Modular system for the formation of boundary road lanes on a roadway in the form of a surface elevated relative to the roadway

Abstract

The invention relates to a modular system (1) for constructing roadway barriers on a roadway in the form of a surface raised above the roadway. Roadway barriers are used to calm and / or guide traffic. A roadway barrier within the meaning of the present invention is, in particular, a traffic island (3), a slewing island, a calming island, a crossing aid, and / or a mini-roundabout.The modular system (1) comprises several plate-shaped elements (10, 20, 30), each element (10, 20, 30) having a top surface facing away from the roadway and a bottom surface facing the roadway, each element (10, 20, 30) being able to be placed on the roadway with its bottom surface and each element (10, 20, 30) being connectable to the roadway, the several elements (10, 20, 30) comprising: - at least one arc element (10), - at least one linear element (20) and - at least one intermediate element (30).

Description

[0001] The invention relates to a modular system for constructing roadway barriers on a roadway in the form of a raised surface. Roadway barriers are used to calm and / or guide traffic. A roadway barrier within the meaning of the present invention is, in particular, a traffic island, a slewing island, a calming island, a pedestrian crossing aid, and / or a mini-roundabout.

[0002] In particular, the modular system is used for erecting mobile road barriers. Mobile road barriers are understood to be those that can be placed on the road surface and connected to it using detachable fasteners, such as screws, whereby the road barriers can be reused at another location after the fasteners have been removed.

[0003] Mobile road barriers are generally known from the prior art. For example, DE 91 15 098 U1 discloses a mobile traffic island consisting of individual elements.

[0004] DE 202 04 649 U1 discloses a mobile element for use in road traffic, in particular for use in a traffic island, a pivoting island, a mini roundabout or a guardrail system for securing traffic routes.

[0005] A disadvantage of the solutions known from the prior art is that elements specifically designed for the desired roadway demarcation must be used to construct it. This necessitates the stocking of a large number of different elements to erect the various types of roadway demarcations. Furthermore, the prior art solution requires elements of the appropriate dimensions depending on the desired roadway demarcation. For large roadway demarcation areas, correspondingly large elements are required. This presents the problem that these large elements are quite heavy, requiring handling by several people or with the aid of machinery.Furthermore, large-area elements pose a problem when constructing road barriers on curved or cambered roads, as a tilt-free bearing surface on the road is often no longer possible or only achievable with significant deformation of the element. Deformation is particularly critical when the elements are made of a brittle material.

[0006] The object of the present invention is to provide a novel solution for the construction of roadway barriers that overcomes the aforementioned disadvantages.

[0007] The modular system according to the invention is used to construct roadway boundaries on a roadway in the form of a raised surface. The modular system is particularly suitable for constructing traffic islands, pivot islands, calming islands, pedestrian crossings, and / or mini-roundabouts. The modular system according to the invention can be used, in particular, to construct various types of roadway boundaries. The modular system comprises several plate-shaped elements. Each element has a top surface facing away from the roadway and a bottom surface facing the roadway. The underside of each element can be placed on the roadway. Furthermore, each element can be connected to the roadway, for example, mechanically by means of a connecting element.

[0008] The multiple elements of the modular system include at least one arc element, at least one linear element, and at least one intermediate element.

[0009] The arched element is sector-shaped when viewed from the top. From this top view, the arched element has a corner and a first side extending in a straight line from the corner. Furthermore, the arched element has a second side extending in a straight line from the corner. The first and second sides form a right angle and are therefore perpendicular to each other. The arched element also has a third side extending in an arc, which lies between an end of the first side opposite the corner and an end of the second side opposite the corner. The first side has a length of 1,000 units along its extension from the corner to the end of the first side. The second side has a length of 1,000 units along its extension from the corner to the end of the second side, and this length of 1,000 units corresponds to 1,000 units.Accordingly, the first and second sides are the same length. The first and second sides are designed as the inner sides, whereas the third side is designed as the outer side.

[0010] The linear element is rectangular in a top view, with two longer sides extending in straight lines and parallel to each other, and two shorter sides extending perpendicular to the longer sides, also in straight lines and parallel to each other. Each of the longer sides has a dimension corresponding to the first length. Each of the shorter sides has a dimension corresponding to a second length, where the ratio of the second length to the first length is 0.5. One side of each of the shorter sides is the outer surface, while the other shorter side and the longer sides are the contact surfaces.

[0011] The intermediate element, viewed from above, is square with four straight sides, each side having a dimension corresponding to the second length. The sides of the intermediate element are designed as contact surfaces.

[0012] The elements are designed in such a way that the elements in the area of ​​the attachment sides can be placed next to each other in such a way that the top surfaces of the attached elements merge seamlessly into each other in the attachment area of ​​the elements.

[0013] Due to the aforementioned ratios of side lengths, a multitude of different roadway barriers can be constructed using only the three aforementioned types of elements: one or more curved elements, one or more linear elements, and one or more intermediate elements. These barriers can differ in their external shape and / or dimensions. The length and width of the roadway barriers can be easily varied by using a greater or lesser number of elements, thanks to the aforementioned design of the length ratios. Furthermore, the course of the roadway barrier can be easily adjusted. For example, a straight outer edge can be achieved using a linear element.By placing several linear elements next to each other, straight outer edges of any length can be created by aligning the linear elements along their longer sides. Rounded outer edges or curves can be created by using one or more curved elements. Straight outer edges adjacent to such curves can be created by placing a linear element against the corresponding side of the curved element, with its longer side aligned, such that the shorter side, which forms the outer surface, is flush with the third side of the curved element, which also forms the outer surface.

[0014] A mini-roundabout can be created using four curved elements. Using only four curved elements results in a relatively small mini-roundabout. A larger mini-roundabout can be created by inserting a linear element between adjacent curved elements. Accordingly, the larger mini-roundabout comprises four curved elements and four linear elements positioned between them. This design creates a central gap, which can be filled with an intermediate element, thus achieving a completely closed surface for the larger mini-roundabout.

[0015] Similarly, traffic islands of varying widths can be created by inserting a suitable number of linear elements between two curved elements at one end of the island, depending on the desired width of the end. Any resulting gaps in the adjacent area of ​​the traffic island can then be filled with intermediate elements.

[0016] In view of the need for particularly good handling, especially by a single person, it is considered advantageous if the second length is preferably between 30 cm and 60 cm, particularly between 35 cm and 50 cm, and most preferably 40 cm.

[0017] It is considered particularly advantageous, especially with regard to good handling and low weight, if the respective element has a maximum thickness from the top to the bottom of 8 cm to 20 cm, preferably of 10 cm to 15 cm, particularly preferably of 12 cm.

[0018] The dimensions and ratios specified within the scope of the present invention may deviate slightly from the stated values, particularly due to manufacturing tolerances in the production of the elements. For example, a specified ratio of lengths, indicated by a value of 0.5, particularly encompasses a range from 0.45 to 0.54, and most preferably from 0.49 to 0.51.

[0019] Unless otherwise stated, numerical values ​​within the scope of this disclosure and the claims shall be interpreted as meaning that deviations of less than or equal to 5% (≤ 5%) of the stated value are included in the stated value and are accordingly covered by the scope of protection of the corresponding claim.

[0020] It is considered particularly advantageous if the elements are manufactured using a casting and / or pressing process. Therefore, negative molds of the elements are preferably used for their production. With regard to particularly good demolding of an arc element, it is considered advantageous if the third side of the arc element has a straight first end section, a straight second end section perpendicular to the first end section, and a circular arc section running between the first and second end sections. The circular arc section has a central angle of 90° and a radius that is larger than the second length and smaller than the first length. The straight end sections facilitate demolding of the arc element.

[0021] Preferably, one mounting side is designed differently from the other. Preferably, one other side has a ramp edge, whereas the other mounting side is free of a ramp edge.

[0022] It is considered particularly advantageous if the curved element and the linear element have a ramp edge on their respective outer sides. Preferably, the sides of the system are free of a ramp edge. Such a ramp edge facilitates the process by causing a vehicle to drive onto the element in the event of a collision, thereby reducing the lateral forces acting on the element parallel to the roadway and thus preventing damage to the element or its detachment from the roadway.

[0023] It is considered particularly advantageous if the approach edge forms an angle of 20° to 60° with a support plane defined by the underside of the respective element.

[0024] In order to enable the individual elements to fit together as seamlessly as possible, even on an uneven road surface, for example curved or arched, it is considered advantageous if the respective contact side of the respective element is designed in such a way that an upper edge of the contact side facing away from the road surface projects outwards relative to a lower edge facing the road surface.

[0025] In connection with the top edge, it is quite conceivable that the top edge of the respective side of the system is chamfered.

[0026] It is considered particularly advantageous if the lower edge of the respective side of the system is chamfered.

[0027] In a particularly preferred embodiment, it is provided that all outer edges of the respective element are chamfered.

[0028] Particularly in connection with an upper edge projecting outwards beyond the lower edge, it is considered advantageous if the respective contact side of the respective element is inclined towards a support plane defined by the underside of the respective element, wherein the angle of inclination between the contact side and the support plane is greater than 90° (> 90°) to less than or equal to 95° (< 95°). In a particularly preferred embodiment, the angle of inclination is greater than 90° (> 90°) and less than 92° (< 92°).

[0029] It is considered particularly advantageous if the arch element has a weight greater than or equal to 15 kg (≥ 15 kg) and less than or equal to 30 kg (≤ 30 kg).

[0030] It is considered particularly advantageous if the linear element is designed such that it weighs greater than or equal to 10 kg (≥ 10 kg) and less than or equal to 20 kg (≤ 20 kg). Such a weight has proven particularly advantageous with regard to ease of handling, especially by a single person.

[0031] In a particularly preferred embodiment, the intermediate element is provided to have a weight greater than or equal to 5 kg (≥ 5 kg) and less than or equal to 15 kg (≤ 15 kg).

[0032] In a particularly preferred embodiment, the intermediate element is designed such that a surface formed by the upper side of the intermediate element runs parallel to a support plane defined by the lower side of the intermediate element. In this way, internal areas of an erected roadway boundary can be formed as flat surfaces.

[0033] In an advantageous embodiment, the linear element is designed such that the top of the linear element has a square first section in the top view, wherein the square first section comprises the shorter side designed as the contact side and the halves of the longer sides adjacent to this shorter side, wherein a first surface section formed by the square first section of the top runs parallel to a support plane defined by the bottom of the linear element.Due to the dimensions of the first square section described above, this square section corresponds to the dimensions of the intermediate element, so that an intermediate element placed against the linear element in the area of ​​the first square section forms a flat, rectangular surface whose outer dimensions in the top view correspond to those of the linear element.

[0034] It is considered particularly advantageous if the linear element is designed such that the top surface of the linear element, viewed from above, has a square second section, wherein the square second section comprises the shorter side, which forms the outer surface, and the halves of the longer sides adjacent to this shorter side, and wherein a second surface section formed by the square second section of the top surface is inclined towards a support plane defined by the underside of the linear element. The inclined second surface section allows rainwater to run off the linear element. Preferably, the second surface section forms an angle of 2° to 8°, and preferably an angle of 5°, with the support plane. The second inclined surface section need not necessarily be square.It is therefore quite conceivable that the second square section of the top surface has a steeper incline on the outside than in the adjacent area, for example to form the approach edge.

[0035] It is considered particularly advantageous if the arch element is designed such that the top of the arch element has a surface section in the top view, wherein the surface section runs parallel to a support plane defined by the underside of the arch element, and wherein the surface section extends from the corner to half of the first side and to half of the second side.

[0036] In an advantageous further development, the respective element is designed monolithically. In this way, the respective element is particularly robust and easy to manufacture.

[0037] One or more of the elements are preferably made of plastic, fiber-reinforced plastic, rubber or recycled rubber, concrete or reinforced concrete.

[0038] It is considered particularly advantageous if the respective element is made of recycled plastic. The use of recycled plastic has the advantage that the respective element can be manufactured in a particularly resource-efficient and therefore sustainable manner. Furthermore, recycled plastic is characterized by a certain elasticity, which allows for some deformation of the respective element when it is attached to the road surface, thus compensating for unevenness in the road.

[0039] In a particularly preferred embodiment, the contact surfaces of each element are free of anchoring structures, so that no mechanical anchoring of the elements to one another is required during the construction of the road barrier. This allows for particularly quick and easy construction of the road barrier, as there is no need for precise alignment of the elements relative to each other or a special insertion procedure to engage any mechanical anchoring elements. Instead, the elements can first be loosely placed on the road surface and positioned correctly for the construction of the road barrier. Each element can then be attached to the road surface individually and independently of the other elements, for example, by screwing it in place.One can, for example, begin with one of the elements, attach it to the road surface, and then successively align the remaining elements with the already attached elements and subsequently secure them to the road surface. Unevenness in the road surface, which would complicate or prevent the anchoring of the elements to one another, is irrelevant because the installation surfaces are free of anchoring structures. Furthermore, manufacturing tolerances, such as those that can occur when using recycled plastic as a material, are particularly problematic when anchoring structures are used, as the tolerance-related deviations or manufacturing-related deviations can be so large that the necessary interlocking of complementary anchoring structures for securing the elements may not be possible.During quality control, which is intended to ensure precise interlocking, a large proportion of the manufactured elements would have to be discarded.

[0040] It is considered particularly advantageous if spacers are formed on the underside of each element to support it on the roadway. Providing these spacers facilitates the freest possible flow of rainwater between the roadway and the element. In particular, the presence of these spacers allows rainwater to flow largely unimpeded under the element and thus under the roadway barrier.

[0041] It is considered particularly advantageous if the spacer bars are arranged directly at the edge of the respective element.

[0042] To achieve the lowest possible weight while maintaining high inherent stability, it is considered advantageous to have intersecting struts on the underside of the respective element. This results in a lighter element compared to one made of solid material, while still maintaining high dimensional stability.

[0043] It is considered particularly advantageous if the top surface of the respective element forms an essentially closed surface.

[0044] With a view to making the fastening and thus connecting of the respective element to the roadway as simple as possible, it is considered advantageous if the respective element has at least two through-openings extending from the top to the bottom, passing through the respective element, for mechanical fastening of the respective element to the roadway by means of connecting elements passing through the through-openings.

[0045] The connecting element is preferably a screw.

[0046] It is considered advantageous if the respective through-hole is designed in the form of a stepped bore.

[0047] An arc element according to the invention is an arc element of the modular system according to the invention.

[0048] The linear element according to the invention is a linear element of the modular system according to the invention.

[0049] The intermediate element according to the invention is an intermediate element of the modular system according to the invention.

[0050] Accordingly, the statements regarding the modular system, its advantages and advantageous further developments apply accordingly to the arc element, the linear element and the intermediate element according to the invention.

[0051] A method according to the invention for constructing a roadway barrier is carried out using the modular system according to the invention. Accordingly, the descriptions of the modular system, its advantages and advantageous further developments apply analogously to the method according to the invention.

[0052] The following figures explain the invention in more detail using one exemplary embodiment, without being limited to this embodiment. They show: Fig. 1 A traffic island formed from elements of a modular system with a first size in a plan view, Fig. 2 The traffic island in an exploded view, Fig. 3 Another traffic island with a second size, formed from elements of the modular system, in a plan view, Fig. 4 A pivoting island with a first size, formed from elements of the modular system, in a plan view, Fig. 5 Another pivoting island with a second size, formed from elements of the modular system, in a plan view, Fig. 6 Another pivoting island with a third size, formed from elements of the modular system, in a plan view, Fig. 7 An arc element of the modular system in a plan view according to arrow VII in Fig. 8 , Fig. 8 the arch element in a view according to arrow VIII in Fig. 7 , Fig. 9 the arch element in a view according to arrow IX in Fig. 7 , Fig. 10 the arc element according to Fig. 7in a sectional view, Fig. 11 the arc element according to Fig. 7 in a first perspective view, Fig. 12 the arch element according to Fig. 7 In a second perspective view, Fig. 13, a linear element of the modular system in a top view, Fig. 13A, the linear element according to Fig. 13 in a sectional view, Fig. 14 the linear element according to Fig. 13 In a first perspective view, Fig. 15, the linear element according to Fig. 13 In a second perspective view, Fig. 16, an intermediate element of the modular system is shown in a top view according to arrow XVI. Fig. 17 , Fig. 17 the intermediate element in a view according to arrow XVII in Fig. 16 Fig. 18 the intermediate element in a sectional view, Fig. 19 the intermediate element according to Fig. 17 in a first perspective view, Fig. 20 the intermediate element according to Fig. 17 in a second perspective view.

[0053] The Fig. 1Figure 1 shows a traffic island 3, constructed using a modular system 1 for erecting roadway barriers and fixed to a roadway 2. The traffic island 3 according to Fig. 1 is composed of twelve individual elements 10, 20, 30, as shown in particular in the exploded view of the Fig. 2 This can be seen. Traffic island 3 according to Fig. 1 It comprises three different types of elements 10, 20, 30, namely two arc elements 10, seven linear elements 20 and three intermediate elements 30. Each element 10, 20, 30 is monolithic and made of recycled plastic.

[0054] A single arch element 10 is in the Figs. 7 to 12 shown in more detail. A single linear element 20 is in the Figs. 13 to 15 shown in more detail and a single intermediate element 30 is in the Figs. 16 to 20 A more detailed explanation.

[0055] To form traffic island 3, elements 10, 20, and 30 are placed next to each other, in the manner shown in the Fig. 1 As shown. Subsequently, the respective element 10, 20, 30 is connected to the roadway 2, namely by being screwed to the roadway 2.

[0056] Each element 10, 20, 30 is plate-shaped. Each element 10, 20, 30 has a top surface 11, 21, 31 facing away from the roadway 2 and a bottom surface 12, 22, 32 facing the roadway 2, opposite the top surface 11, 21, 31. The bottom surface 12, 22, 32 of each element 10, 20, 30 can be placed on the roadway 2. Spacer ribs 70 are formed on the bottom surface 12, 22, 32 of each element 10, 20, 30 for supporting the element 10, 20, 30 on the roadway 2.

[0057] The following section describes arch element 10 with reference to the Figs. 7 to 12The arch element 10 is sector-shaped in a top view of the upper surface 11. The top view is shown in the Fig. 7The arch element 10 has a corner 13, with a first side 110 extending in a straight line from corner 13. The arch element 10 has a second side 120 extending in a straight line from corner 13, this second side 120 being perpendicular to the first side 110 in plan view. Accordingly, the second side 120 and the first side 110 form a right angle. The arch element 10 has a third side 130 extending in an arc, which extends in an arc between an end 111 of the first side 110 facing away from corner 13 and an end 121 of the second side 120 facing away from corner 13. Specifically, the third side 130 has a straight first end section 131 and a straight second end section 132 perpendicular to the first end section 131 and a circular arc section 133 running between the first end section 131 and the second end section 132.The circular arc segment 133 has a central angle of 90°.

[0058] The first side 110 has a length X1 extending from corner 13 to end 111. The second side 120 has a length X1 extending from corner 13 to end 121, corresponding to this length. Therefore, the first side 110 and the second side 120 are of equal length. In this case, the length X1 is 80 cm. The first side 110 and the second side 120 are designed as the contact surfaces, while the third side 130 is designed as the outer surface.

[0059] In general, in the present embodiment, an outer side is characterized in contrast to a mounting side by the fact that an outer side is not intended to be attached to another element 10, 20, 30, but rather to form an outer side of the roadway boundary to be erected, as in particular the Fig. 1 As can be seen in the figures. In contrast to a mounting side, in the embodiment shown in the figures, a side 130, 230 designed as an outside has a ramp edge 50, wherein the respective ramp edge 50 encloses an angle W1 of approximately 40° with a support plane AE defined by the underside 12, 22 of the respective element 10, 20, as can be seen in particular in Figures 9 and 13A.

[0060] In contrast to the outer sides, the surfaces 110, 120, 210, 220, 240, 310, 320, 330, 340, which are designed as mounting surfaces, run approximately perpendicular to the support plane AE of the respective element 10, 20, 30 formed by the undersides 12, 22, 32. However, in this case, the mounting surfaces do not run exactly perpendicular to the corresponding support plane AE, but are inclined at a small angle of approximately 1° to the vertical. Accordingly, the angle of inclination W2 enclosed between the respective mounting surface and the support plane AE of the corresponding element 10, 20, 30 is 91°, such that an upper edge 61 of the respective mounting surface facing the roadway 2 projects outwards relative to a lower edge 62 of the respective mounting surface facing the roadway 2. This design ensures that when forming a roadway boundary, such as the one in the Fig. 1In the traffic island 3 shown, the sides of the individual elements 10, 20, 30 lie against each other with their upper edges 61 in their installation area, so that the formed roadway boundary has a seamless or almost closed surface on its upper side facing away from the roadway 2.

[0061] The linear element 20 is in the Figs. 13 to 15 The linear element 20, in a top view, has its upper surface 21, which is shown in the Fig. 13The linear element 20, as shown, has a rectangular shape. In plan view, it has two longer sides 210, 220 extending in straight lines and parallel to each other, and two shorter sides 230, 240 extending perpendicularly to the longer sides 210, 220, also in straight lines and parallel to each other. The longer sides 210, 220 each have a length corresponding to the first length X1. The shorter sides 230, 240 each have a second length X2. The second length X2 is half the length of the first length X1. In other words, the ratio of the second length X2 to the first length X1 is 0.5. Therefore, the second length X2 is 40 cm. The shorter side, designated 230, is the outer side and accordingly has the ramp edge 50. The other shorter side 240 and the two longer sides 210, 220 are designed as attachment sides.Accordingly, the shorter side 240 and the longer sides 210, 220 are inclined outwards by about 1° relative to the perpendicular to the support plane AE.

[0062] How especially the Figs. 13 and 14As can be seen, the linear element 20 is designed such that the top surface 21 of the linear element 20 has a first square section 23 and a second square section 24. In plan view, the first square section 23 comprises the shorter side 240, which serves as the contact surface, and the halves of the longer sides 210, 220 adjacent to this shorter side 240. The second square section 24 comprises the shorter side 230, which serves as the outer surface, and the half of the respective longer side 210, 220 adjacent to this shorter side 230. A first square surface section formed by the first square section 23 of the top surface 21 runs parallel to the support plane AE defined by the bottom surface 22 of the linear element 20.In contrast, a rectangular second surface section formed by the second square section 24 of the top surface 21 is inclined to the support plane AE defined by the bottom surface 22 of the linear element 20, as can be seen in particular in the sectional view of the . Fig. 13a This can be seen from the information provided. The ramp edge 50 adjoins this rectangular second surface section and forms part of the second square section 24.

[0063] An angle W3 enclosed by the second rectangular surface section with the support plane AE is approximately 5° in this case, as can be seen in Fig. 3A.

[0064] Similar to the linear element 20, the arc element 10 is designed such that the upper surface 11 of the arc element 10 has a surface section 14, the surface section 14 being parallel to the support plane AE defined by the lower surface 12 of the arc element 10. This surface section 14 extends from the corner 13 to half of the first side 110 and to half of the second side 120. Adjoining this surface section 14 is a surface section 15 inclined to the support plane AE, the inclination of which is approximately 5° to the support plane. The transition area between the parallel surface section 14 and the adjoining inclined surface section 15 is, in plan view, a curved line running parallel to the outer edge 130, as shown in particular by the Fig. 7 This can be seen from the information provided. The inclined surface section 15 is followed by the approach edge 50.

[0065] The intermediate element 30, which is in the Figs. 16 to 20 As shown in more detail, in a top view of the upper surface 31, which is in the Fig. 16 As shown, the intermediate element 30 is square in shape. Accordingly, in plan view, it has four straight sides 310, 320, 330, 340, each with a length corresponding to the second length X2 and thus half the first length X1. This is also particularly evident from the Figs. 1 and 2The sides 310, 320, 330, and 340 of the intermediate element 30 are designed as contact surfaces and therefore do not have a ramp edge 50, but are instead inclined outwards at an angle of 1° from the perpendicular to the support plane AE. The intermediate element 30 is designed such that a surface of the intermediate element 30 formed by the upper surface 31 runs parallel to the support plane AE defined by the lower surface 32 of the intermediate element 30.

[0066] As in particular the Fig. 1 As can be seen, the elements 10, 20, 30 are designed in such a way that the elements 10, 20, 30 can be placed next to each other in the area of ​​the attachment sides in such a way that the top surfaces 11, 21, 31 of the adjacent elements 10, 20, 30 merge seamlessly into each other in the attachment area of ​​the elements 10, 20, 30.

[0067] In the present case, the elements 10, 20, 30 between the top 11, 21, 31 and the bottom 12, 22, 32 have an identical maximum extent, which in this case is 12 cm.

[0068] On the underside 12, 22, 32, the respective element 10, 20, 30 has intersecting struts 80.

[0069] Elements 10, 20, and 30 lack any anchoring structures for connecting them to one another. Accordingly, each element 10, 20, or 30 is connected exclusively to the roadway 2 and not to one or more of the other elements 10, 20, or 30 adjacent to it.

[0070] The connection of each element 10, 20, 30 to the roadway 2 is effected by means of screws, wherein for this purpose each element 10, 20, 30 has vertically extending through-openings 90 extending from the upper surface 11, 21, 31 to the lower surface 12, 22, 32 and passing through the respective element 10, 20, 30. The curved element 10 has three through-openings 90, whereas the linear element 20 and the intermediate element 30 have only two through-openings 90. A screw can be inserted through these through-openings 90 into the respective element 10, 20, 30 such that the screw passes through the element 10, 20, 30 and is anchored to the roadway 2, for example by means of a dowel inserted into the roadway 2.

[0071] The modular system 1 described above, consisting of at least one arc element 10, at least one linear element 20, and at least one intermediate element 30, enables the user to construct roadway barriers of various types and sizes. The following are shown only as examples: Figs. 3, 4, 5 and 6 Further possible roadway barriers that can be constructed using the modular system 1 were shown. Fig. 3 Figure 3 shows another traffic island, which is composed solely of arc elements 10 and linear elements 20. Fig. 4 shows a pivoting island 4, which is composed solely of arc elements 10 and linear elements 20. Fig. 5 Figure 1 shows a pivoting island 4, which is composed of arc elements 10, linear elements 20 and intermediate elements 30. Fig. 6 shows a pivoting island 4, which is composed of arc elements 10, linear elements 20 and intermediate elements 30. Reference symbol list

[0072] 1 Modular system 2 Roadway 3 Traffic island 4 Swivel island 10 Curved element 11 Top 12 Bottom 13 Corner 14 Surface section 15 Surface section 20 Linear element 21 Top 22 Bottom 23 First section 24 Second section 30 Intermediate element 31 Top 32 Bottom 50 Ramp edge 61 Top edge 62 Bottom edge 70 Spacer 80 Bracing 110 First side 111 End 120 Second side 121 End 130 Third side 210 Longer side 220 Longer side 230 Shorter side 240 Shorter side 310 Side 320 Side 330 Side 340 Side X1 first length X2 second length W1 Angle W2 Inclination Angle W3 Angle AE Support Plane

Claims

1. Modular system (1) for constructing roadway boundaries on a roadway (2) in the form of a surface raised above the roadway (2), in particular for constructing a traffic island (3), a pivot island (4), a calming island, a crossing aid and / or a mini-roundabout, wherein the modular system (1) comprises several plate-shaped elements (10, 20, 30), wherein each element (10, 20, 30) has a top surface (11, 21, 31) facing away from the roadway (2) and a bottom surface (12, 22, 32) facing the roadway (2), wherein each element (10, 20, 30) can be placed on the roadway (2) with its bottom surface (12, 22, 32) and wherein each element (10, 20, 30) can be connected to the roadway (2), wherein the several elements (10, 20, 30) include: - at least one arc element (10), - at least one linear element (20) and - at least one intermediate element (30),wherein the arc element (10) is sector-shaped in a top view of the upper surface (11) with a first side (110) extending in a straight line from a corner (13) of the arc element (10), with a second side (120) extending in a straight line from the corner (13), wherein the second side (120) and the first side (110) form a right angle, and with a third side (130) extending in an arc shape between an end (111) of the first side (110) facing away from the corner (13) and an end (121) of the second side (120) facing away from the corner (13), wherein the first side (110) has a length (X1) in its direction of extension from the corner (13) to the end (111) of the first side (110) and the second side (120) extends in its direction of extension from the corner (13) (13) to the end (121) of the second side (120) has an extension corresponding to the first length (X1),wherein the first side (110) and the second side (120) are configured as contact sides and the third side (130) is configured as the outer side, wherein the linear element (20) is rectangular in a top view of the upper surface (21) with two longer sides (210, 220) extending in straight lines and parallel to each other and with two shorter sides (230, 240) extending perpendicular to the longer sides (210, 220), each having an extent corresponding to the first length (X1), each having a second length (X2) in which the ratio of the second length (X2) to the first length (X1) is 0.5, each having one side (230) of the shorter sides (230, 240) as the outer side and the other shorter side (X2) as the outer side. Page (240) and the longer pages (210, 220) are designed as attachment pages,wherein the intermediate element (30) is square in a top view of the top surface (31) with four straight sides (310, 320, 330, 340), wherein the sides (310, 320, 330, 340) of the intermediate element each have an extent corresponding to the second length (X2), wherein the sides (310, 320, 330, 340) of the intermediate element (30) are configured as contact surfaces, wherein the elements (10, 20, 30) are configured such that the elements (10, 20, 30) can be placed against each other in the area of ​​the contact surfaces in such a way that the top surfaces (11, 21, 31) of the placed elements (10, 20, 30) merge seamlessly into each other in the contact area of ​​the elements (10, 20, 30).

2. Modular system (1) according to claim 1, wherein the arc element (10) and the linear element (20) have a ramp edge (50) in the area of ​​their respective outer sides, preferably the ramp edge (50) enclosing an angle (W1) of 20° to 60° with a support plane (AE) defined by the underside (12, 22) of the respective element (10, 20).

3. Modular system (1) according to one of claims 1 to 2, wherein the respective installation side of the respective element (10, 20, 30) is designed such that an upper edge (61) of the installation side facing the roadway (2) projects outwards relative to a lower edge (62) facing the roadway (2).

4. Modular system (1) according to one of claims 1 to 3, wherein the respective mounting side of the respective element (10, 20, 30) is inclined to a support plane (AE) defined by the underside (12, 22, 32) of the respective element (10, 20, 30), wherein an angle of inclination (W2) enclosed by the mounting side with the support plane (AE) is greater than 90° to less than or equal to 95°.

5. Modular system (1) according to one of claims 1 to 4, wherein the intermediate element (30) is designed such that, in the top view of the top (31), a surface of the intermediate element (30) formed by the top (31) runs parallel to a support plane (AE) defined by the bottom (32) of the intermediate element (30).

6. Modular system (1) according to one of claims 1 to 5, wherein the linear element (20) is designed such that the top (21) of the linear element (20) has a square first section (23) in the top view of the top (21), wherein the square first section (23) comprises the shorter side (240) designed as the contact side and the halves of the longer sides (210, 220) adjoining this shorter side (240), wherein a first surface section formed by the square first section (23) of the top (21) extends parallel to a support plane (AE) defined by the bottom (22) of the linear element (20).

7. Modular system (1) according to one of claims 1 to 6, wherein the linear element (20) is designed such that the top (21) of the linear element (20) has a square second section (24) in the top view of the top (21), wherein the square second section (24) comprises the shorter side (230) formed as the outside and the halves of the longer sides (210, 220) adjoining this shorter side (230), wherein a second surface section formed by the square second section (24) of the top (21) is inclined to a support plane (AE) defined by the bottom (22) of the linear element (20).

8. Modular system (1) according to any one of claims 1 to 7, wherein the arc element (10) is designed such that the top (11) of the arc element (10) has a surface section (14) in the top view of the top (11), wherein the surface section (14) extends parallel to a support plane (AE) defined by the bottom (12) of the arc element (10), wherein the surface section (14) extends from the corner (13) to half of the first side (110) and to half of the second side (120).

9. Modular system (1) according to one of claims 1 to 8, wherein the respective element (10, 20, 30) is monolithic.

10. Modular system (1) according to one of claims 1 to 9, wherein the respective element (10, 20, 30) is made of recycled plastic.

11. Modular system (1) according to one of claims 1 to 10, wherein the mounting sides of the respective element (10, 20, 30) are free of anchoring structures, so that no mechanical anchoring of the elements (10, 20, 30) used takes place between each other during the construction of the roadway boundary.

12. Modular system (1) according to one of claims 1 to 11, wherein intersecting struts (80) are formed on the underside (12, 22, 32) of the respective element (10, 20, 30).

13. Arch element of the modular system according to one of claims 1 to 12.

14. Linear element of the modular system according to one of claims 1 to 12.

15. Intermediate element of the modular system according to one of claims 1 to 12.

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