Formwork, battery formwork and demolding process for concrete elements

Abstract

Formwork (200) for at least one concrete element (10a), at least one first movable formwork element (254), and at least two second movable formwork elements (272), characterized in that the formwork (200) is designed such that movement of the first movable formwork element (254) moves at least one second movable formwork element (272) of the at least two second movable formwork elements (272), wherein the first movable formwork element (254) is arranged perpendicular to the moving second movable formwork element (272), and the formwork (200) is further designed such that a pivoting movement and / or a tilting movement of the first movable formwork element (254) causes at least a parallel displacement of the moving second movable formwork element (272), so that a distance of the at least one second formwork element (272) from the concrete element (10a) is effected.

Description

[0001] The invention relates to a bus curb, comprising a top surface serving as a tread, a front surface serving as a boundary, a back surface, and a bottom surface. The front surface has a lower installation section with a guide edge and an upper section adjoining the guide edge, the upper section being designed with a surface curved towards the rear to form a guide function.

[0002] Furthermore, the invention relates to a roadway boundary for a bus stop with at least two bus kerbs. STATE OF THE ART

[0003] Bus kerbs, used to define the boundary of a roadway for buses, particularly low-floor vehicles, are known from the prior art. These known bus kerbs are primarily used in bus stop areas where the bus comes to a halt and passengers board or alight. At least some sections of the bus, or the entire bus body, can be lowered when the bus stops. A kneeling function can be incorporated to allow for one-sided lowering of, for example, 70 mm. With a standard boarding height of 320 mm or 340 mm above the road surface for low-floor buses, boarding heights of 250 mm to 270 mm can thus be achieved.

[0004] The side overhangs of individual buses differ from one another, as there is no standardization in this area. These overhangs also differ due to varying track widths of the front and rear axles.

[0005] Bus curbs are designed, among other things, to create a boarding level for passengers when the bus is lowered. If the upper section of the bus curb has a recessed edge, a collision during kneeling (i.e., while the bus is lowered) is largely prevented. This also protects the rims and outward-swinging doors, especially those with bottom-mounted mechanisms, from damage. Conversely, with high curbs at bus stops that lack such recessed edges, the bus can bottom out during the kneeling process.

[0006] The bus stop curbs also serve to prevent damage to the bus tires when pulling away. To this end, the curbs have indented edges at the bottom, which act as a approach surface. This allows the bus to stop at a minimal distance from the platform edge and thus from the bus stop curb, ensuring safe boarding and alighting. Driving too close to the bus stop also carries the risk of damage to the vehicle or the bus tires. This can be particularly problematic for low-floor buses. The precise approach to and departure from a bus stop is also influenced by the individual characteristics of the bus driver.If, for example, the bus does not approach the bus stop parallel to the curb, the body of the bus can make contact with it, potentially damaging both the bus and the curb. The section in front of the front axle of a bus is usually more than 2 meters long and can be damaged even at a slight approach angle. Similarly, at least one tire can be pinched, which can eventually lead to damage to that tire and prevent the bus from continuing its journey.

[0007] EP 0 892 112 B1 shows a roadway boundary with a concave approach surface and a horizontal flank positioned between the approach surface and the upper surface of the roadway boundary. Above the flank, the roadway boundary extends vertically to the upper surface, creating a rectangular recess. This recess serves to prevent damage to the vehicle when, for example, a low-floor vehicle lowers itself upon stopping and / or the doors are opened for boarding or alighting. A disadvantage of this rectangular recess is that it forms a kind of depression in which dirt and water can accumulate. Therefore, keeping the recess free of foreign objects can usually only be ensured by regular cleaning.

[0008] EP 2 558 642 B2 shows a curb with a lane-steering function. The lower section has a concave surface to serve as the approach path. Above this concave surface is a convex section, which transitions upwards into a second concave section. This allows the bus to approach the stop with a wider approach path. The concave-convex-concave surface significantly reduces the risk of tire sidewall damage or the wheel climbing onto the curb compared to a horizontal surface in the same area.

[0009] A disadvantage is the complex manufacturing process of such bus kerbstones due to the concave-convex-concave surface sequence. Besides the need for elaborate molds, chipping of the front surface is possible during demolding. Furthermore, according to the current state of the art, demolding is only possible with a taper on the concrete element, particularly the bus kerbstone.

[0010] The overall goal is to ensure a reduction in tire sidewall wear during operation. In practice, transport companies instruct their employees not to drive too close to curbs, as this results in excessive wear. Furthermore, it goes without saying that the bus should not be allowed to climb onto the curb, i.e., onto the top of the bus curb.

[0011] The object of the invention is therefore to propose a bus curb that enables barrier-free entry and exit for passengers while simultaneously preventing damage to the bodywork and tires of the bus.

[0012] Furthermore, it is an object of the invention to propose a bus curb that can serve as a marker for a bus stop or a stopping area, wherein it is protected from general soiling and soiling of the markings.

[0013] Furthermore, the invention aims to provide a cost-effective and easy-to-manufacture bus stop curb. Specifically, the invention proposes a suitable formwork that enables the production of exposed concrete surfaces, particularly for bus stop curbs.

[0014] This problem is solved by a bus stop curb, a roadway boundary, a formwork, and a method according to the independent claims. Advantageous further developments of the invention are the subject of the dependent claims. REVELATION OF THE INVENTION

[0015] The invention relates to a bus curb, comprising a top surface serving as a tread, a front surface serving as a boundary, a back surface, and a bottom surface. The front surface has a lower installation section with a contact surface, a guide edge, and an upper section adjoining the guide edge, wherein the upper section is designed with a surface curved towards the rear, in particular a concave surface, to form a guide steering function.

[0016] It is proposed that the front side has an upper installation section adjacent to the top, the upper installation section being designed as a flat surface inclined with respect to the top.

[0017] The upper installation section can be inclined at an angle of 5° to 35° with respect to the vertical, particularly between 20° and 25°. Other angles are also conceivable. The orientation of the upper installation section can be adapted to the buses used, for example, low-floor buses.

[0018] The lower section of the installation serves as a approach surface and, due to its curved upper section, provides lane guidance. This prevents the vehicle from climbing onto the curb. The lower section features a lower radius to reduce tire wear and sidewall fatigue. The upper section of the lower installation features an upper radius to prevent the bus from colliding with the curb. These two radii can be the same or different.

[0019] Below the upper section is a track edge with an adjacent contact surface. This contact surface allows the bus curb to make contact with the roadway or road surface. Thus, at the level of the track edge, a flat surface adjoins the curb, forming the road surface.

[0020] The upper installation section, which adjoins the top surface and can form a flat, inclined surface relative to the top, can, for example, serve to prevent damage to the outward-swinging door or the rims. At the same time, it can allow the bus to lower itself when stopped.

[0021] A surface inclined towards the top prevents dirt from adhering and water from accumulating in the upper installation section. This gives the curb according to the invention a self-cleaning effect. The inclined surface accelerates any water impacting it towards the lower installation section, thus preventing dirt from adhering and water from accumulating on the upper section. Simultaneously, the accelerated water also cleans the lower installation section.

[0022] Furthermore, the simplified cross-sectional shape with only one concave surface allows for simple production using simplified formwork.

[0023] Advantageously, this prevents the filling material, especially the concrete, from adhering to the front surface during demolding.

[0024] In general, the entry height of the bus curb according to the invention can be, for example, 22 cm above the road surface. DIN 18040-3 can be used as a basis for this, which states that a residual gap of 5 cm is permissible both horizontally and vertically.

[0025] In a preferred embodiment, the curved surface can transition into a vertical surface towards the top. This ensures that the bus can approach a bus stop as close as possible to the curb. In such an embodiment, the curved surface can have a vertical section towards the top, wherein the curved surface and the vertical section preferably transition smoothly into one another. For example, the curved surface can transition tangentially into the vertical surface.

[0026] In a preferred embodiment, the curved surface and / or the vertical surface can be constant along the length of the bus stop block. This allows for parallel approach to the bus stop curb. For example, the bus stop curb can have the same cross-section along its entire length. In another embodiment, the bus stop curb can have a variable cross-section along its length, thus enabling, for example, the formation of a bus stop curb.

[0027] In a preferred embodiment, a bend can be arranged between the lower assembly section and the upper installation section. In such an embodiment, the lower and upper installation sections abut each other directly at the position of the bend. This allows both installation sections to be formed, and in particular aligned, independently of each other. In such an embodiment, there is no transition area that forms a continuous transition between the lower and upper installation sections. The production of such a bus stop curb is therefore comparatively inexpensive.

[0028] In a preferred embodiment, a third installation section, designed as a flat surface, can be formed between the upper and lower installation sections. Unlike the embodiment described above, the third installation section represents a region between the lower and upper installation sections. However, even in this embodiment, all three installation sections can be formed independently of one another, and in particular, a continuous transition between adjacent installation sections is not required. This means that a continuous transition between the upper installation section, the third installation section, and the lower installation section is not necessary in a cross-sectional view. Instead, the installation sections can adjoin each other at an obtuse or acute angle, as seen in a cross-sectional representation.The third installation section can be uniform along the entire length of the bus stop curb. In another embodiment, the third installation section can vary in dimensions and / or geometry along the length of the bus stop curb. This allows, for example, the design of a bus stop curb.

[0029] In a preferred embodiment, a third installation section can be formed between the upper and lower installation sections. This third section can be configured as a flat surface and as an inclined surface with respect to a horizontal. For example, the surface of the third installation section can be inclined at an angle of 3° to 15°, particularly 5°, with respect to a horizontal. Other angles are also conceivable. Such an inclined third installation section is visually recognizable from a position above the curb. This allows the third installation section to be configured, for example, as a marking surface or marking area. Furthermore, it is advantageous that such an embodiment does not create a surface, particularly a vertical surface, on which deposits such as dirt or puddles of water can accumulate.This type of bus stop curb therefore exhibits a kind of self-cleaning effect, as any water that falls onto the curb via the upper installation section is not collected in the third installation section but rather channeled away. Consequently, any markings applied to the third installation section are protected from dirt.

[0030] In a preferred embodiment, a third installation section, designed as a flat horizontal surface, can be formed between the upper and lower installation sections. This third installation section can also be cleaned of contaminants due to the inclined upper installation section, as any accumulating water is accelerated over the upper installation section and directed across the surface of the third installation section. Thus, even in this embodiment, the accumulation of contaminants in the third installation section can be avoided.

[0031] The third installation section can have a width of 1 to 5 cm, in particular 1.5 to 3 cm, preferably 2 cm. Other lengths are also conceivable. The third installation section preferably extends over the entire length of the bus stop curb.

[0032] In a preferred embodiment, the upper installation section can be constant along the length of the bus stop curb. By arranging several identical bus stop curbs in a row, a stopping area can be created in the vicinity of a bus stop.

[0033] In a preferred embodiment, the third installation section can be configured as a marking area. This marking area can, for example, serve to mark a stopping area for the bus driver and / or a boarding area for the passenger. The marking area can be designed, for example, by color highlighting. In one embodiment, the third installation section can be colored for this purpose, for example, by painting it in any desired color or pattern, such as stripes. In another embodiment, the marking area can be formed by an array of individual LEDs or an LED strip. The LEDs can be arranged within the third installation section.

[0034] The marked area can also serve as a warning surface or to attract the attention of smartphone users who are in the vicinity of the bus stop or the bus curb and whose gaze is fixed on their smartphones. A marked area is also within the field of vision of a smartphone user, such as a passenger, and can prevent them from overlooking the bus curb and stepping in front of an approaching bus.

[0035] In general, such a marking area or zone can serve as a guide for bus passengers. For example, it can indicate boarding and alighting areas, specifically where the doors are located when the bus is stationary. Similarly, a marking area or zone can guide the bus driver. For instance, it can indicate the area where the bus should stop to facilitate optimal boarding and alighting, perhaps in combination with passenger markings as described above.

[0036] In a preferred embodiment, the marking surface can have colored highlights, at least in sections. This allows specific areas along the bus curb to be highlighted. A marking can, for example, be formed by colored highlights or be colored across the entire surface. The marking surface can also be formed by stripes. In another embodiment, a marking can be implemented using illumination, particularly LED illumination. Preferably, individual LEDs can be arranged in the area of ​​the third installation section. These can, for example, be recessed into the third installation section in such a way that they do not protrude from any surface of the third installation section.

[0037] In a preferred embodiment, the marking area can at least partially comprise light sources, in particular LEDs, which are flush with a surface of the third installation section. This prevents damage to the LEDs. The light sources can be arranged in recesses in the third installation section and are therefore replaceable.

[0038] A bus stop curb according to the invention preferably has a manageable length, so that a bus stop can be formed with a plurality of individual bus stop curbs arranged in a row. The length of the bus stop curb can be, for example, 50 cm to 150 cm, and in particular 100 cm. Similarly, bus stop curbs of different lengths can be arranged in a row to form entry bays at bus stops.

[0039] In a preferred embodiment, connecting elements, for example at least a groove or a projection, can be arranged on the front, back, or underside of the bus stop curb, serving to connect the curb to another element. Preferably, at least one connecting element, in particular a groove, recess, and / or a projection, can be arranged on at least one end face of the bus stop curb, serving to connect the bus stop curb to an adjacent, particularly identical, curb. This allows a roadway boundary to be formed in the area of ​​a bus stop.

[0040] In a preferred embodiment, at least one recess, for example a groove, can be arranged on the front, back, or underside for the insertion of supply lines. Supply lines for the electronic elements of the marking surface can be arranged in such a recess. For example, LEDs can be supplied with electrical current via these supply lines.

[0041] In a preferred embodiment, a profile can be arranged on the underside to prevent the bus curb from shifting against a contact surface. The profile can, for example, consist of longitudinal and / or transverse ribs. A studded profile is also possible.

[0042] In a preferred embodiment, a profile can be arranged on the upper surface, which serves in particular as an entry aid. This profile prevents slipping when stepping onto the surface. For example, in a series of several bus stop curbs, a profile can be arranged on the surface only in the area where a marking surface for indicating an entry area is also located. The profile can also serve as an orientation aid for visually impaired people.

[0043] In another embodiment, a light strip can be arranged on the top surface, serving as an indicator or warning light for pedestrians or passengers. Particularly in times of widespread smartphone use, the light strip can warn pedestrians of the risk of falling in the vicinity of bus stops. The light strip can also serve, for example, as a position light to mark an entry area. Likewise, the light strip can act as an orientation light for the bus driver, ensuring optimal approach to the bus stop, for instance, in poor lighting conditions.

[0044] In a preferred embodiment, the light strip can also be used in combination with the marking area to identify different areas. The light strip can, for example, be equipped with LEDs that are supplied with electrical energy via the aforementioned supply lines.

[0045] In general, different bus stop sections can be created by arranging bus stop curbs in a row, either with identical or different marking areas, or without any marking area at all. The bus stop curbs can be identical in all other respects to ensure a continuous curb edge within the bus stop area.

[0046] In a further embodiment, an additional, horizontally arranged approach area can be provided at the bus stop curb on the lower installation section. In particular, transverse grooves can be arranged on the surface of this approach area, which can reduce tire wear. This reduction in tire wear can occur at the tire sidewall due to the reduction in lateral forces resulting from the smaller contact area. Simultaneously, the transverse grooves increase the starting noise of the buses. This is particularly relevant for the use of electric buses, as this starting noise can serve as an acoustic warning for visually impaired people. Furthermore, the transverse grooves can increase the slip resistance of the road surface, especially asphalt or paving stones, relative to the bus stop curb, since a front wheel of the bus can rest completely on the bus stop curb, i.e., on the approach area.

[0047] In a preferred embodiment, the transverse grooves allow rainwater that runs over the bus curb onto the roadway or drainage channel to drain away in the area where the bus wheels rest. This ensures safety when the bus stops. The orientation of the transverse grooves allows rainwater to be directed, for example, directly to a sewer drain.

[0048] The invention further relates to a roadway boundary for a bus stop. Such a roadway boundary essentially forms the curb of the bus stop in the area of ​​the bus stop.

[0049] It is proposed that at least two, and in particular more than two, bus kerbs according to one of the preceding claims are included in the roadway boundary.

[0050] In a preferred embodiment of a bus stop lane boundary, marking elements can be arranged between the upper and lower sections of at least two, and in particular more than two, adjacent bus stop curbs to mark a stopping position for a bus or a boarding position for passengers. The other features and advantages mentioned with regard to the bus stop curb also apply to the lane boundary according to the invention. Scarf shape - VARIANT 1

[0051] The invention further relates to a formwork for at least one concrete element, in particular for at least one bus stop curb, comprising at least one first movable formwork element and a second movable formwork element.

[0052] It is proposed that the shell elements are arranged in a frame via movable connecting elements, wherein the first shell element is L-shaped and comprises a vertical section and a horizontal section, the first shell element and the second shell element forming a U-shaped shell in a first plane, and the second shell element contacting the horizontal section of the first shell element at a contact area by loading the at least one horizontal section of the first shell element. The connecting elements can be designed as hinge legs with two end-mounted pivot bearings on the frame and on the shell element. Preferably, the connecting elements provide parallel guidance of the at least first shell element relative to the frame.At least two, and in particular at least three, connecting elements offset both longitudinally and transversely to the frame can connect the frame to the formwork element, ensuring a defined, parallel offset of the formwork element relative to the frame. This allows the formwork element to be guided into position and alignment relative to the frame by a pivoting action.

[0053] The proposed formwork design preferably produces a substantially cuboid or substantially rectangular element with parallel side faces. The proposed formwork design discloses a construction space for a concrete element without any formwork taper. For such a construction space, the second formwork element and the vertical section of the first formwork element are preferably arranged parallel to each other. If, furthermore, the horizontal section of the first formwork element is arranged orthogonally to the vertical section or to the second formwork element, a U-shaped formwork design with orthogonally arranged sections can be created. Two further, particularly movable, formwork panels can be arranged on the two open sides of the U-shaped formwork, thus forming the cuboid or rectangular construction space. These two formwork panels are also preferably parallel to each other and orthogonal to the first or second formwork element.second shell element arranged.

[0054] The first and second formwork elements are pivotally mounted to the frame, forming movable formwork components. This pivotal mounting is achieved via connecting elements, preferably pivots, which connect the first and second formwork elements to the frame, respectively. Preferably, at least three, and in particular four, connecting elements are arranged on each formwork element, offset longitudinally and transversely with respect to the frame, to ensure a defined alignment and position of the formwork element relative to the frame during a pivoting movement. The frame is preferably rectangular or square, with four sections. The frame is preferably arranged in a horizontal plane, so that the four sections lie in the same horizontal plane.At least the first and second formwork elements are arranged within the frame and connected to the frame, in particular to one of the four subsections, via the connecting elements. The U-shaped formwork is preferably arranged in the frame such that it can be filled vertically from above.

[0055] The connecting elements ensure a flexible mounting of the first and second formwork elements relative to the frame. For example, the connecting elements can lengthen or shorten by twisting or rotating them in the vertical and / or horizontal direction, so that when at least one horizontal section of the first formwork element is loaded, the second formwork element contacts the horizontal section of the first formwork element at a contact point. The contact point is preferably formed as an edge region of the U-shaped formwork. This is achieved by having an end section of the horizontal section of the first formwork element contact an end section of the second formwork element when the formwork is filled. This can preferably be achieved by changing the orientation of the connecting elements between a load-relieved state of the formwork (unfilled) and a loaded state of the formwork (filled).The frame is preferably unchanged and rigid in both states, allowing the formwork elements to move relative to the frame, particularly in a defined position and orientation. This ensures contact at the contact area, as the formwork elements can support each other and the rigid frame via the connecting elements. A change in the orientation of the connecting elements is therefore preferably caused by the load on the first formwork element, especially its horizontal section. The connecting elements can also be hydraulically controlled and moved in conjunction with the filling of the formwork.

[0056] The formwork according to the invention allows for the production of a concrete element made of quasi-self-compacting concrete. Vibration and additional compaction are therefore unnecessary. Consequently, no compaction energy is required.

[0057] For example, in one embodiment of an already concrete-tight closed formwork, by loading at least a horizontal section of one, in particular the first, formwork element or by hydraulic control of one, in particular the first and the second, formwork element, these can be moved towards each other, whereby the formwork space can be subsequently reduced in size, and thereby a further compaction of the concrete within the formwork space can take place.

[0058] The movement of at least one movable connecting element can be hydraulically actuated, for example, before, during, or after the concrete is poured into the formwork. Similarly, the second formwork element can be hydraulically actuated via the connecting elements, while the first formwork element actuates the connecting elements via the load on its horizontal section. In a preferred embodiment of the formwork, the connecting elements can extend horizontally and / or align horizontally when the at least horizontal section of the first formwork element is loaded. This allows movement of the first and / or second formwork element, at least in the horizontal direction, to be achieved. Preferably, the two formwork elements can be moved horizontally towards each other, thereby creating a seal at the contact area.

[0059] The connecting elements can, for example, consist of several sub-elements that can slide relative to each other. In a relaxed state of the formwork (unfilled), the connecting elements are preferably also relaxed. Preferably, the sub-elements are arranged in a non-prestressed and therefore relaxed position in this state.

[0060] Each formwork can be attached to the frame by at least one, preferably two or three, connecting elements. If the connecting elements are, for example, rod-shaped, one end can be in contact with the frame and the other end with the formwork, and in particular fixed in a non-slip manner.

[0061] In a preferred embodiment of the formwork, the connecting elements can be moved from a relieved position to a loaded position by the weight of concrete poured into the formwork and / or hydraulically. This allows the orientation of the connecting elements to be changed. For example, in an unloaded state, rod-shaped connecting elements can preferably be arranged in a position inclined with respect to a horizontal plane. For example, the connecting elements can be inclined at an angle between 3° and 50°, in particular 25° and 45°, with respect to a horizontal. An inclined or rotated position is understood to mean that one end of the connecting element is arranged higher or lower than the other end. The fixing points at the two ends of the connecting element, with which the connecting element is attached to the frame or...The components connected to a formwork are therefore preferably arranged at different heights when unloaded. In particular, the fixing point of the connecting element to the formwork is positioned higher with respect to a horizontal plane of the frame than the fixing point of the connecting element to the frame.

[0062] When concrete is poured into the formwork, a change occurs from an unloaded state (relieving position) to a loaded state (loading position). The pouring of the concrete results in a load of its weight on at least the horizontal section of the first formwork element. This also loads the connecting elements, which were previously in a non-prestressed, and in particular unloaded, state. This load preferably causes the connecting elements to shift or move into a prestressed state (loading position). In the prestressed state, the connecting elements can be pressed against a stop or reach a locking position that prevents further movement of the connecting elements. For example, the connecting elements can be mounted on a ball bearing that locks into a position, preferably the loaded position.The connecting elements can also be described as a type of connecting rod. In the prestressed state, the connecting elements can, for example, be aligned from an inclined position to a horizontal position. In a preferred embodiment, the connecting elements rotate around the point where the connecting element is fixed to the frame. This rotation alone lengthens the distance between the point where the connecting element is fixed to the formwork element and the point where the connecting element is fixed to the frame, provided the connecting element is horizontally aligned in the final state and does not shorten. This can also cause a horizontal displacement of the formwork element, which presses the formwork element against the concrete arranged in the U-shaped formwork.

[0063] To remove the set concrete element (for demolding), the connecting elements can be returned to their unloaded state by their own restoring forces. If the formwork is rotated by 180°, for example, the connecting elements can be returned to their unloaded state by the weight of the formwork panels attached to the connecting elements. The formwork panels are pressed downwards by gravity due to their own weight, and in a 180° rotated position of the formwork, the formwork panels are moved away from each other. This releases the concrete element. After demolding, the connecting elements can therefore be in an inclined position relative to a horizontal H, for example, at an angle of 3° to 55°, particularly 45°.

[0064] In a preferred embodiment of the formwork, a filler element, particularly made of polyurethane, can be arranged on an inner surface of the first formwork element and / or on an inner surface of the second formwork element. This filler element forms a negative mold of a side contour of the concrete element, especially the bus stop curb. This allows the formwork to be used to produce elements other than rectangular or cuboid shapes. The formwork is therefore particularly suitable for producing bus stop curbs with concave or curved recesses on at least one side. The filler element can be bonded to the inner surface of the first and / or the second formwork element. This allows for the creation of different geometries.

[0065] In a preferred embodiment of the shell form, the first and second shell elements can be sealed at the contact area in the contacted state. The seal can be achieved solely by the contact force between the two shell elements, exerted, for example, by the connecting elements that are supported by the frame. Alternatively, a sealing lip can be arranged at the contact area between the first and second shell elements.

[0066] In a preferred embodiment, the formwork can be configured with at least two further movable formwork panels to form a cuboid or rectangular shape. The further formwork panels are attached to the frame via movable connecting elements, and when a load is applied to the at least horizontal section of the first formwork element, the formwork panels contact at least the horizontal section of the first formwork element at a contact area. The contact areas, i.e., the edge areas of the first and second formwork elements, are shaped such that the two formwork panels can be arranged parallel to each other. This allows a completely cuboid or rectangular formwork to be created without any taper, i.e., without mutually inclined side surfaces. A sealing lip can also be arranged in this contact area.Preferably, however, the additional formwork panels are larger than the cross-section of the U-shaped formwork, so that they can be completely pressed against the edge areas of the first and second formwork elements and overlap them. Scarf shape - VARIANT 2

[0067] The invention further relates to a formwork for at least one concrete element, in particular for at least one bus stop curb. The formwork comprises at least one first movable formwork element and at least two second movable formwork elements.

[0068] It is proposed that moving the first movable formwork element will also move at least one second movable formwork element. This formwork design thus facilitates easier demolding, as it allows two formwork elements to be detached from the concrete surface of the concrete element almost simultaneously on at least two sides. This is achieved by moving the first formwork element and thereby displacing at least one second formwork element, particularly by displacing it parallel to itself.

[0069] The formwork is preferably suitable for essentially rectangular or square concrete elements. The first movable formwork element can form one side of the formwork. The two second formwork elements can form two further side surfaces. A further side surface can be formed by another formwork element, so that a total of four side surfaces are available. The fourth formwork element of these four side surfaces can, for example, also be fixed. In one embodiment, the base of the formwork can be formed by a third movable formwork element, which, due to its movable design, can also contribute to improved demolding.

[0070] In a preferred embodiment of the formwork, the first formwork element can be arranged perpendicular to the second formwork element, and a pivoting and / or tilting movement of the first formwork element can cause at least one, and in particular both, second formwork elements to be displaced parallel to each other, thereby moving the at least one, and in particular both, second formwork element away from the concrete element. The first formwork element is preferably connected to the two second formwork elements in such a way that a mechanism allows the movement of the first formwork element to be transmitted to at least one, and in particular both, second formwork elements. The first formwork element can have an independent mechanism for each second formwork element, so that the two second formwork elements can also be moved independently of each other.

[0071] Advantageously, the mechanics can convert a pivoting movement, i.e., a tilting movement or a pivoting about an axis of rotation, into a translational movement, i.e., a displacement over a distance, in particular a parallel displacement. Preferably, the translational movement takes place perpendicular to the pivoting movement, in particular to its direction of rotation. This ensures that, in the case of a concrete element with perpendicularly arranged side faces, two or more formwork elements of the perpendicularly arranged formwork elements can be detached from the concrete surface of the concrete element virtually simultaneously, in particular in a time-dependent manner. In particular, two perpendicularly arranged formwork elements can be moved in directions of movement aligned perpendicular to each other when only one formwork element is actively moved. In this way, demolding taper or...The taper of the concrete element's side surfaces is eliminated because at least two formwork elements are detached from the surface of the concrete element almost simultaneously. Therefore, the concrete element can have surfaces arranged without taper, particularly at right angles to each other, especially exposed concrete surfaces.

[0072] In a further embodiment, a filling element, as described above with respect to the mold according to the invention, can be arranged on at least one inner surface of a mold element, so that, in particular, various geometric configurations of bus modules with concave and / or convex surface contours can be produced with the mold. The filling element can also be attached to two mold elements, in particular by gluing.

[0073] In a preferred embodiment of the mold, the first mold element and the at least one second mold element can be coupled to each other for opening via a control plate, wherein the control plate comprises at least one control contour and a guide pin engaging in the control contour and traveling along the control contour is arranged on at least one second mold element. The guide pin can be moved along the control contour when the mold is closed, particularly during the position- and orientation-controlled pivoting of the first mold element. The control plate with the control contour and the guide pin form components of the mechanism described above. The shape of the control contour allows the travel speed, i.e., the speed at which the at least one second mold element is moved, to be controlled.In particular, the travel speed of the second formwork element can be controlled as a function of the travel speed of the first formwork element. The travel speed of the first formwork element can be described as the speed at which the first formwork element is pivoted from a starting position to an end position, particularly about an axis of rotation, which is preferably located at one end of the first formwork element. The axis of rotation can preferably be located in the area of ​​the control plate, for example, passing through the control plate. During the pivoting movement, the first formwork element can be pivoted from the starting position, at an angle of 0°, by an angle of up to 90° in the end position. Preferably, during such a movement, the first formwork element opens the formwork on one side surface, thereby exposing that side surface.At the same time, the shell form can be detached from the formwork on at least one second side surface, in particular on a second and third side surface, by subjecting a second shell element, in particular the two second shell elements, to a translational and parallel movement or displacement through the movement of the first shell element.

[0074] The starting position is preferably the position in which the formwork is sealed and concrete can be poured from above. The final position is preferably a position in which the formwork is open and demolding can take place or has already taken place. Between the starting position and the final position, the entire formwork is preferably rotated by 180° before the formwork is opened by the first formwork element, so that the concrete element can "fall out" downwards.

[0075] The control plate is preferably designed as a sheet-metal element. It can, for example, have the shape of a rectangle or a partial circle. Preferably, the control plate has the shape of a quarter circle. In cross-section, the control plate preferably has a small sheet thickness compared to its other dimensions in the two longitudinal directions. The sheet is preferably oriented perpendicular to the first shell element. Preferably, the second shell element is arranged parallel to the control plate. The control plate can be attached to the first shell element so that no relative displacement is allowed between the first shell element and the control plate. Relative displacement preferably occurs at least between the guide pin and the control plate.

[0076] In a preferred embodiment, each second formwork element is connected to the first formwork element via a single control plate. Consequently, each second formwork element can have its own mechanism, independent of the other second formwork element. The two control plates are preferably arranged on opposite sides of the first formwork element. Likewise, the two second formwork elements are preferably arranged on opposite sides of the first formwork element. In particular, in such an embodiment, the control plates are arranged outside a filling area of ​​the formwork, so that the geometry of the concrete element is not affected. The filling area can be understood as the region that lies within the formwork and can be filled with concrete to form the concrete element.

[0077] The control contour is formed, for example, by a slot in the control plate. The slot can have a partial circular shape, at least in some sections. The shape of the control plate can be adapted to the shape of the control contour to save material and installation space. The shape of the control contour allows for the control of the guide pin's travel path. Since the guide pin can be attached to the formwork element, this allows for the control of the formwork element's displacement or movement.

[0078] By moving the first formwork element in conjunction with the at least one control plate and the at least one control contour, a rotation of the at least one second formwork element, or both second formwork elements, by a few degrees can be achieved, thus detaching the concrete element from the formwork, and subsequently releasing the concrete element for demolding. In a preferred embodiment, the shape of the control contour allows the formwork element to be initially detached from the concrete element at an increased speed, in particular by a parallel displacement without pivoting, and subsequently moved more slowly, even if the first formwork element is moved at a constant speed. In both phases, the second formwork element can preferably undergo a translational movement, in particular a parallel displacement, preferably at different speeds.The concrete element can therefore be more easily removed from the formwork.

[0079] The guide pin is preferably mounted in the control contour and can be moved along the control contour as the first formwork element moves. The guide pin can be arranged on a control lever that establishes a direct or indirect connection to the second formwork element. The guide pin can be designed as a cylindrical pin that is horizontally oriented.

[0080] In a preferred embodiment of the formwork, the control contour can comprise a relief section and an opening section, wherein the relief section causes at least partial detachment of the concrete element, in particular the curb, from at least one second formwork element, and the opening section enables demolding. During the relief section, the second formwork element can be moved at an increased speed compared to the movement during the opening section, even if the first formwork element is moved at a constant speed, in particular tilted or pivoted. The shape of the control contour can therefore control the speed, in particular accelerate or decelerate the speed at which the second formwork element is moved when the first formwork element is moved at a constant speed.

[0081] In a preferred embodiment of the formwork, the guide pin can be arranged on the second formwork element via a control lever and a connecting element, wherein the control lever and the connecting element are perpendicular to each other, and the connecting element is movably mounted on a support element via a steering element. The connecting element and the control lever can also be designed as a single component. Preferably, the connecting element is rigidly connected to the second formwork element. For example, the second formwork element can have rails, particularly on the side facing away from the filling area, in which the connecting element is mounted. The second formwork element can be suspended in these rails and thus follow the movement of the connecting element. The connecting element can be arranged virtually on the back of the formwork element, i.e., on the side that is not in contact with the concrete of the concrete element.The connecting element can protrude from the underside of the second formwork element, allowing the control lever to be positioned there. This enables the part of the mechanism containing the control lever and guide pin to be located below the filling area of ​​the formwork, thus preserving the geometry of the concrete element.

[0082] The connecting element is preferably connected to the control lever if these consist of two different components. Preferably, the connecting element and the control lever are fixed at least at specific points, allowing rotation of both elements relative to each other. A guide pin is preferably arranged at one end of the control lever, and this pin may project from a side surface of the control lever as a pin-shaped and / or cylindrical component. The guide pin is preferably fixed immovably to the control lever. The connecting element and the control lever preferably form elongated components so that the guide pin, which is preferably arranged at one end of the control lever, can reach the control plate. The connecting element can be connected to the support element via at least one steering element, and in particular via two steering elements.Each steering element can be designed as a type of connecting rod, with the steering element being movably mounted at one end to the connecting element and at the other end to the support element. This allows for relative displacement of the connecting element relative to the support element, which in turn allows for relative displacement of the second formwork element relative to the support element, similar to that described in relation to another embodiment of the invention (see Load Position and Unload Position). The support element is preferably virtually immovable and forms a kind of fixed point. The support element can be arranged on a kind of frame that is located outside the formwork elements. Likewise, the support element can be immovably fixed to a kind of base plate that is located below the filling area of ​​the formwork. The connecting rod can be mounted via a self-locking ball bearing.This allows for a seal between two adjacent shell elements in the initial position, in which the shell form is closed, as the second shell element is fixed in the initial position.

[0083] In a preferred embodiment, two connecting elements can be arranged on every second shell element, each of which is mounted on a support element via two steering elements. This prevents rotation of the second shell element, preferably allowing only parallel displacement of the second shell element. The two connecting elements of a shell element can be connected to a control lever, on which a guide pin is arranged at one end. It is also conceivable that a connecting element is arranged on every second shell element, which is mounted on a support element via two steering elements.

[0084] In a preferred embodiment of the shell form, the connecting element can be displaceable relative to the support element, and support against the support element causes a displacement of at least one second shell element, and in particular both second shell elements. The support element preferably forms a fixed point against which the connecting element can be supported with the shell element. In conjunction with the mechanism, consisting of at least one control plate, a guide pin, and a steering element, this allows, in particular, a pivoting or tilting movement to be converted into a translational movement.

[0085] The orientation of the steering elements can be changed by moving the first formwork element. For example, in an initial state, rod-shaped steering elements can preferably be horizontally oriented, with a horizontal distance h1 between the support element and the second formwork element. If the first formwork element is then moved, the steering elements are arranged in a position inclined with respect to a horizontal plane. For example, the steering elements can then be inclined at an angle between 3° and 50°, in particular 25° and 45°, with respect to a horizontal. An inclined or rotated position is understood to mean that one end of the steering element is arranged higher or lower than the other end. The fixing points at the two ends of the steering element, by which the steering element is connected to the support element or the second formwork element, are preferably arranged at different heights in the demolding position.Since the length of the steering element remains unchanged, the distance between the support element and the second formwork element is reduced in the inclined position.

[0086] In a preferred embodiment, at least one second movable shell element, in particular two second shell elements, and a third movable shell element can be moved by moving the first movable shell element. The third shell element can be arranged perpendicular to the two second shell elements and to the first shell element. The third shell element can essentially form a base element, creating a base for the shell form. A further mechanism can be used to establish a connection between the first shell element and the third shell element, so that the movement of the first shell element can transmit movement to the third shell element. This mechanism can be designed to be almost identical to the mechanism that connects the first shell element to the second shell element.In contrast, the mechanism between the first and third formwork elements can preferably transmit a tilting motion to the third formwork element. Consequently, the third formwork element preferably does not undergo a parallel displacement away from the concrete element, but is tilted in such a way that the concrete element is pushed away from the third formwork element. The concrete element can thus be virtually pressed out of the mold, preferably when the formwork is rotated 180° before demolding, and the third formwork element is in this final position on its upper side. Since a movement of the second formwork elements away from the concrete element preferably occurs in parallel, demolding is facilitated. Because the demolding process preferably takes place after a 180° rotation of the formwork, the bottom surface of the formwork panel is on its upper side during demolding, so that the concrete element is pushed or slid downwards out of the formwork.

[0087] The mechanism allows, for example, the third formwork element to be rotated by 1° to 3°, particularly by 2°, relative to a vertical or horizontal axis to ensure the concrete detaches from the formwork element or from a polyurethane filler element that is at least partially attached to the third formwork element. The mechanism is explained in more detail below. Preferably, the side of the third formwork element that is adjacent to the first formwork element is pivoted. On the opposite side, the third formwork element can be fixed at its edge, with the edge remaining stable due to the movement of the first formwork element, thus pivoting the third formwork element.

[0088] In a preferred embodiment, the first movable formwork element can be arranged in a starting position at right angles to the second movable formwork element and to the third movable formwork element, with the third movable formwork element being arranged at right angles to every second formwork element. This allows the formation of a concrete element with mutually perpendicular side surfaces, in particular with four mutually perpendicular side surfaces and a top surface arranged at right angles to the side surfaces. All these side surfaces and the top surface can form exposed concrete surfaces, resulting in a high-quality concrete product.

[0089] In a preferred embodiment, a second control plate can be arranged on the first shell element, wherein the third shell element is connected to the first shell element, in particular via a control lever with a guide pin, the control plate having a control contour into which the guide pin engages. The mechanism described here can be designed like the mechanism between the first and second shell elements, with one embodiment in which a connecting element is not required. The control lever can then be connected directly to the third shell element via at least one steering element. For further embodiments, reference is made to the descriptions of the control lever, the connecting element, the steering element, and the support element in relation to the second shell element.Preferably, the control contours of the first and second control plates differ, allowing the speed at which the second and third shell elements move to be adjusted independently. To enable a tilting or pivoting movement of the third shell element as described above, steering elements of different lengths can be provided in one embodiment. Alternatively, the third shell element can be fixed at an edge, with the mechanism allowing it to tilt around this fixed edge.

[0090] In a further embodiment, only one control plate is included, which has at least two independent control contours. A guide pin can engage in each of these control contours, each pin being arranged on a second or third formwork element. This allows several formwork elements to be moved by moving the first formwork element with a control plate. For example, formwork elements arranged parallel or orthogonally to each other can be moved towards each other, thereby reducing the installation space for the component. The different formwork elements can be positioned parallel or orthogonally to each other when the formwork is closed and can make contact at contact points. Due to the contact pressure from the movement of the formwork elements, the contact areas between different formwork elements can be sealed. The concrete in the installation space is also compacted.The formwork itself eliminates the need for vibration and compaction energy. When opening, i.e., when pivoting or tilting the first formwork element, especially up to a maximum rotation of 90°, the second formwork elements can be moved away from each other, thereby releasing a concrete element arranged in the formwork from the formwork elements.

[0091] The described formwork elements can have a polyurethane coating on their inner surface. Specifically, only the second set of formwork elements are coated with polyurethane. This facilitates demolding and cleaning.

[0092] In the final position, with the formwork open, the first formwork element is preferably not in contact with the second formwork element, and the third formwork element is not in contact with either the first or the second formwork element. This creates gaps between the individual formwork elements, allowing water carrying impurities and / or concrete residue to easily drain away when the formwork is rinsed. This facilitates easy cleaning of the formwork after demolding, enabling the production of concrete elements with clean, exposed concrete surfaces in every concreting process. Battery switch

[0093] The invention further relates to a battery form for concrete elements, in particular for bus stop curbs.

[0094] It is proposed that the battery formwork have at least two, and in particular six to twelve, individual formworks for rectangular or cuboid concrete elements. The individual formworks can, for example, be arranged in two rows of six individual formworks each. This allows each formwork to have at least one first movable formwork element and two second movable formwork elements. The first movable formwork elements of each formwork are preferably arranged on an outer circumference of the battery formwork and are slidable and / or foldable. If, for example, six formworks are arranged in a row, a continuous formwork panel can also extend over the length of all six formworks and form six continuous first formwork elements, so that all formworks can be opened and thus demolded simultaneously.If this continuous formwork panel is folded away, for example, all formwork shapes can be exposed on at least one outer side. Similarly, in the case of a battery formwork, the second formwork elements arranged to the right and left of each formwork shape can be moved away from the respective concrete element by moving the continuous formwork panel. In this respect, the battery formwork can have the same features and advantages as the single form according to the invention.

[0095] The battery formwork is particularly suitable for rectangular or cuboid concrete elements, especially bus stop curbs, with at least partially parallel side surfaces, as no demolding taper is necessary. Proceedings

[0096] The invention further relates to a method for producing a concrete element, in particular a bus stop curb, with a formwork, in particular with a formwork according to the invention.

[0097] It is proposed that the self-weight of the formwork elements and the self-weight of the concrete poured into the concrete element will cause a position-controlled displacement of the hinged and slidably mounted formwork elements. In particular, by pivoting the adjustable formwork elements arranged in a frame, the self-weight of the formwork and the self-weight of the concrete can generate the necessary pressure on the contact surfaces between the individual formwork elements.

[0098] In one embodiment, if the formwork is already sealed with concrete, subsequent self-compaction of the poured concrete can be achieved by a position- and location-guided repositioning of at least one of the articulated and slidable formwork elements.

[0099] Furthermore, the same characteristics and advantages apply to the process for manufacturing a concrete element as described for the bus curb and the formwork.

[0100] The invention further relates to a method for demolding at least one concrete product, in particular a bus stop curb, in particular with a formwork according to the invention, with at least one first and one second formwork element which are arranged on a frame via movable connecting elements and are pivotable in position and orientation.

[0101] It is proposed that the formwork be rotated 180° after the concrete has set. This can be done, for example, using a turning device, preferably a flat belt. A safety lock is then released. Subsequently, the frame is lifted, causing the connecting elements to undergo at least a vertical change in length. This results in a position- and orientation-controlled movement of the formwork elements, such that they are detached from the at least one concrete element. The formwork is then lifted. In other words, the entire formwork can be rotated 180° after the concrete has hardened, so that the open area through which the concrete is poured rests on a support surface. The formwork can then be lifted by the frame, thus changing the formwork space, i.e., the construction space within the formwork elements, and exposing the concrete surfaces of the concrete element.When the formwork is lifted at the frame, the concrete element, in particular the bus stop curb, remains resting on the contact surface. The exposed surfaces, i.e., the demolded surfaces, form visible surfaces that are arranged parallel to each other. A taper is not necessary in this case.

[0102] To turn the mold, cylindrical elements, such as rotationally fixed wheel elements, can be arranged at at least two ends or two edge regions of the frame. For turning, flat belts, for example, can be placed around the cylindrical elements to first lift the mold and then rotate it around an axis of rotation that passes through the center of the cylindrical elements.

[0103] The described turning process can be applied to all formwork forms according to the invention, as well as to the battery formwork form according to the invention. The battery formwork form can also have cylindrical elements at two edge regions. Thus, after the concrete has hardened, the battery formwork form can be turned 180°. Subsequently, for example, a safety lock can be unlocked. By opening the continuous formwork panel, which can form the first formwork elements of the individual formwork shapes, manually or hydraulically, the second formwork elements, and in particular also the third formwork elements, can be moved so that the concrete element is exposed. The battery formwork form can then be pulled upwards, and the concrete elements remain on a support surface, i.e., on a substrate, with the visible surfaces forming exposed concrete surfaces.Even in such a case, no taper is necessary to simultaneously produce several concrete elements with exposed concrete surfaces.

[0104] The invention relates to a further method for demolding at least one concrete product, in particular a bus stop curb, with a formwork according to the invention comprising at least one first movable formwork element and two second movable formwork elements, wherein each second movable formwork element is connected to the first formwork element via a mechanism.

[0105] It is proposed that the formwork be rotated 180° after the concrete has set. This can be done, for example, using a turning device, preferably with a flat belt to rotate the individual formwork sections within the mold. A safety lock is then released. Following this, the first formwork element can be pivoted or tilted incrementally to a final position at an angle of 90°, with at least one parallel displacement of every second formwork element away from the concrete element. The formwork is then lifted, releasing the at least one concrete element.

[0106] If the third formwork element is also activated by the movement of the first formwork element, the concrete element can be more easily removed from the mold. This is achieved by moving the third formwork element at least partially towards the concrete element, in particular by tilting or pivoting it. Since the third concrete element forms the base of the formwork, which in the 180° rotated final position, i.e., the demolding position, is located on the top of the formwork, the concrete element can be more easily removed from the mold because it is essentially pushed out. The movement caused by gravity as the concrete element "falls" out of the formwork can be assisted by the movement of the third formwork element. These advantages apply to the formwork according to the invention for a single concrete element, the battery formwork according to the invention, and the demolding method according to the invention.

[0107] The size of the formwork can be modified by adding at least one filler block, in addition to the infill element. For example, a filler block can be glued or otherwise attached to the inner surface of the first formwork element, thus reducing the volume of the formwork, particularly the infill area. The formwork might, for instance, have dimensions of 600 mm x 1000 mm and a depth of 400 mm. The filler block can reduce the dimensions from 600 mm to, for example, 400 mm to 500 mm, or even 425 mm. This allows the formwork to be used for concrete elements of varying sizes.

[0108] The various mold designs allow for the production of at least one bus stop curb that enables barrier-free boarding and alighting for passengers while simultaneously preventing damage to the bus body and tires. The bus stop curb can also serve as a marker for a bus stop or stopping area, protecting it from general dirt and soiling of the markings.

[0109] The production of a cost-effective and easy-to-manufacture bus stop curb is possible with the inventive embodiments of the mold and with the inventive method. The embodiments of the molds can therefore be suitable for producing bus stop curbs that have concave or curved recesses on at least one side.

[0110] In all embodiments of the shell form, the advantages can be achieved by changing the position of the shell elements, in particular at least two shell elements, by moving them from a relief position to a load position solely by the force of gravity and / or controlled from an initial position to a demolding position. List of characters

[0111] Further advantages become apparent from the accompanying drawing description. The drawings illustrate exemplary embodiments of the invention. The drawings, the description, and the claims contain numerous features in combination. A person skilled in the art will expediently consider the features individually and combine them into meaningful further combinations.

[0112] It shows: Fig. 1 a schematic cross-section through an embodiment of a bus curb according to the invention showing a partial area of ​​a bus and adjacent components; Fig. 2 an embodiment of a bus curb according to the invention in an isometric view; Fig. 3 two possible embodiments of a bus curb according to the invention in a cross-section; Fig. 4 two possible embodiments of a bus curb according to the invention in a cross-section; Fig. 5 another embodiment of a bus curb according to the invention in an isometric view; Fig. 6 three further embodiments of different bus kerbs according to the invention, each in an isometric view; Fig. 7 another embodiment of a bus curb according to the invention in an isometric view; Fig. 8 another embodiment of a bus curb according to the invention in an isometric view; Fig. 9 a further embodiment of a bus curb according to the invention in sectional view and top view; Fig. 10 a further embodiment of a bus curb according to the invention in sectional view and top view; Fig. 11 a schematic cross-section through an embodiment of a bus curb according to the invention showing a partial area of ​​a bus and adjacent components; Fig. 12 another embodiment of a bus curb according to the invention in an isometric view; Fig. 13 an embodiment of a mold according to the invention in a sectional view in an unfilled state; Fig. 14 the embodiment from Fig. 13 in a filled state; Fig. 15 another embodiment of a mold according to the invention in a sectional view in an unfilled state; Fig. 16 Another embodiment of a mold according to the invention in three views in an unfilled state; Fig. 17 a detailed view of the embodiment from Fig. 16; Fig. 18 a representation of the embodiment from Fig. 16 in a filled state in three views; Fig. 19 a detailed view of the embodiment from Fig. 18; Fig. 20 further views of the embodiment from Fig. 16 in an empty state; Fig. 21 further views of the embodiment from Fig. 16 in a filled state; Fig. 22 an embodiment of a shell form according to the invention in three views; Fig. 23 a view of the embodiment from Fig. 22 in the open state; Fig. 24 a front view of the embodiment from Fig. 23; Fig. 25 an isometric representation of the embodiment from Fig. 22 in a partially open state; Fig. 26 a detailed view of the embodiment from Fig. 25; Fig. 27 an embodiment of a shell shape according to the invention as a battery shell shape in closed state; Fig. 28 another view of the embodiment from Fig. 27 in the open state; Fig. 29 a sectional view of the embodiment from Fig. 27 in closed state; Fig. 30 another view of the embodiment from Fig. 27 in a partially open state; Fig. 31 to Fig. 33 three further views of the embodiment from Fig. 27 in differently opened states; Fig. 34 another view of the embodiment from Fig. 27 in a view from below; Fig. 35 a detailed view of the embodiment from Fig. 34.

[0113] In the figures, identical or similar components are numbered with the same reference symbols.

[0114] Fig. Figure 1 shows a schematic cross-section through an embodiment of a bus curb 10 according to the invention, depicting a section of a bus and adjacent components. The bus curb 10 has a top surface 1, a front surface 2, a back surface 3, and a bottom surface 4. The contact surface 13 of the lower installation section 5 of the front surface 2 abuts the roadway 54. The back surface 3 abuts, for example, a sidewalk 40 or a platform specifically used for boarding and alighting passengers. The top surface 1 serves as a stepping surface for passengers. The bottom surface 4 of the bus curb 10 rests on another substrate (not shown).

[0115] In Fig. Figure 1 shows that the lower installation section 5 serves as a approach surface. A tire 36 of the bus is at least partially arranged on the bus curb 10. In this embodiment, the tire 36 is also partially arranged on the component next to the bus curb 10, for example, a roadway 54. In another embodiment, for example, shown in Fig. 5, the tire 36 can also be positioned completely on the bus curb 10.

[0116] Fig. Figure 2 shows an embodiment of a bus curb 10 according to the invention in an isometric view. The front surface 2 is divided into a lower installation section 5 and an upper installation section 11. The lower installation section 5 has a contact surface 13, an adjacent track edge 6, and an upper section 7 adjoining the track edge 6. The upper section 7 serves to form a track steering function and is curved towards the rear surface 3. The curved surface 8 forms a concave surface. The upper installation section 11 adjoins the upper surface 1. In this embodiment, the upper installation section 11 is designed as a flat surface 42 inclined with respect to the upper surface 1.

[0117] In the representation according to Fig. Figure 2 shows the area occupied by the lower installation section 5, namely the contact surface 13, the track edge 6, the upper section 7, and the vertical surface 9. The upper installation section 11 begins at the bend 12 and, in this embodiment, is designed as an inclined surface 42. The upper surface 1 has a profile 28, which in this embodiment is represented as knobs.

[0118] Fig. Figure 3 shows two possible embodiments of a bus curb 10 according to the invention in cross-section. The two cross-sections each show an upper installation section 11 and a lower installation section 5, which adjoin each other at a bend 12. Fig. 3 (a) the upper installation section 11 is inclined more strongly with respect to a vertical than in the embodiment according to Fig. 3 (b). Furthermore, the embodiment according to Fig. 3 (a) in the upper section 7 of the lower installation section 5 a vertical surface 9. In Fig. 3 (b) In the upper section 7, the bend 12 is not vertically oriented. Furthermore, the curved surface 8 is concave in both cases, but with a different degree of curvature or radius.

[0119] In Fig. Figure 4 shows two possible embodiments of a bus curb 10 according to the invention in cross-section. In contrast to Fig. Figure 3 shows the embodiments in Fig. 4 a third installation section 14, which is arranged between the upper installation section 11 and the lower installation section 5. In Fig. 4 (a) the third installation section 14 is designed as a horizontal surface with a horizontal surface 20. In Fig. In 4(b), the third installation section 14 is designed as an inclined surface. Further differences in the embodiments lie in the inclination of the surface 42. Furthermore, the third installation section 14 can be arranged at different heights relative to the front face 2. This allows the bus curb 10 to be adapted to the different requirements of different buses.

[0120] Fig. Figure 5 shows a further embodiment of a bus curb 10 according to the invention in an isometric view. In this embodiment, the bus curb 10 has a ramp 34 adjacent to the lower installation section 5. The ramp 34 is located at the level of the track edge 6 and has several transverse grooves 44. These transverse grooves 44 allow rainwater that falls onto the ramp 34 via the front surface 2 of the bus curb 10 to be drained away. Preferably, the ramp 34 also has a horizontally arranged surface, so that the bus tire can easily drive over it. The transverse grooves 44 can also reduce tire wear on the tire sidewalls. This is achieved by reducing the lateral force due to a smaller contact area.With such an embodiment, the slip resistance of a road surface, such as asphalt or paving stones, with respect to the curb can also be increased, since the front wheel of the bus rests completely on the curb, i.e. on the superstructure area 34.

[0121] In Fig. Figure 6 shows three further embodiments of different bus kerbstones 10 according to the invention, each in an isometric view. These embodiments show bus kerbstones 10 with an exemplary profile 28 on the underside 4. Fig. 6 (a), and / or a profile 28 on the top surface 1, Fig. 6 (b). Furthermore, in the embodiments according to Fig. 6 (b) and (c) each have a recess 26 on the underside 4 and the rear side 3, respectively, which can serve to accommodate supply lines. The supply lines can, for example, serve to provide electrical power to the LEDs (not shown in this illustration) in the marking area on the front side 12. Likewise, the recess 26 can form a groove as a connecting element 24, which can serve to connect two adjacent bus kerbstones 10. Such a connecting element 24 in the form of a groove or a projection can, for example, also be arranged on the end face 48 of the bus kerbstone 10.

[0122] Fig. Figure 7 shows another embodiment of a bus curb 10 according to the invention in an isometric view. In this embodiment, a light strip 32 and a profile 28 are arranged on the upper surface 1. Furthermore, lighting, for example also in the form of a light strip 32, is arranged in the third installation section 14. The respective light strip 32 can extend over the entire length of the bus curb 10. Likewise, the light strip 32 can be arranged at least partially in the area of ​​the upper surface 1 in the area of ​​the third installation section 14. In a further embodiment, no light strip 32 can be arranged in the third installation section 14, and instead a marking surface 16 in the form of LEDs 18 can be arranged. The LEDs 18 preferably terminate flush with a surface 20 of the third installation section 14. This prevents damage to the LEDs 18.

[0123] In Fig. Figure 8 shows a further embodiment of a bus curb 10 according to the invention in an isometric view. In contrast to the embodiment according to Fig. 7 The bus curb 10 is designed without light strips 32. Furthermore, the bus curb 10 has a colored highlight 22 in the third installation section 14, which can, for example, also be designed as a striped colored highlight or as a colored line. The underside 4 of the bus curb 10 rests on the support surface 30. Slippage of the bus curb 10 with respect to the support surface 30 is to be prevented, whereby the bus curb 10, for example, has a profile 28 on its underside 4, as shown in Fig. 6a, can exhibit.

[0124] Fig. Figure 9 shows a further embodiment of a bus curb 10 according to the invention in sectional and top view. This can, for example, be the embodiment according to Fig. Figure 8 illustrates the following. The angles and dimensions are listed only as examples. The length of the bus curb 10 can, for example, be 500 to 1500 mm, in particular 1000 mm. The height of the rear side 3 can, for example, be 200 to 400 mm, in particular 374 mm. The width of the underside 4 can, for example, be 300 to 500 mm, in particular 425 mm. The third installation section 14 can be arranged at a height of 100 to 150 mm, in particular 124 mm, above the track edge 6. The upper side 1 can, for example, be arranged 80 to 100 mm, in particular 98 mm, above the third installation section 14. The width of the third installation section can, for example, be between 10 and 20 mm, in particular 17 mm.

[0125] Fig. Figure 10 shows a further embodiment of a bus curb 10 according to the invention in sectional and top view. In contrast to the illustration in Fig. 9. The bus curb 10 does not have a third installation section 14. The dimensions of the bus curb 10 are comparable to those of the bus curb 14. Fig. 9. Consequently, the bend 12 can be arranged at a height of 100 to 150 mm, in particular 124 mm, above the track edge 6. In another embodiment, the bus curb can also have other dimensions.

[0126] Fig. Figure 11 shows a schematic cross-section through an embodiment of a bus curb 10 according to the invention, depicting a section of a bus and adjacent components. Generally, a collision between the wheel flange 46 and the bus curb 10 can be avoided with common wheel sizes (270 / 70 R 22, for low-floor buses) by means of the inclined surface 42. A bellows 50 tends to sag in articulated buses, which can allow the bellows 50 to slide slightly over the curb. In particular, the third installation section 14 can prevent the bellows 50 from sliding as much as possible, since the third installation section 14 provides a kind of recess for the bellows 50. Outward-swinging doors (not shown in this illustration) with bottom-mounted mechanisms, especially in intercity buses, project up to 300 mm beyond the outer edge of the vehicle during the swinging process.In the illustrated embodiment, the bus curb 10 according to the invention allows the required gap of 5 cm to be maintained both horizontally and vertically by fully approaching the curb. A collision with the mechanism of the outward-swinging door or the outward-swinging door itself can be avoided.

[0127] In Fig. Figure 12 shows a further embodiment of a bus curb 10 according to the invention in an isometric view. In contrast to the embodiment according to Fig. 6 (a) the profiling 28 on the underside is designed as a studded structure, whereas the embodiment in Fig. 6 (a) shows a groove-like structure.

[0128] The proposed bus curb 10 can, in particular, prevent collisions with the rim of the front tire of various bus models. Likewise, a collision between the bus curb 10 and the bellows of articulated buses, even with a slightly sagging bellows, can be avoided. The same applies to a collision between an outward-swinging door and the mechanism located below. In all cases, the inclined surface 42, for example in combination with the third installation section 14, provides a suitable recess or a suitable setback on the front 2 of the bus curb 10, thus preventing the aforementioned collisions. Consequently, the service life of individual components of different buses, such as rims, bellows, and the like, can be improved.

[0129] Fig. Figure 13 shows an embodiment of a formwork 100 according to the invention in a sectional view in an unfilled state. The formwork 100 is designed for a cuboid or rectangular concrete element 10a, in particular for a bus stop curb 10. A first movable formwork element 56 and a second movable formwork element 58 are held in a frame 62 by movable connecting elements 60. The first formwork element 56 is L-shaped and comprises a vertical section 56v and a horizontal section 56h. In the illustrated state, the formwork 100 is not filled with concrete. Therefore, the movable connecting elements 60 are in an unloaded state, with the first formwork element 56 and the second formwork element 58 not touching at the contact area 64. In this embodiment, the frame 62 is formed all around the formwork elements 56, 58, as shown by a dashed line.If concrete is now poured into the formwork from above in the filling direction 104, at least the horizontal section 56h is loaded by the weight of the poured concrete, causing the movable connecting elements 60 to move from the relief position E, as shown in . Fig. 13 shown, in the load position B, as in Fig. Figure 14 shows the movement. When the at least horizontal section 56 h is loaded, the connecting elements 60 are aligned in the horizontal direction H, causing the first movable shell element 56 to shift to the right, as shown by the dotted line in Fig. 13. Similarly, the second formwork element 58 can be shifted to the left if the connecting element 60 on the right side of the illustration is horizontally aligned. The movement of the two formwork elements 56 and 58 seals the contact area 64, creating a U-shaped formwork in plane E1. The concrete poured for, for example, a bus stop curb 10, cannot escape from the U-shaped formwork and compacts itself. The movement of the connecting elements 60 can also be achieved hydraulically.

[0130] Fig. Figure 14 shows the embodiment from Fig. 13 in a filled state. The shell elements 56, 58 each touch at one end region at the contact area 64, so that the contact area 64, i.e., the butt joint between the two shell elements 56, 58, is sealed. The connecting elements 60 are horizontally aligned, which places the shell elements 56, 58 in a different position relative to the frame 62, compared to the relief position E shown in Fig. 13, located.

[0131] In Fig. Figure 15 shows a further embodiment of a formwork 100 according to the invention in a sectional view in an unfilled state. A filling element 66 is arranged on an inner surface 68 of the first formwork element 56, forming a negative contour of the bus stop curb 10. In the illustrated embodiment, the filling element 66 is arranged on the inner surface 68v of the vertical section 56v and on the inner surface 68h of the horizontal section 56h, in particular by being glued in place. It is also conceivable that the filling element 66, or a further filling element 66', is arranged on an inner surface 70 of the second formwork element 58 (not shown). This allows for the production of differently shaped bus stop curbs 10 or other types of concrete elements.

[0132] Fig. Figure 16 shows a further embodiment of a mold 100 according to the invention in three views in an unfilled state. The sectional view in Fig. 13 could also be the embodiment as in Fig. 16, wherein two further movable formwork panels 72 are arranged at the edges of the formwork elements 56, 58, so that a cuboid or a rectangular shape can be formed. The formwork panels 72 are also arranged on the frame 62 via movable connecting elements 60. When the at least horizontal section 56h of the first formwork element is loaded, the formwork panels 72 can thereby contact the horizontal section 56h, the vertical section 56v and the second formwork element 58 at the contact areas 64b.

[0133] In Fig. 17 is a detailed view of the embodiment from Fig. Figure 16 illustrates this. In the unloaded state, the rod-shaped connecting elements 60 are arranged in a position inclined with respect to a horizontal plane H. For example, the connecting elements can be inclined at an angle between 35° and 55°, in particular 3° and 20°, with respect to a horizontal plane H. An inclined or twisted position is understood to mean that one end of the connecting element 60 is arranged higher or lower than the other end. The fixing points Fr, FS at the two ends of the connecting element 60, with which the connecting element 60 is connected to the frame 62 or a formwork 56, 58, are therefore arranged at different heights in the unloaded state. In particular, the fixing point FS of the connecting element 60 with the formwork 56, 58 is arranged higher with respect to a horizontal plane H of the frame 62 than the fixing point FR of the connecting element 60 with the frame 62.

[0134] Fig. Figure 18 shows a representation of the embodiment from Fig. Figure 16 shows the formwork in a filled state in three views. In the prestressed state, as shown here, the connecting elements 60 can be pressed against a stop or reach a detent position that prevents further movement of the formwork elements 60. In the prestressed state, the connecting elements 60 are aligned in a horizontal position and are supported outwards against the frame 62. The connecting elements 60 rotate about the fixing point FR of the connecting element 60 with the frame 62 for horizontal alignment. This rotation alone lengthens the distance between the fixing point FS of the connecting element 60 with the formwork element 56, 58 and the fixing point FR of the connecting element 60 with the frame 62, provided the connecting element 60 is horizontally aligned in the final state and does not shorten. This also allows for a horizontal displacement of the formwork elements 56, 58.

[0135] In Fig. 19 is a detailed view of the embodiment from Fig. Figure 18 shows that the fixing point FS and the fixing point FR lie on a common horizontal plane H and are therefore horizontally aligned. To remove the set concrete element (for demolding), the connecting elements 60 can be returned to their unloaded state by their own restoring forces. If the formwork 100 is rotated, for example, by 180°, the connecting elements 60 can be returned to their unloaded state by the weight of the formwork elements 56, 58, which are arranged on the connecting elements 60. The formwork elements 56, 58 are pressed downwards by gravity due to their own weight, and in a 180° rotated position of the formwork 100, the control panels 56, 58, 72 are moved away from each other. This releases the concrete element 10, 10a.After demolding, the connecting elements 60 can again be in an inclined position with respect to a horizontal H, for example at a position inclined by 3° to 55°.

[0136] Fig. Figure 20 shows further views of the embodiment. Fig. 16 in an unfilled state. To turn the formwork 10, cylindrical elements 74 are arranged at at least two ends or two edge regions of the frame 62. For turning, flat belts, for example, can be placed around the cylindrical elements 74 to first lift the formwork 100 and then rotate it about an axis of rotation which runs through the center of the cylindrical elements 74.

[0137] Fig. 21 shows further views of the embodiment from Fig. 16 in a filled state. Since the connecting elements 60 are horizontally oriented, they are located virtually behind the frame 62 in a side view and are not visible.

[0138] Fig. Figure 22 shows an embodiment of a formwork 200 according to the invention. The formwork 200 can be used to produce at least one bus stop curb 10. The formwork 200 comprises at least one first movable formwork element 254 and at least two second movable formwork elements 272. The illustration in Fig. Figure 22 shows a side view, revealing only a second formwork element 272. In this side view, the formwork 200 is shown from the outside, so that the back of the formwork element 272 is visible. The first formwork element 254 is vertically aligned on the left side of the illustration and is positioned essentially at right angles to the second formwork element 272. The formwork 200 is shown in its initial position, in which it is closed. Furthermore, the formwork 200 is already shown in a position rotated by 180°, into which it will be rotated after the concrete has hardened. The open side of the formwork 200, and thus the filling side, is therefore already on the underside of the formwork 200. The first formwork element 254 and the second formwork element 272 are coupled to each other via a control plate 278.The control plate 278 has the shape of a quarter circle and is fixed, for example, to the first mold element 254, in particular by screws. The control plate 278 has a control contour 280 into which a guide pin 282 engages. This guide pin is connected to the second mold element 272 via a control lever 276 and further connecting elements 292. In the illustrated initial position, in which the first mold element 254 is located at right angles to the second mold element 272, the guide pin 282 is arranged at one end of the control contour 280. This presses the two mold elements 254 and 272 against each other, thereby sealing the mold 200. The control lever 276 is vertically oriented and preferably extends outside the second mold element 272. This ensures that the control lever 276 does not affect the filling area of ​​the mold 200.In the illustrated embodiment, the control lever 276 is located below the second shell element 272 (in this illustration, the control lever 276 is visible above the second shell element 272 because the shell form 200 is shown rotated by 180°). The connecting elements 292 are vertically oriented and preferably run virtually behind the second shell element 272. This allows a connection from the control lever 276 to the shell element 272. The connecting elements 292 are movably mounted on a support element 294. This is achieved via steering elements 290. In this embodiment, two connecting elements 292 are arranged behind the second shell element 272, which are parallel to each other and vertically oriented. Each of these connecting elements 292 is pivotally mounted on a support element 294. This is achieved via two steering elements 290 each.This is merely an exemplary embodiment, and the arrangement and / or orientation of the control lever 276, the connecting elements 292, the support elements 294, and the steering elements 290 may differ from the embodiment shown. In this embodiment, the control contour 280 comprises two sections: a relief section 280a and an opening section 280b. When the first shell element 254 is opened, which in this embodiment is pivoted to the left, the guide pin 282 moves along the control contour 280, first along the relief section 280a and then along the opening section 280b. When the first shell element 254 is pivoted or tilted, it is rotated about the axis of rotation R, which is located in an edge region of the first shell element 254. Furthermore, in this embodiment, the axis of rotation R passes through the control plate 278.If the first shell element 254 is pivoted, the second shell element 272 is moved. While the first shell element 254 moves to the left in the illustration, the second shell element 272 moves out of the plane. The two directions of movement of the first shell element 254 and the second shell element 272 are therefore perpendicular to each other. Furthermore, the first shell element 254 undergoes a pivoting movement, while the second shell element 272 undergoes a translational movement. In particular, the second shell element 272 is moved parallel to itself without being tilted. The conversion of the movement from a tilting movement to a parallel translation at a right angle to it is achieved by the mechanism described above, which is formed by the control plate 278 with the control contour 280 on one side, and the guide pin 282 and the control lever 276 on the other. In the initial position as shown in... Fig. Figure 22 shows the steering elements 290 horizontally aligned, so that the second formwork element 272 is pressed into the plane. This places the formwork 200 in a closed state. The steering elements 290 can essentially lock themselves in this horizontal alignment, for example, by means of a ball bearing. When the steering elements 290 are horizontally aligned, they are supported by the support elements 294, which are fixedly arranged outside the second formwork element 272. The steering elements 290 therefore shift or rotate relative to the support elements 294, which essentially represent a fixed point. The support elements 294 can be arranged in a type of frame or fixedly connected to, for example, the suspension 286 or another basic structure of the formwork 200. As shown in Fig. As shown in Figure 24, the shell form 200 has a second shell element 272 on each of two opposite sides, each of which can comprise the mechanism described above.

[0139] In the representation in Fig. 22 A second control contour 258 appears to be visible behind the control plate 278, which has a partial circular shape, in particular the shape of a quarter circle. This control contour 258 can serve to move a third shell element 274, which, for example, forms the base of a shell mold 200, as shown in Fig. 24 (in this illustration as well, the base of the shell shape 200 is on the top side, since the shell shape 200 is already shown rotated by 180°).

[0140] In Fig. 23 is a side view of the embodiment made of Fig. 22 is shown in the open state. The first shell element 254 is moved from the starting position. Fig. 22 into the final position after Fig. When 23 moves, the guide pin 282 shifts along the control contour 280. Therefore, the guide pin 282 is located in Fig. 23 at the right end of the control contour 280. This displaces the control lever 276 from a horizontal orientation, which also displaces the connecting elements 282. This twists the steering elements 290 from a horizontal orientation, causing the second formwork element 272 to move out of the plane, as the distance h1 between the connecting element 292 and the support element 294 decreases. This increases the formwork space of the formwork 200, causing the formwork elements 272 to move away from a concrete element (not visible) located in the formwork 200. While the first formwork element 254 moves at a preferably constant speed, i.e., is tilted to open, the travel speed of the second formwork element 272 can vary. Initially, the first formwork element 254 is in a vertical position, as shown in Fig. Figure 22 illustrates this. When the first formwork element 254 is moved about the axis of rotation R, the guide pin 282 initially passes through the relief section 280a of the control contour 280. The shape of the relief section 280a allows the movement of the second formwork element 272 to be accelerated, i.e., carried out at high speed, thus ensuring that the formwork element 272 detaches from the concrete element 10a, in particular from the surface of a bus stop curb 10. As the first formwork element 254 is pivoted further, the guide pin 282 passes through the opening section 280b of the control contour 280, causing the second formwork element 272 to move at a reduced speed, i.e., slower than before. While the first formwork element 254 moves at a constant speed, the shape of the control contour 280 allows the second formwork element 272 to be moved faster in sections and slower in sections.The increased movement speed in the relief section 280a ensures that the second formwork element 272 detaches from the surface of the concrete element 10a. This ensures that, in the case of a concrete element 10a with perpendicular side surfaces, two or more formwork elements 254, 272 of the perpendicularly arranged formwork elements can be detached from the concrete surface of the concrete element 10a virtually simultaneously, and in particular, controlled by a time-dependent process. A demolding taper or taper of the side surfaces of the concrete element is not required. The concrete element 10a can have surfaces arranged perpendicularly to each other, in particular exposed concrete surfaces.Since the second formwork element 272 is then moved slowly while the first formwork element 254 is completely opened, safe demolding can be ensured without the concrete element 10a falling uncontrollably out of the formwork 200.

[0141] Fig. 24 shows a front view of the embodiment from Fig. 23. The mold 200 is fully open, revealing a fourth mold element 275, which forms a fourth side surface of the mold 200. Consequently, in this embodiment, the first mold element 254, the two second mold elements 272, and the fourth mold element 275 form a rectangular base. The fourth mold element 275 can be fixed and stationary. Since the first movable mold element 254, which can be fully opened, is positioned opposite the fourth mold element 275, complete demolding is possible. The base of the mold 200 is formed by the third mold element 274, which is also movable.

[0142] Furthermore, the shell form 200 includes a suspension 276, on which the shell form 200 can be suspended and rotated.

[0143] In Fig. 25 is an isometric representation of the embodiment from Fig. 22 to Fig. 24 is shown in a partially open state. For illustrative purposes, the first shell element 254 is not shown. Furthermore, the shell form 200 is in a position relative to the illustration in Fig. 22 to Fig. The mold 200 is in position 24, rotated by 180°. It rests on the supports 286 and can be filled from above. Since the first mold element 254 is not shown, the rectangular interior of the mold element 200 is visible, with the second mold elements 272 oriented at right angles to the third mold element 274 and the fourth mold element 275. Furthermore, the third mold element 274 is oriented at right angles to the fourth mold element 275. The position of the control plate 278 indicates that the first mold element 254 (not shown) is already slightly tilted, i.e., slightly rotated about the axis of rotation R. Therefore, the control lever 276, located below the second mold element 272, is slightly displaced from its horizontal starting position. This is also evident from the fact that the control lever 276 is not parallel to a lower edge of the second mold element 272.In this embodiment, the connecting elements 292 each run in a type of rail arranged on the rear side of the second shell element 272. The connecting elements 292 are connected to each other at the level of the control lever 276, forming a U-shaped connecting element 292. The movement of the control lever 276, triggered by the guide pin 282 running in the control contour 280, also moves the connecting element 292, which in this embodiment is a single piece. Thus, in this embodiment, the control lever 276 and the connecting element 292 are fixed to each other but can rotate relative to one another. The movement of the connecting element 292 shifts the second shell element 272 to the right in the illustration.

[0144] A detailed view of this can be found in Fig. Figure 26 illustrates this. The displacement of the second formwork element 272, triggered by the connecting elements 292, disengages the steering elements 290 from a horizontal alignment h, thereby reducing the horizontal distance h1 between the connecting elements 292 and the support elements 294. This is achieved by moving the control lever 276, which shifts the connecting element 292 downwards in the illustration. This disengages the steering elements 290 from a horizontal alignment, causing the connecting element 292 to move to the right and out of the plane, as the support element 294 remains unchanged in the same position. Consequently, the second formwork element 272 also moves to the right and out of the plane, allowing it to detach from the concrete element (not shown). Fig. Figure 26 shows four steering elements 290, each pivotally mounted on a support element 294. The second pivotal mounting on the connecting element 292 is not visible, as it is located inside the rail in the illustrated embodiment. The steering elements 290 therefore form a kind of connecting rod.

[0145] In Fig. Figure 25 shows a second control plate 256, which has a second control contour 258. This control plate 256 serves to move the third sound element 274, whereby the other elements of the mechanism, for example a control lever with a guide pin that is connected to the third sound element 274, are not shown in this illustration. Details of this mechanism are shown, for example, in Fig. 34 and Fig. 35 shown.

[0146] In contrast to the illustrated embodiment, each second shell element 272 can also be fitted with only one rod-shaped connecting element 292, which is connected to a support element 294 by a steering element 290, or by two steering elements 290. One of the connecting elements 292 can run almost centrally and vertically on the back side of the second shell element 272.

[0147] In the embodiments according to Fig. 22 to Fig. Figure 26 shows a shell form 200. If several such shell forms 200 are arranged in a row, a battery shell form 200a can be formed, for example consisting of 6 to 12 individual shell forms 200.

[0148] In Fig. Figure 27 shows an embodiment of a formwork 200 according to the invention as a battery formwork 200a in the closed state. The battery formwork 200a comprises a total of twelve individual formworks 200, whereby twelve essentially rectangular concrete elements 10a can be formed simultaneously. The left illustration in Fig. Figure 27 shows a top view, the right illustration an isometric view.

[0149] The battery formwork 200a is also suitable for the production of bus stop curbs 10, since filling elements 66 can be arranged, in particular glued, onto the formwork elements of each individual formwork 200. In the illustrated embodiment, the volume of each formwork 200 is further reduced by a filling block 284. The filling block 284 is arranged on the first formwork element 254 of each formwork 200. This allows the battery formwork 200a to be used for concrete elements 10a or bus stop curbs 10 of different sizes.

[0150] Fig. 28 shows another view of the embodiment from Fig. 27 in a partially open state. The battery form 200a is open on one side and still closed on the other. On the open side, the individual filling blocks 284 of each individual form 200 are visible. In this embodiment, the battery form 200a is symmetrical about a longitudinal axis. All first form elements 254 of all forms 200 are therefore arranged along the outer circumference of the battery form 200a. A single continuous form panel can form several first form elements 254 in the battery form 200a, allowing several forms 200 to be opened synchronously.

[0151] Fig. 29 shows a sectional view of the embodiment from Fig. 27 in the closed state. This view shows only one half of the symmetrically designed battery formwork 200a. The section runs through a concrete element 10a that is arranged inside the formwork 200. For the sake of clarity, only selected elements of the formwork 200 or the battery formwork 200a are shown. For example, the third formwork element, which forms a base surface of the formwork 200, is not shown. However, a filler element 66 is visible, which is arranged, in particular glued, to the fourth formwork element 275. This allows for the formation of any desired geometry, for example, a bus stop curb 10. Furthermore, a filler block 284 is visible, which is arranged on the first formwork element 254. A first control plate 278 with a first control contour 280 is arranged for moving the second formwork elements (not shown).In this embodiment, a second control plate 256 is further provided, which has a second control contour 258. This second control plate 256 is provided for moving a third mold element (not shown), which forms a base element of the mold shape 200. The filling block 66 can also be fixed to this base element. The filling block 66 can have a geometry that differs from the illustration.

[0152] In Fig. 30 is another view of the embodiment from Fig. Figure 27 shows the shell forms 200 in a partially open state. The isometric view shows the battery-like arrangement of the shell forms 200, with the two left shell forms 200 partially open and the two right shell forms 200 closed. A mechanism for closing the shell form 200 is visible on the back of the first shell element 254. This mechanism allows the first shell element 254 to engage with the locking element 298, thus fixing the first shell element 254 in the closed position, i.e., in its initial position. The locking element 298 of the partially open first shell elements 254 of the shell forms 200 on the left side of the illustration is partially visible because the first shell element 254 is not fixed to it. The two second shell elements 272 are also shown in full, but in this view, they are shown from the back.On the rear side of each second shell element 272, two vertical rails are arranged, into each of which a portion of the connecting element 292 extends. The connecting element 292 can therefore move vertically within the rail. In this embodiment, the connecting element 292 is designed as a U-shaped element, with the two vertical sections connected to each other via a horizontal section. Steering elements 290 (not shown) can be arranged on each of the vertical sections of the connecting element 292, enabling parallel displacement of the second shell element 272. Also not shown are the at least one control lever 276 with the guide pin 282 and the at least one control plate 278. In the illustrated battery shell configuration 200a, all shell elements except the fourth shell element 275 are designed to be movable for each individual shell configuration 200.Advantageously, the movement of the second shell elements 272 and the movement of the third shell element 274 is triggered simply by tilting the first shell element 254.

[0153] Fig. 31 to Fig. Figure 33 shows three further views of the embodiment. Fig. 27 in different open states. Normally, the illustrated shell form 200, 200a is first rotated by 180° before the first shell element 254 is opened. For clarity, however, the shell element 200, 200a is shown in the position in which it is filled. The illustrated embodiment has a first control plate 278 and a second control plate 256, wherein the first control plate 278 serves to move the second shell elements 272, and the second control plate 256 serves to move the third shell element 274. For this purpose, a control lever 276 is arranged on the rear side of the second shell element 272 and on the rear side of the third shell element 274, respectively, at the end of which a guide pin 282 engages in the respective control contour 258, 280 of the respective control plate 256, 278. For the sake of clarity, only one control lever 276 of a second shell element 272 is shown with dashed lines.In contrast, both guide pins 282 are shown, with the respective guide pin 282 from the position shown in . Fig. 31 to the position shown in Fig. 33, which runs the complete control contour 258, 280 from one end to the other. In the open position, shown in Fig. 33, consequently, the two second formwork elements 272 and the third formwork element 274 of the respective formwork 200 are detached from the corresponding concrete surfaces of the concrete element 10a (not shown). This simplifies the demolding process, as the concrete element 10a can be removed from the formwork 200 without damaging the surfaces. The concrete element 10a can simply fall out of the formwork 200 by gravity when the formwork is in a position rotated 180° relative to the position shown. During a demolding process, for example, the formwork 200 can be rotated 180° after the concrete has set, so that the open side faces downwards. The safety lock, for example, located on the back of the first formwork element 254, can then be released. By gradually or continuously pivoting or tilting the first formwork element 154 up to an angle of 90°, i.e.,when performing the steps as described in . Fig. 31 to Fig. As shown in Figure 33, the movement of the first formwork element 154 results in at least a parallel displacement of the second formwork element 272 away from the concrete element 10a. In particular, the third formwork element 274 can also be displaced or tilted away from the concrete element 10a, especially parallel to it. If the formwork 200 is then lifted upwards, the concrete element 10a can be easily released, since the concrete surfaces have already been separated from the formwork elements 154, 272, and 274. A concrete product manufactured in this way, for example, a bus stop curb 10, can therefore have high-quality concrete surfaces, especially exposed concrete surfaces, and / or be produced without taper. The surfaces of the concrete element 10a, especially the bus stop curb 10, can therefore be arranged at right angles to each other. The formwork can be adapted for different sizes or dimensions by means of at least one filling element 66 and / or a filling block 284.Differently designed concrete elements 10a, in particular bus kerbstones 10, are adapted and used.

[0154] In Fig. Figure 34 shows another view of the embodiment from Fig. Figure 27 shows a view from below. In this perspective, the control levers 296 of the third shell element 274 are visible, arranged below the third shell element 274. The control levers 296 are arranged parallel to each other. In an embodiment not shown, only one control lever 296 may be arranged behind the third shell element 274. Fig. Figure 35 shows a detailed view of the embodiment. Fig.34. A guide pin 282 is arranged at one end of the control lever, engaging in the control contour 258 of the second control plate 256. In contrast to a control lever of the second formwork element 272, the control lever 296 is preferably fixed in place or point-fixed on one side, which forms the side opposite the guide pin 282, so that a movement of the first formwork element 254 causes the control lever 296 to tilt. This allows the third formwork element 274 to also tilt. Unlike the second formwork element 272, the third formwork element 274 therefore preferably does not undergo a translational parallel displacement but a tilting, so that in particular half of a contact surface with which the formwork element 274 is in contact with the concrete element 10a can be detached from the formwork element 274.Since the third formwork element 274 is not displaced parallel to the first, the at least one control lever 296 of the third formwork element 274 can therefore be directly connected to the third formwork element 274 via at least one steering element 290, without a connecting element 292. The steering element 290 can be pivotally mounted on the control lever 296. In particular, the steering element 290 can be directly and immovably fixed to the rear of the third formwork element 274. A tilting of the first formwork element 254 can therefore cause a tilting of the third formwork element 274 if the control lever 296 moves along the control contour 258 of the second control plate 256. Reference symbol list 1 Top 2 Front 3 Back 4 Underside 5 lower installation section 6 track edge 7 upper section 8 curved surface 9 vertical surface 10 Bus kerb 10a Concrete element 11 upper installation section 12 bend 13 Contact area 14 third installation section 16 marking area 18 LEDs 20 Surface of the third installation section 22 color highlights 24 connecting elements 26 recess 28 Profiling 30 Surface area 32 light strips 34 Approach area 36 tires 38 Body / Door 40 Footpath 42 inclined surface 44 transverse grooves 46 Wheel flange 48 Front surface 50 bellows of the articulated bus 52 Vehicle floor 54 lanes 56 first movable shell element 56V vertical section 56h horizontal section 58 second movable shell element 60 movable connecting element 62 frames 64 Contact area 66 Filling element 68 Inner surface of the first formwork element 70 Inner surface of the second shell element 72 switchboard 74 cylindrical element 100 scarf shapes 102 U-shaped scarf shape 104 Filling direction 200 scarf shape 200a battery switch 254 first movable shell element 256 Second control plate 258 Control contour of the second control plate 272 second movable shell element 274 third movable shell element 275 fourth shell element 276 control levers 278 Control plate 280 Tax contour 280a first section of the tax contour 280b second section of the tax contour 282 guide pins 284 second tax contour 286 Suspension 288 formwork element 290 Steering element 292 Connecting element 294 Support element 296 control levers 298 E1 first level H horizontal direction V vertical direction E Relief position B Load position R axis of rotation h horizontal axis h1 horizontal distance QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] EP 0892112 B1

[0007] EP 2558642 B2

[0008]

Claims

[1] Bus curb (10), with an upper side (1) serving as a tread surface, a front side (2) serving as a boundary, a rear side (3) and a lower side (4), the front side (2) having a lower installation section (5) with a contact surface (13), a track edge (6) and an upper section (7) adjoining the track edge (6), wherein the upper section (7) is designed to form a lane steering function with a surface (8) curved, in particular concave, towards the rear side (3), characterized by that the front side (2) has an upper installation section (11) which adjoins the upper side (1), wherein the upper installation section (11) is designed as a flat surface (42) which is inclined with respect to the upper side (1). [2] Bus curb (10) according to claim 1, characterized by that the curved surface (8) merges into a vertical surface (9) towards the top side (1). [3] Bus curb (10) according to claim 1 or 2, characterized bythat the curved surface (8) and / or the vertical surface (9) are constant over the length of the bus curb. [4] Bus curb (10) according to one of the preceding claims, characterized by that a kink (12) is arranged between the lower installation section (5) and the upper installation section (11). [5] Bus curb (10) according to one of the preceding claims, characterized by that between the upper installation section (11) and the lower installation section (5) a third installation section (14) is formed, which is designed as a flat surface. [6] Bus curb (10) according to one of the preceding claims, characterized by that between the upper installation section (11) and the lower installation section (5) a third installation section (14) is formed, which is designed as a flat surface and as an inclined surface with respect to a horizontal. [7] Bus curb (10) according to one of claims 1 to 5, characterized bythat between the upper installation section (11) and the lower installation section (5) a third installation section (14) is formed, which is designed as a flat and horizontal surface. [8] Bus curb (10) according to one of the preceding claims, characterized by that the upper installation section (11) is constant over the length of the bus block (10). [9] Bus curb (10) according to one of the preceding claims, characterized by that the third installation section (14) is designed as a marking surface (16). [10] Bus curb (10) according to claim 9, characterized by that the marking surface (16) has coloured highlights (22) at least in sections. [11] Bus curb (10) according to claim 9 or 10, characterized bythat the marking surface (16) comprises at least partially illuminating means, in particular LEDs (18), which in particular terminate flush with a surface (20) of the third installation section (14) with the third installation section (14). [12] Bus curb (10) according to one of the preceding claims, characterized by that connecting elements (24), for example at least one groove or one projection, are arranged on the front side (2), the back side (3) or the underside (4), which serve to connect the bus curb (10) to another element. [13] Bus curb (10) according to one of the preceding claims, characterized by that at least one recess (26), for example a groove, is arranged on the front side (2), the back side (3) or the underside (4), which serves to introduce supply lines. [14] Bus curb (10) according to one of the preceding claims, characterized bythat a profile (28) is arranged on the underside (4), which serves as a displacement protection of the bus curb (10) with respect to a support surface (30), and / or that a profile (28) is arranged on the upper side (1), which serves in particular as an entry aid. [15] Bus curb (10) according to one of the preceding claims, characterized by that a light bar (32) is arranged on the upper side (1) which serves as an indication and / or as a warning light for pedestrians or passengers. [16] Bus curb (10) according to one of the preceding claims, characterized by that a further, horizontally arranged, drive-on area (34) is arranged on the bus curb (10) at the lower installation section (5). [17] Lane marking for a stop, characterized by that at least two, in particular more than two, bus curbs (10) according to one of the preceding claims are included. [18] Formwork (100) for at least one concrete element (10a), in particular for at least one bus curb (10) according to one of the preceding claims, with at least one first movable formwork element (56) and a second movable formwork element (58), characterized by in that the formwork elements (56, 58) are arranged in a frame (62) via movable connecting elements (60), wherein the first formwork element (56) is L-shaped and comprises a vertical section (56v) and a horizontal section (56h), wherein the first formwork element (56) forms a formwork shape (102) that is U-shaped in a first plane (E1) with the second formwork element (58), and by loading the at least horizontal section (56h) of the first formwork element (56), the second formwork element (58) contacts the horizontal section (56h) of the first formwork element (56) at a contact area (64). [19] Formwork (100) according to claim 18, characterized bythat the connecting elements (60) are extended in the horizontal direction (H) and / or aligned horizontally when the at least horizontal section (56h) of the first formwork element (56) is loaded, wherein the connecting elements (60) preferably provide parallel guidance of the at least first formwork element (56) relative to the frame (62). [20] Formwork (100) according to claim 18 or 19, characterized by that the connecting elements (60) can be moved from a relief position (E) into a loading position (B) by a weight force of a concrete filled into the formwork (10) and / or hydraulically. [21] Formwork (100) according to one of claims 18 to 20, characterized bythat a filling element (66), in particular made of polyurethane, is arranged on an inner surface (68) of the first formwork element (56) and / or on an inner surface (70) of the second formwork element (58), which filler element (66) reproduces a side surface contour of the concrete element (10a) as a negative form. [22] Formwork (100) according to one of claims 18 to 21, characterized by that the first shell element (56) and the second shell element (58) are sealed at the contact area (64) in the contacted state. [23] Formwork (100) according to one of claims 18 to 22, characterized byin that the formwork form (100) forms a cuboid shape or a rectangular shape with at least two further movable formwork panels (72), wherein the further formwork panels (72) are attached to the frame (62) via movable connecting elements (60), and wherein by loading the at least horizontal section (56h) of the first formwork element (56), the formwork panels (72) contact at least the horizontal section (56h) of the first formwork element (56) at a contact area (64b). [24] Formwork mold (200) for at least one concrete element (10a), in particular for at least one bus curbstone (10) according to one of claims 1 to 16, with at least one first movable formwork element (254) and at least two second movable formwork elements (272), characterized by that by moving the first movable formwork element (254) at least one second movable formwork element (272) is moved. [25] Formwork (200) according to claim 24, characterized byin that the first formwork element (254) is arranged at right angles to the second formwork element (272), and a pivoting movement and / or a tilting movement of the first formwork element (254) causes at least one parallel displacement of the at least one second formwork element (272), in particular both second formwork elements (272), wherein a removal of the at least one second formwork element (272), in particular both second formwork elements (272), from the concrete element (10a) is effected. [26] Formwork (200) according to claim 24 or 25, characterized byin that the first formwork element (254) and the at least one second formwork element (272) are coupled to one another for opening via a control plate (278), wherein the control plate (278) comprises at least one control contour (280, 280a, 280b) and a guide pin (282) engaging in the control contour (280) and movable along the control contour (280) is arranged on at least one second formwork element (272), and the guide pin (282) is movable along the control contour (280) when the formwork mold (200) is closed, in particular when the first formwork element (254) is pivoted in a position- and orientation-guided manner. [27] Formwork (200) according to claim 26, characterized byin that the control contour (280) comprises a relief section (280a) and an opening section (280b), wherein the relief section (280a) causes an at least partial detachment of the concrete element (10a), in particular of the bus curb (10), from at least one second formwork element (272), and the opening section (280b) enables demolding. [28] Formwork (200) according to claim 26 or 27, characterized by that the guide pin (282) is arranged on the second formwork element (272) via a control lever (276) and via a connecting element (292), wherein the control lever (276) and the connecting element (292) extend at right angles to one another, and the connecting element (292) is movably mounted on a support element (294) via a steering element (290). [29] Formwork (200) according to claim 28, characterized bythat the connecting element (292) is displaceable relative to the support element (294) and a support against the support element (294) causes a displacement of the at least one second formwork element (272), in particular both second formwork elements (272). [30] Formwork (200) according to at least one of claims 24 to 29, characterized by that by moving the first movable formwork element (254) at least one second movable formwork element (272), in particular two second formwork elements (272), and one third movable formwork element (274) are moved. [31] Formwork (200) according to claim 30, characterized by that the first movable formwork element (254) is arranged in a starting position at right angles to the second movable formwork element (272) and at right angles to the third movable formwork element (274), wherein the third movable formwork element (274) is arranged at right angles to each second formwork element (272). [32] Formwork (200) according to claim 31, characterized by that a second control plate (256) is arranged on the first formwork element (254), wherein the third formwork element (274), in particular via a control lever (296) with a guide pin (258), is connected to the first formwork element (254), wherein the control plate (256) has a control contour (258) into which the guide pin (258) engages. [33] Battery shell mold (200a) for concrete elements (10a), in particular for bus curbs (10) according to one of claims 1 to 16, characterized by that the battery formwork mold (200a) has at least two, in particular six to 12, individual formwork molds (200) for rectangular or cuboid concrete elements (1 0a), preferably according to one of claims 24 to 32. [34] Method for producing a concrete element (10a), in particular a bus curbstone (10) according to one of claims 1 to 16, with a formwork mold, in particular a formwork mold (100) according to one of claims 18 to 23, characterized by that the dead weight of the formwork elements (56, 58) and the dead weight of the concrete filled into the concrete element (10a) result in a position-guided displacement of the articulated and displaceably mounted formwork elements (56, 58). [35] Method for demoulding at least one concrete product (10a), in particular a bus curbstone (10) according to one of claims 1 to 16, with a formwork mould (10) according to one of claims 18 to 23, with at least a first and a second formwork element (56, 58) which are arranged in a frame (62) via movable connecting elements (60), characterized by , - Turning the formwork (100) by 180° after the concrete has set, - then release a safety lock, - subsequently lifting the frame (62), whereby the connecting elements (60) experience at least one vertical change in length and thereby a position- and position-guided movement of the formwork elements (56, 58) takes place in such a way that they are released from the at least one concrete element (10a), - subsequently lifting the formwork on the frame, whereby the at least one concrete element (10a) is released. [36] Method for demoulding at least one concrete product (10a), in particular a bus curbstone (10) according to one of claims 1 to 16, with a formwork mould (10) according to one of claims 24 to 32, with at least one first movable formwork element (254) and two second movable formwork elements (272), each second formwork element (272) being connected to the first formwork element (254) via a mechanism, characterized by , - Turning the formwork (200) by 180° after the concrete has set, - then release a safety lock, - subsequently pivoting or tilting the first formwork element (254) step by step up to a pivoting angle of 90°, whereby at least one parallel displacement of each second formwork element (272) takes place away from the concrete element (10a), - subsequently lifting the formwork, whereby at least one concrete element (10a) is released.

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