example through the intended, slight incline of the walkable surface in the direction towards the roadway and / or through the special design of the curb elements, which are shaped so that water runs off the step area provided for the passengers quickly and effectively over the front in the direction of the approach area or roadway. Likewise, the roadways often have a runoff-effective inclination in order to lead rainwater to the roadside, where it can collect in particular in bus bays, which also increases the problem of the undesired water amazement mentioned in the area of the approach area.

However, this is associated with the considerable disadvantage that people waiting at the bus stop are exposed to the risk of being sprayed with water from approaching buses. Furthermore, it is very difficult for the bus driver to drive into the bus stop precisely and safely, especially in the exact position, if water accumulates or puddles form there. In the cold season in particular, the puddles can freeze over or ice can form, which means that buses entering the bus stop in particular are exposed to a risk of slipping and therefore pose a considerable safety risk. Therefore, despite the solutions known from the prior art, there is a need for improved curb element systems.

Presentation of the invention

The object of the present invention is therefore to provide a curb element system for bus stops that has the disadvantages of the prior art overcomes and in which in particular the accumulation of water or puddles in the area of the bus stop can be avoided. This object is achieved according to the invention by the curb element according to independent claim 1. Further advantageous aspects, details and configurations of the invention emerge from the dependent claims, the description and the drawings.

The present invention provides a curb element system for bus stops which comprises several curb elements each consisting of at least one elongated, approximately cuboid shaped block, differently designed and arranged one behind the other, the curb elements forming a boundary of an elevated sidewalk area of the bus stop opposite a roadway. The curb element system has at least a first and a second transition section and a central main section arranged between the transition sections. At least the curb elements arranged in the central main section are designed as bus board elements and form a driving surface with a first upper side section of their upper side and a step surface higher than the driving surface with a step-like raised second upper side section of their upper side. An upper front-side section of the bus board elements is set back relative to a lower front-side section in the direction of a rear side and has an inclined surface that recedes from the bottom to the top. A special aspect of the present curb element system can be seen in the fact that in each of the curb elements of the curb element system an integral channel-like or pipe-like cavity is formed with at least one opening that opens outwards on the upper side and each curb element forms a monolithic channel body , wherein the gutter-like or pipe-like cavities of the curb elements in the curb element system are connected to a continuous gutter channel forming a drainage channel. In particular, connection means for connection to a sewer system are provided in the channel channel.

With the curb element system according to the invention, a delimitation or curb delimitation of the sidewalk area of the bus stop opposite the roadway is created which at the same time ensures effective drainage at the bus stop. In particular, in the curb element system according to the invention, the channel channel forming the drainage channel can be connected to the sewer system, wherein in particular, at least one of the curb elements directly forms a road drain or water drain and can be connected to the sewer system via a manhole structure commonly used in road construction or landscaping.

With the present curb element system, water, in particular rainwater, can be discharged over the curb itself or over the curb elements, effectively preventing water accumulation, water stagnation or puddles at the bus stop, in particular directly in the area of the road or the driving surface, where the boarding area of the bus platform and the lane border each other. This not only increases the safety when the buses drive into the bus stop, since any kind of aquaplaning can be avoided, but also the driving as close as possible to the curb is improved, since the bus driver sees no reason for "evasive attempts" to possibly stand Wanting to avoid puddles. In addition, the avoidance of puddles achieved with the present curb element system also counteracts possible ice formation in winter, which increases safety at the bus stop. For the waiting passengers, the risk of spray incidents is also minimized. The curb element system according to the invention is thus designed as a water-bearing channel, in particular a channel channel, and thus simultaneously fulfills the function of a curb or bus curb as well as a channel stone or slot channel. The curb element system according to the invention therefore forms the curb and drainage channel "in one".

"Bus stops" in the present sense include stops at which vehicles for passenger transport run and stop, including, in particular, stops for combined train / bus traffic at which rail-bound vehicles, such as trams, also run. The stops are primarily stops that are formed on sidewalks or sidewalk-like bus platforms or stops and that have a raised sidewalk area that is at a higher level than the carriageway compared to conventional sidewalks and approximately at the same level Height with the entry of low-floor vehicles. A surface of the sidewalk of the bus stops thus has a height difference in a range of 16 cm to about 21 cm, usually of about 16 cm or about 18 cm, compared to the roadway, for example.

Each shaped block, namely each curb element of the present curb element system, is preferably a shaped block made of concrete, which in the present case can also be understood as a concrete block or a precast concrete part or a concrete profile. The molding of the cavity in the molded stone is advantageously carried out directly when the molded stone is produced, for example when the concrete is poured by means of suitable production plates or molds or formwork. The curb elements built into the curb element system advantageously have a high load-bearing strength and stability and, thanks to their design, effectively withstand the forces and pressure acting on them, for example when buses are driven on, despite the hollow structure inside.

In the installed state of the curb element system, when it is mounted at a bus stop, the front of the curb elements points towards the roadway, in particular towards the street, and is adjacent there. The driving surface of the bus board elements in the central main section preferably merges steplessly with the roadway, that is to say the roadway or road surface and the driving surface are preferably at the same height level. The back of the curb element faces the pedestrian area of the bus stop and delimits the sidewalk. The tread surface preferably merges steplessly to the pavement area, that is, the pavement surface and the tread surface of the curb element are preferably on the same level.

Kerbstone elements arranged in the first and second transition section are also preferably designed as bus board elements, in particular as transition elements that create the transition to the adjacent sidewalk on the left and right sides of the bus stop. Two essentially mirror-symmetrical transition elements are possible, which can be referred to as a right or left transition element. Correspondingly, the right or left transition element each define the beginning of a right or left end area of the bus stop, based on a direction of view from the street towards the bus stop.

Preferably, at least one curb element arranged in the transition section has a cleaning or inspection opening which is accessible from the top and which forms a cleaning or inspection access to the channel channel. As a result, access to the channel channel can be created from the outside, namely from the top, in order to carry out cleaning or maintenance work to undertake. The cleaning or inspection opening is particularly preferably equipped or closed with a removable grille insert.

Particular advantages result if the at least one curb element with cleaning or inspection opening arranged in the transition section also has a connection opening accessible from an underside for connecting components for a road drain and the curb element is thus designed as a shaft element. Finally, a direct connection of the channel canal to the sewer system or to the sewer system can take place and the manhole element itself forms part of a street drain, as it were. In this way, the connection to the municipal sewage system for the discharge of rainwater can be ensured.

The connection opening is preferably set up and dimensioned in such a way that the curb element designed as a shaft element can be connected to conventional shaft parts used in the shaft construction. As an alternative or in addition, the manhole element is particularly advantageously designed in such a way that the connection opening is compatible with manhole bins usually used in drainage construction. In addition, a standard and legal connection to the sewer system is possible in a structurally simplest and cheapest way.

At least one curb element designed as a transition element is preferably arranged in each transition section, the transition elements in the end regions of the bus stop creating a transition to conventional sidewalk curbs of a sidewalk adjoining the bus stop.

According to a particularly preferred embodiment variant, a curb element designed as a transition element and a curb element designed as a shaft or cleaning element are arranged in each of the transition sections, with at least twelve curb elements in the form of bus board elements being lined up one behind the other in the central main section. Given an average length of the individual curb elements of around one meter provided according to the present invention, a minimum length for bus stops is maintained. Of course, more than twelve bus board elements can also be provided in the central main section.

The integral channel-like or pipe-like cavity in each of the curb elements preferably extends in the longitudinal direction over the entire length of the respective shaped stone from a first end face to a second end face, with the cavities in the curb element system being connected to the curb element system by means of connecting flange elements provided on the end faces continuous gutter channel are connected. In particular, the connection flange elements on the first end face and on the second end face are designed differently, for example a female connection flange element on the first and a male connection flange element on the second end face, so that the different connection flange elements act as interacting, corresponding elements. In this way, for example - with the formation of the continuous channel channel - a male connection flange element on the second end face of a first curb element engages in a female connection flange element on the first end face of an adjacent, second curb element.

At least the male connection flange element is preferably set up in a sealing or sealing manner in order to form a tight channel or a tight, continuous channel channel. It can be provided that the provided means with a sealing or sealing effect, namely the sealing means, are also molded in during the production of the molded block and are thus part of the monolithic molded block. Alternatively, the sealing means can be applied afterwards after the shaped block has been molded. If necessary, the connecting flange elements can be equipped with lubricants for easier assembly, which can preferably be provided in addition to the sealing means.

The channel channel has an essentially round or polygonal or elliptical cross section, preferably a circular cross section with a diameter in a range from 130 mm to 200 mm, preferably in a range from around 140 mm to 170 mm, particularly preferably around 150 mm. It goes without saying that other cross-sectional shapes are also possible, and in particular other cross-sectional dimensions. Depending on the application, e.g. depending on the location and geographical location of a bus stop to be created, e.g. depending on the amount of precipitation to be expected at the respective location, or depending on local conditions and / or regulations, the diameter of the channel can also be smaller or larger, and can be roughly in the range from 50 mm to 120 mm, preferably in the range from 70 mm to 100 mm and can for example be around 90 mm or 110 mm lie. Of course, the diameter can also be around 160 mm or 180 mm, for example.

Preferably, at least the bus board elements arranged in the central main section are designed as monolithic slot channels, with several slot-like openings opening outwards being provided which open outwards in the area of the driving surface and each extend their length along a longitudinal axis of the opening and are spaced apart from one another are arranged one behind the other along the longitudinal axis of the opening and each slot-like opening is connected to the integral channel-like or pipe-like cavity via a water-conducting neck section. In addition, a particularly effective introduction of water into the slot channel is ensured with high stability and load-bearing strength at the same time.

Particularly preferably, each bus board element has a longitudinally extending vertical center plane that delimits a front section of the molded block from a rear section, with the channel-like or pipe-like cavity connected to the slot-like opening via the neck section also having a parallel to the center plane Has extending plane of symmetry and is arranged in the front section of the shaped block that the plane of symmetry is at a distance of about 40% to 45% of a partial width of the front section from the center plane. The specified distance between the plane of symmetry and the center plane applies in particular to variants of bus board elements whose gutter-like or pipe-like cavity has a circular cross-section with a diameter of approximately 140 mm, 150 mm or 160 mm. Depending on the cross-sectional shape and / or cross-sectional dimension, a distance between the plane of symmetry and the central plane that deviates from the specified value can be more favorable.

If a cavity is integrated in a molded stone, there is a fundamental risk that the molded stone will break or collapse or crack or crack when such forces act as, for example, when buses drive over the molded stone. Particular advantages result from the fact that the slot-like openings are connected to the integral channel-like or pipe-like cavity via a respective water-conducting neck section, since a sufficiently large distance can be created between the driving surface and the edge or cavity wall delimiting the cavity . As a result, especially outside the slot-like opening, a sufficiently thick or There is a strong, material-filled molded stone section between the driving surface and the cavity in order to withstand the load caused by the approaching buses. In particular, the arrangement of the cavity within the front section also brings additional gain in stability and load-bearing strength and the risk of breaking mentioned is reduced to a minimum.

The curb elements of the curb element system preferably have a width extending from the front to the rear, which is the same for all curb elements of the curb element system and is approximately 67 cm.

The tread surface of the second upper side section of the upper side of the curb elements in the central main section and in a respective area of the transition sections adjacent to the central main section, which is aligned with a surface of the sidewalk area, preferably has a first height difference compared to the roadway of about 16 cm to 18 cm. The upper side of the curb elements in each transition section, which is aligned with the surface of the sidewalk area, slopes down to a respective end area of the curb element system, preferably to a second height difference from the road of about 12 cm.

Also, support plates anchored in the ground can be provided with recesses for at least partial accommodation of an underside installation section of the curb elements, the support plates forming a foundation with back support for the curb elements when the installation sections are received in the respective recesses.

Very special advantages result from the fact that the curb elements of the curb element system are made of white cement or a white cement mixture. As a result, when the curb element system is installed at a bus stop, a high contrast can be achieved between the white curb elements and the adjoining surface or the adjoining surface covering. This enables people with impaired vision or the visually impaired in particular to have an improved orientation. In particular, the curb elements have - in comparison to the surrounding surface covering - a sufficient brightness or a sufficiently bright, whitish hue that - compared to the surrounding surface covering - a luminance contrast value, for example calculated according to the so-called "Michelson formula", at least 0.4, whereby the requirements of the applicable regulations and standards for barrier-free construction are advantageously met. For further orientation aid and / or as a guidance system, certain structures, such as elevations, projections or the like, can be formed on the surface of the curb elements.

The invention also comprises a bus stop which is equipped with a curb element system as described above.

Developments, advantages and possible applications of the invention also emerge from the following description of exemplary embodiments and from the figures. In this case, all of the features described and / or shown in the figures, individually or in any combination, are fundamentally the subject matter of the invention, regardless of how they are summarized in the claims or their reference.

Brief description of the drawings

Fig. 1

eine grob schematisch skizzierte perspektivische Darstellung eines Bordsteinelement-Systems gemäß einer Ausführungsform der vorliegenden Erfindung;

Fig. 2

eine schematische Seitenansicht eines Bordsteinelement-Systems gemäß einer Ausführungsform der vorliegenden Erfindung;

Fig. 3

das Bordsteinelement-System der Figur 2 in einer schematischen Draufsicht;

Fig. 4a

schematisch skizziert einen vertikalen Querschnitt durch ein im mittleren Hauptabschnitt des Bordsteinelement-Systems angeordnetes Bordsteinelement gemäß einer Ausführungsform der vorliegenden Erfindung;

Fig. 4b

das Bordsteinelement der Figur 4a in einer schematischen Draufsicht;

Fig. 5

eine Ausführungsform eines als Übergangselement ausgebildeten Bordsteinelementes in einer schematischen Draufsicht;

Fig. 6

eine weitere Ausführungsform eines als Übergangselement ausgebildeten Bordsteinelementes in einer schematischen Draufsicht;

Fig. 7a

eine Ausführungsform eines als Schachtelement ausgebildeten Bordsteinelementes in einem vertikalen Querschnitt;

Fig. 7b

das Schachtelement der Figur 7a in einer schematischen Draufsicht und

Fig. 8

eine weitere Ausführungsform eines als Reinigungselement ausgebildeten Bordsteinelementes in einem vertikalen Querschnitt.

The invention is to be explained in more detail below on the basis of exemplary embodiments in connection with the drawings. Show it

Fig. 1

a roughly schematically sketched perspective illustration of a curb element system according to an embodiment of the present invention;

Fig. 2

a schematic side view of a curb element system according to an embodiment of the present invention;

Fig. 3

the curb element system of Figure 2 in a schematic plan view;

Figure 4a

schematically outlines a vertical cross section through a curb element arranged in the central main section of the curb element system according to an embodiment of the present invention;

Figure 4b

the curb element of the Figure 4a in a schematic plan view;

Fig. 5

an embodiment of a curb element designed as a transition element in a schematic plan view;

Fig. 6

a further embodiment of a curb element designed as a transition element in a schematic plan view;

Figure 7a

an embodiment of a curb element designed as a shaft element in a vertical cross section;

Figure 7b

the shaft element of the Figure 7a in a schematic plan view and

Fig. 8

a further embodiment of a curb element designed as a cleaning element in a vertical cross section.

Ways of Carrying Out the Invention

the Figure 1 shows, roughly schematically sketched, an embodiment of a curb element system 20 according to the invention in a perspective view. The curb element system 20 is mounted at a bus stop and comprises several curb elements 1, 1a, 1b of different designs and arranged one behind the other, each of which consists of at least one elongated, approximately cuboid shaped stone and which are referred to in detail below in connection with the Figures 4a , 4b to 8 will be discussed in more detail.

The curb element system 20 forms a delimitation of an elevated sidewalk area G of the bus stop compared to a roadway F, the elevated sidewalk area G in the example shown also being largely at a higher level compared to a conventional, left and right adjoining, outside the bus stop Sidewalk. In a like in Figure 1 As shown, installed condition at a bus stop, the curb elements 1, 1a, 1b of the curb element system 20 are offset in accordance with the rules and regulations on a sufficiently thick and frost-proof concrete foundation with back support, as for example certain standards for the installation of curbs in traffic areas demand. A respective front side 4 of the curb elements 1, 1a, 1b faces the roadway F and a rear side 5 opposite the front side 4 (in Figure 1 not visible) is adjacent to the pavement area G. In this case, an upper side section or an upper side 2 of the curb elements 1, 1a, 1b adjoins a surface of the respective adjoining fixed surface of the pavement area G in a flush manner. A built-in section of the curb elements 1, 1a, 1b on the underside is built into the ground or into the foundation and is thus firmly anchored in the ground.

The curb element system 20 has at least a first and second transition section 22, 22 ′ and a central main section 21 arranged between the transition sections 22, 22 ′.

The curb elements 1 arranged in the central main section 21 are designed as bus board elements and form a driving surface 6 with a first upper side section and a tread 7 with a step-like raised second upper side section of their upper side 2. The driving surface 6 is level with the roadway F and the opposite of the driving surface 6 step-like raised step surface 7 runs at the same level as the adjacent paved surface of the increased pavement area G. In the central main section 21 the step-like stepped step surface 7 of the curb elements 1 of the curb element system 20 has a first height difference Dh1 compared to the roadway F in an area of approximately 16 cm to 18 cm, in the example shown from around 18 cm. The tread 7 thus runs approximately at the level of an entry or an entry level of low-floor vehicles, so that barrier-free entry and exit in such low-floor vehicles stopping at the bus stop is possible for passengers. Alternatively, the height difference Dh1 compared to the roadway F can be up to about 21 cm.

The transition sections 22, 22 'of the curb element system 20 form, in the end regions of the bus stop, a transition to conventional sidewalk curbs 23 of the sidewalk adjoining or leading to the bus stop. In each of the transition sections 22, 22 ', adjacent to the central main section 21, a curb element 1a designed as a transition element is provided which, with its upper side 2 sloping in the direction of the conventional sidewalk curb 23, also creates the connection to conventional sidewalk curbs 23 in terms of height.

The upper side 2 of the curb element 1a, which is aligned with the surface of the sidewalk area G, has the first height difference Dh1 compared to the roadway F of about 16 cm to 18 cm at a respective end of the curb element 1a adjoining the central main section 21 and falls in the direction of conventional sidewalk, namely in the direction of the respective end area of the curb element system 20, preferably to a second height difference Dh2 to the roadway of about 12 cm.

In each of the transition sections 22, 22 ', a curb element 1b designed as a manhole or cleaning element also adjoins the transition element 1a. The shaft or cleaning elements 1b adjoining the conventional sidewalk curbs 23 close off the curb element system 20 on the left and right in the example shown. A width b extending from the front 4 to the rear 5 of the curb elements 1, 1a, 1b (see Figure 4a ) is about 67 cm in the example shown and is significantly larger than the width of the regular, conventional sidewalk curbs 23.

In the Figures 2 and 3 is an exemplary curb element system 20 schematically in a schematic view ( Figure 2 ) or in a top view ( Figure 3 ), 18 curb elements 1 designed as bus board elements (which are referred to as standard bus board elements 1 in the context of the present invention) are provided in the central main section 21. In each of the Figures 2 and 3 the left-hand and right-hand transition sections 22, 22 'with an adjoining sub-area of the central main section 21 are additionally isolated - each enlarged - shown as sections A and B.

The exemplary curb element system 20 of FIG Figures 2 and 3 has in each transition area 22, 22 'a curb element 1a designed as a transition element and directly adjoining the row of standard bus board elements 1. Adjacent to the respective transition element 1a, a curb element 1b designed as a shaft element is provided in the left-hand transition area 22 and a curb element 1b ′ designed as a cleaning element is provided in the right-hand transition area 22. The individual standard bus board elements 1 as well as the transition elements 1a and the duct or cleaning elements 1b, 1b 'are described below in connection with the Figures 4a, 4b and 5 to 8 explained in more detail.

As in particular from the Figures 2 and 3 As is clear, a continuous channel 10a forming a drainage channel is formed in the curb element system 20 for drainage. The gutter channel 10a is produced by connecting respective integral gutter- or pipe-like cavities 10 in the curb elements 1, 1a, 1b, 1b ', in each curb element 1, 1a, 1b, 1b' of the curb element system 20 in addition to the cavity 10 at least one opening 11 which opens outwards on the upper side 2 and communicates with the cavity 10 is formed. The curb elements 1, 1a, 1b, 1b 'each form a one-piece, monolithic channel body due to their molded-in cavities 10 with the openings 11 opening outwards on the upper side, the channel bodies in the connected state, namely in the assembled curb element system 20, the continuous channel channel 10a train.

For the water-conducting connection of the cavities 10 of the curb elements 1, 1a, 1b, 1b ', connecting flange elements 14, 14' are provided, which interact or interlock in such a way that the continuous channel channel 10a is formed. The manhole or cleaning elements 1b, 1b 'provided in the curb element system 20 in the respective transition sections 22, 22' provide access to the channel 10a via cleaning or inspection openings 19 provided on the top and also form connection options or connection means for connecting the channel 10a to a road drain or to a sewer system.

the Figures 4a and 4b show an embodiment of a standard bus board element 1 installed in the central main section 21, namely in a vertical cross section ( Figure 4a ) and in a plan view ( Figure 4b ). The present, as a substantially cuboid, elongated molded stone, in particular as a molded concrete stone or as a concrete profile designed kerbstone element 1, which is made, for example, of white cement and has an upper side 2, lower side 3 as well as front and rear sides 4, 5, has a length l of about 1 m, whereby the curb element 1 is ideally suited for the construction of bus stops or bus stations. It goes without saying that the given length l of the present curb element 1 is in no way limited to the value of approx. are possible, which, for example, can be freely selected depending on the design aspects and / or the respective application location.

The upper side 2 essentially comprises two upper side sections, which form two substantially flat surfaces, which are offset in height from one another in a step-like manner. A first upper side section located at a lower level forms a driving surface 6, which is designed for driving a bus and a step-like raised second upper side section forms a step surface 7, which is provided as a walkable area for people, for example passengers, and especially when getting on and off is entered into the bus and which can be provided with a surface structure, for example with knobs or with raised areas arranged in a matrix-like manner, in order to provide slip resistance.

The curb element 1 or the shaped stone has a vertical center plane ME running in the longitudinal direction between the front and rear sides 4, 5, which divides the shaped stone into two imaginary longitudinal halves, namely a front section 1.1 and a rear section 1.2, each with a partial width b1, b2, which add up to a total width or width b of the shaped block. The front side 4 essentially comprises two front side sections 4.1, 4.2, the upper front side section 4.1 being set back relative to the lower front side section 4.2 towards the center plane ME and having an inclined surface receding from bottom to top. A plane accommodating the inclined surface of the upper front side section 4.1 preferably forms an angle with the driving surface 6 in the range between approximately 90 ° and 120 °, preferably between approximately 100 ° and 110 °, for example approximately 95 °, in the example shown an angle of approximately 105 ° a. At a lower end of the upper front side section 4.1, a concavely curved section 12 is provided, via which the inclined surface merges into the driving surface 6. At its upper end, the upper front-side section 4.1 adjoins the tread surface 7 via a step 13 with rounded edges. The rounded edges of the step 13 preferably have a small radius of curvature, preferably in a range of 3 mm to 15 mm, for example 7 mm or 10 mm, in the example shown 5 mm, which avoids sharp edges and prevents them from breaking or breaking and at the same time a runoff of rainwater from the tread area 7 in the direction of the driving area 6 is promoted.

In the front sub-section 1.1 of the molded stone, delimited by the front side 4 and the central plane ME, the integral channel-like or pipe-like cavity 10 is formed, which is provided with several slot-like openings 11 that open outwards in the area of the driving surface 6, so that the molded stone one monolithic slot channel forms. The integral channel or pipe-like cavity 10 extends in the longitudinal direction over the entire length l of the molded block from a first end face 8 to a second end face 9 and is in the curb element system 20 via the connecting flange elements 14, provided on the end faces 8, 9. 14 'is connected to the cavity 10 of the adjacent curb elements 1. In the example shown, the connection flange elements 14, 14 'are designed differently on the first end face 8 and on the second end face 9, a female connection flange element 14 being provided on the second end face 9 and a male connection flange element 14' on the first end face 8, so that two connecting flange elements 14, 14 'each act as interacting, corresponding elements. For example, from the Figures 2 and 3 it can be seen how the corresponding connecting flange elements 14, 14 'interlock for the functional connection of the respective cavities 10 while forming the continuous common channel channel 10a. Not provided with reference numbers in the figures, at least the male connection flange element 14 is equipped with a sealing means so that a tight channel or a continuous channel channel sealed from the surrounding soil or mounting base can be formed.

The integral cavity 10, which is essentially tubular or tubular in the example, has a circular cross section with a diameter in a range from 130 mm to 200 mm, in particular around 150 mm. The plurality of slot-like openings 11, which are essentially rectangular and extend lengthways along an opening longitudinal axis SLA, are arranged one behind the other along the opening longitudinal axis SLA, namely at a distance from one another, and are thus distributed over the length l of the shaped block. In the illustrated example of the standard bus board element 1, the opening longitudinal axis SLA of the slot-like openings 11 runs parallel to the center plane ME and parallel to a pipe axis RA of the cavity 10.

The slot-like openings 11 are connected to the tubular cavity 10 via a water-conducting neck section 11a. It can thereby be ensured that the cavity 10 is arranged at a sufficient distance from the driving surface 6 and that the stability or load-bearing strength of the molded block is increased as a result. The cavity 10 connected to the slot-like opening 11 via the neck section 11a has a plane of symmetry SE which runs parallel to the central plane ME and accommodates the pipe axis RA. The slot-like openings 11 with the connected Neck section 11a and the cavity 10 are arranged and aligned in the front section 1.1 of the molded block that the plane of symmetry SE is at a distance of about 40% to 45% of the partial width b1 of the front section 1.1 from the center plane ME.

The slot-like openings 11 open outwards at the driving surface 6 in such a way that a front opening edge of the slot-like openings 11 facing the front side 4 comes to lie approximately on a straight line bisecting the front section 1.1 lengthwise. As a result, the slot-like opening 11 is located over its entire opening width in the half of the front subsection 1.1 facing the central plane ME. A rear opening edge of the slot-like opening 11 facing the center plane ME essentially adjoins the concavely curved section 12, which forms the transition to the inclined surface of the upper front side section 4.1.

the Figures 5 and 6 each show an embodiment of the transition element 1a in a plan view. The transition elements 1a, of which the in Figure 5 represented a so-called "transition left" and that in Figure 6 The illustrated forms a "transition on the right" are built into the transition sections 22, 22 ′ of the curb element system 20. In addition to adapting the height to the level of the sidewalk curbs 23 of the "normal" sidewalk area adjoining the bus stop, the transition elements 1a also create a flowing transition at the end of a bus platform in order to facilitate and facilitate the precise, precise entry into the bus stop for the bus driver, especially with the highest possible self-steering effect At the same time, ensure that the stop takes place in close proximity to the bus platform and that the entry gap between the step area 7 and the entry of the bus is as small as possible.

In the case of the transition elements 1a, a width of the driving surface 6 thus changes over the length l of the molded block, and this width of the driving surface 6 preferably changes continuously over the length l of the molded block. The tubular cavity 10 of the transition elements 1a runs - in relation to the center plane ME of the shaped block - obliquely through the first section 1.1 of the shaped block, i.e. the tube axis RA (in Figures 5 and 6 not shown for the sake of clarity) runs at an acute angle towards the center plane ME.

In the Figures 7a, 7b an embodiment of a curb element designed as a shaft element 1b is shown and in FIG Figure 8 an embodiment of a curb element designed as a cleaning element 1b '. The shaft or cleaning elements 1b, 1b 'are provided on the top with a cleaning or inspection opening 19 which provides access to the channel channel 10a. The cleaning or inspection opening 19 is equipped or closed with a removable grid insert 24, for example with a gully cover. The channel channel 10a is accessible from the outside via these openings or recesses for cleaning and inspection purposes.

In the case of the Figures 7a (in vertical cross-section) and 7b (in plan view) shown shaft element variant is also formed in the molded block with a connection opening 18 in communication with the cavity 10, which is located on the underside 3 of the molded block for connection to the sewer system or the sewerage system is available. The shaft element 1b therefore provides the connection means for the connection of the gutter channel 10a to the sewer system and thus forms part of a street drain itself, as it were. As a result, the shaft element 1b can be combined with conventional components for creating drainage or drainage shafts, for example with shaft parts 15 and base parts 16 usually used in manhole construction and that in particular the integrated connection opening is designed to receive a chute bucket.

List of reference symbols

1

Curb element

1a

Transition element

1b, 1b '

Manhole element or cleaning element

1.1

front section

1.2

rear section

2

Top

3

bottom

4th

front

4.1

upper front section

4.2

lower front section

5

back

6th

Runway

7th

Performance area

8, 9

End faces

10

channel-like or tube-like cavity

10a

continuous channel channel

11

slot-like openings

11a

Neck section

12th

concave section

13th

step

14, 14 '

Connection flange elements

15th

Shaft part

16

Bottom part

17th

Chess bucket

18th

Connection opening

19th

Cleaning or inspection opening

20th

Curb element system

21

middle main section

22, 22 '

Transition sections

23

Sidewalk curb

24

Grid insert

b

broad

b1

Part width of the front section

b2

Partial width of the rear section

Qh1

first height difference

Qh2

second height difference

F.

roadway

G

Sidewalk area

l

length

ME

Middle plane

RA

Pipe axis

SE

Plane of symmetry

SLA

Opening longitudinal axis

Claims (17)

Curb element system (20) for a bus stop, comprising several curb elements (1, 1a, 1b, 1b ') each consisting of at least one elongated, approximately cuboid shaped block, differently designed and arranged one behind the other, the curb elements (1, 1a, 1b) forming a delimitation of an elevated sidewalk area (G) of the bus stop opposite a roadway (F), the curb element system (20) having at least one first and second transition section (22, 22 ') and one between the transition sections (22, 22') middle main section (21), wherein at least the curb elements (1) arranged in the middle main section (21) are designed as bus board elements and with a first upper side section of their upper side (2) a driving surface (6) and with a step-like raised second upper side section their upper side (2) form a tread surface (7), with an upper front side section (4.1) of the B usbord elements is set back relative to a lower front side section (4.2) in the direction of a rear side (5) and has an inclined surface receding from bottom to top, characterized in that in each of the curb elements (1, 1a, 1b) of the curb element System (20) an integral gutter-like or pipe-like cavity (10) with at least one inlet opening (11) opening outwards on the upper side (2) and each curb element (1, 1a, 1b) forms a monolithic channel body, wherein the gutter-like or pipe-like cavities (10) of the curb elements (1, 1a, 1b, 1b ') in the curb element system (20) are connected to form a continuous gutter channel (10a) which forms a drainage channel. Curb element system (20) according to Claim 1, characterized in that curb elements (1, 1a) arranged in the first and second transition sections (22, 22 ') are also designed as busboard elements. Curb element system (20) according to Claim 1 or 2, characterized in that connection means for connection to a sewer system are provided in the channel (10a) and / or that at least one curb element (1b, 1b ') has a cleaning or inspection opening (19) which is accessible from the upper side (2) and forms a cleaning or inspection access to the gutter channel (10a). Curb element system (20) according to claim 3, characterized in that the cleaning or inspection opening (19) is closed with a removable grille insert (24). Curb element system (20) according to Claim 3 or 4, characterized in that in the at least one curb element (1b, 1b ') with cleaning or inspection opening (19) arranged in the transition section (22, 22'), one of an underside ( 3) an accessible connection opening (18) is provided for the connection of components for a road drain and the curb element (1b) is thus designed as a shaft element. Curb element system (20) according to claim 5, characterized in that the connection opening (18) is set up and dimensioned in such a way that the curb element (1b) designed as a manhole element can be connected to conventional shaft parts (15) and (floor parts 16) used in the manhole construction and / or that the manhole element is designed in particular in such a way that the connection opening (18) is compatible with manhole bins (17) usually used in drainage construction. Curb element system (20) according to one of the preceding claims, characterized in that at least one curb element (1a) designed as a transition element is arranged in each transition section (22, 22 '), the transition elements in end areas of the bus stop providing a transition to conventional sidewalk curbs (23) Create a sidewalk adjacent to the bus stop. Curb element system (20) according to one of the preceding claims, characterized in that in each of the transition sections (22, 22 ') a curb element (1a) designed as a transition element and a curb element (1b, 1b') designed as a shaft or cleaning element. ) and that in the central main section (21) at least twelve curb elements (1) in the form of bus board elements are arranged. Curb element system (20) according to one of the preceding claims, characterized in that the integral channel-like or pipe-like Cavity (10) in each of the curb elements (1, 1a, 1b) extends in the longitudinal direction over an entire length (l) of the respective shaped stone from a first end face (8) to a second end face (9), wherein in the curb element System (20) the cavities (10) are connected to the continuous channel channel (10a) by means of connecting flange elements (14, 14 ') provided on the end faces (8, 9). Curb element system (20) according to one of the preceding claims, characterized in that the gutter channel (10a) has a substantially round or polygonal or elliptical cross-section, preferably a circular cross-section with a diameter in a range from 130 mm to 170 mm, in particular from around 150 mm. Curb element system (20) according to one of the preceding claims, characterized in that at least the bus board elements (1) arranged in the central main section (21) are designed as monolithic slot channels, with several slot-like inlet openings (11) opening outwards. are provided, which open outwards in the area of the driving surface (6) and each extend their length along an opening longitudinal axis (SLA) and are arranged at a distance from one another along the opening longitudinal axis (SLA) one behind the other and each slot-like inlet opening (11) via a water-conducting inlet opening (11) Neck portion (11a) is connected to the integral channel or tube-like cavity (10). Curb element system (20) according to claim 11, characterized in that at least the bus board elements (1) arranged in the central main section (21) each have a longitudinally extending vertical center plane (ME) which forms a front section (1.1) of the The shaped stone is delimited from a rear section (1.2), the channel-like or tube-like cavity (10) connected to the slot-like opening (11) via the neck section (11a) also having a plane of symmetry (SE) running parallel to the center plane (ME) and such is arranged in the front section (1.1) of the shaped block that the plane of symmetry (SE) from the center plane (ME) is at a distance of about 40% to 45% of a section (b1) of the front section (1.1). Curb element system (20) according to one of the preceding claims, characterized in that the curb elements (1, 1a, 1b, 1b ') are one from the front (4) to the rear (5) have a width (b) which is the same for all curb elements (1, 1a, 1b, 1b ') of the curb element system (20) and is approximately 67 cm. Curb element system (20) according to one of the preceding claims, characterized in that the tread surface (7) of the second upper side section of the upper side (2) of the curb elements (1), which is aligned with a surface of the sidewalk area (G), is in the central main section (21 ) and in a respective area of the transition sections (22, 22 ') adjoining the central main section (21) has a first height difference (Dh1) compared to the roadway (F) of about 16 cm to 18 cm and that it is flush with the surface of the pavement area (G) aligned upper side (2) of the curb elements (1a) in each transition section (22, 22 ') slopes towards a respective end region of the curb element system (20), preferably to a second height difference (Dh2) of about 12 cm. Curb element system (20) according to one of the preceding claims, characterized in that further anchored carrier plates with recesses for at least partial accommodation of an underside installation section of the curb elements (1, 1a, 1b) are provided, the carrier plates being a foundation with back support for the curb elements (1, 1a, 1b, 1b ') form when the installation sections are received in the respective recesses. Curb element system (20) according to one of the preceding claims, characterized in that the curb elements (1, 1a, 1b, 1b ') are made from white cement or a white cement mixture. Bus stop, characterized in that the bus stop is equipped with a curb element system (20) according to Claims 1 to 16.

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