DE102023000141A1 - Decentralized controlled door device of a rail vehicle - Google Patents

Abstract

The invention relates to a door device (200) of a rail vehicle (300), at least comprising: a door frame with a door opening, at least one door leaf (5a, 5b) driven relative to the door frame by a door leaf drive (1a, 1b) for opening and closing the door opening, a first door control (10) which provides a first part of the functions of a door leaf operation or door leaf actuation control of the at least one door leaf (5a, 5b) and which is arranged outside the at least one door leaf (5a, 5b), in particular on the door frame. The invention is characterized by a second door control (56) which is arranged on or in the at least one door leaf (5a, 5b) and which provides a second part of the functions of the door leaf operation or door leaf actuation control of the at least one door leaf (5a, 5b).

Description

The invention relates to a door device of a rail vehicle according to the preamble of claim 1. Furthermore, the invention also relates to a rail vehicle with such a door device according to claim 20.

At present, electrical components (sensors/actuators) in movable door leaves of door devices (entry systems) are connected discretely (individually) to a central door control system. This signal connection is made either via separate signal lines and/or via a bus system in which the individual signals are bundled for transmission. This means that all input and output signals must be transmitted continuously between the individual components in the door leaf(s) and the central door control system, since the control logic of these components is completely implemented in the central door control system.

This design results in a high level of effort for the cabling between the components in the door leaf(s) and the central door control, in high demands on the signal processing in the central door control and in an increased sensitivity to interference with the communication between the components and the central door control.

A generic door device is, for example, made of EN 20 2021 102 331 U1 There, a central door control device arranged on a drive carrier of the door frame is connected via a power chain and a cable arrangement arranged in the power chain as well as a distribution device to various actuators arranged in or on a door leaf of a door device, such as a sound module, a passenger button and a spotlight.

In contrast, the present invention is based on the object of providing a door device which reduces the complexity of the central door control and also allows less complex cabling and data transmission. A rail vehicle with at least one such door device is also to be provided.

This object is achieved according to the invention by the features of claims 1 and 20.

Disclosure of the invention

1. a) wenigstens einen Türrahmen mit wenigstens einer Türöffnung,
2. b) wenigstens einen gegenüber dem wenigstens einen Türrahmen durch wenigstens einen Türflügelantrieb angetriebenen Türflügel, zum Öffnen und Verschließen der wenigstens einen Türöffnung,
3. c) wenigstens eine erste Türsteuerung, welche einen ersten Teil von Funktionen einer Türflügelbetriebs- oder Türflügelbetätigungssteuerung des wenigstens einen Türflügels bereitstellt und welche außerhalb des wenigstens einen Türflügels, insbesondere an dem wenigstens einen Türrahmen angeordnet ist.

The invention relates to a door device of a rail vehicle, comprising at least:

1. a) at least one door frame with at least one door opening,
2. b) at least one door leaf driven relative to the at least one door frame by at least one door leaf drive for opening and closing the at least one door opening,
3. c) at least one first door control which provides a first part of functions of a door leaf operation or door leaf actuation control of the at least one door leaf and which is arranged outside the at least one door leaf, in particular on the at least one door frame.

A rail vehicle is understood to be a track-bound vehicle that travels on a rail track, such as a subway, a commuter train, a tram, or a carriage or railcar of a train. The door leaf can be a sliding door leaf with a pure translational degree of freedom or a combined sliding/swinging door leaf with a translational and rotational degree of freedom. The rail vehicle is particularly part of local or long-distance public transport.

The first door control can control at least one door leaf that can open or (partially) close a single door opening. In this respect, the first door control can provide the first part of the functions of the door leaf operation or door leaf actuation control of at least one door leaf that is assigned to a single door opening. In this respect, for example, a separate first door control can be provided for each door opening of the rail vehicle, which then provides the first part of the functions of the door leaf operation or door leaf actuation control of at least one door leaf that is assigned to the relevant door opening. In addition, the first door control can also be provided to provide the first part of the functions of the door leaf operation or door leaf actuation control of several door leaves that are assigned to different door openings or open and close them. The first part of the functions of the door leaf operation or door leaf actuation control, which is provided by the first door control, comprises in particular a (direct) control or regulation of the at least one door drive.

The then at least one first door control can communicate with a central control of the rail vehicle, for example with a central train control unit, in order to receive instruction signals from this, for example, which are sent by the central control depending on the driving state generated, for example when the rail vehicle stops, in particular at a platform, a release signal which generally allows the door wings to be opened by passengers, for example. The at least one first door control can also represent or comprise a central control of the rail vehicle.

• d) wenigstens eine zweite Türsteuerung, welche an oder in dem wenigstens einen Türflügel angeordnet ist oder dort integriert ist und welche einen zweiten Teil der Funktionen der Türflügelbetriebs- oder Türflügelbetätigungssteuerung des wenigstens einen Türflügels bereitstellt.

The invention is then characterized by

• d) at least one second door control which is arranged on or in the at least one door leaf or is integrated therein and which provides a second part of the functions of the door leaf operation or door leaf actuation control of the at least one door leaf.

The invention is therefore based on the fact that a first part of the functions of the door leaf operation or door leaf actuation control of the at least one door leaf is provided outside the at least one door leaf by the at least one first door control, which is arranged, for example, on the door frame and in particular controls at least one door leaf associated with a door opening or also several door leaves associated with different door openings. The invention then provides that a second part of the functions of the door leaf operation or door leaf actuation control of the at least one door leaf is outsourced to the at least one second (electronic) door control arranged in or on the movable door leaf.

The first door control can in particular represent a central door control, which in particular with regard to certain functions represents a master in a master/slave relationship between the first door control and the second door control as the slave. Equality between the first door control and the second door control is also possible, in particular with regard to certain functions. Last but not least, in particular with regard to certain functions, the second door control can also represent the master and the first door control the slave.

This enables decentralized control/regulation of components (actuators, sensors) of at least one door leaf by means of the then distributed first and second parts of the functions of the door leaf operation or door leaf actuation control. However, this does not rule out the possibility that the first and second parts of the functions of the door leaf operation or door leaf actuation control can also overlap, as long as they are not completely identical.

On the one hand, this relieves the control or regulation logic of components of the at least one door leaf in the first door control because part of the control logic (the second part) is present locally in the second door control on or in the at least one door leaf. The second door control in particular has local intelligence.

The intelligence of the second door control can consist in the fact that it evaluates a sensor signal received from at least one sensor and, depending on the sensor signal, generates an instruction signal, i.e. a command for at least one actuator in or on the door leaf. The at least one sensor is preferably arranged on or in the at least one door leaf, but alternatively also outside the at least one door leaf. Additionally or alternatively, the intelligence of the second door control can comprise an interpretation and/or implementation of an instruction signal received, for example, from the first door control and/or from the central control, for example in such a way that the second door control controls or regulates an actuator arranged on or in the at least one door leaf depending on the instruction signal. Open-loop and closed-loop controls are therefore possible through the second door control. Last but not least, the second door control can also generate an instruction signal for the first door control and/or the central control based on a sensor signal, for example from at least one sensor arranged in or on the at least one door leaf, due to its intelligence, for example to activate or deactivate the door drive.

As a result, it is no longer necessary to transmit all discrete signals between the components of the at least one door leaf (sensors, actuators) and the first door control, since the second part of the functions of the door leaf operation or door leaf actuation control are carried out or processed in the second door control in particular autonomously, i.e. independently of the first door control. This leads to a reduction in the amount of data that must be exchanged between the components (sensors, actuators) in or on the at least one door leaf and the first door control and thus to a reduction in potential interference. In particular, the requirements for the temporal dependency of the signal transmission between the first (central) door control and the components become less critical.

The subclaims list features of advantageous developments of the invention.

Particularly preferably, the second part of the functions of the door leaf operating or door leaf actuation control an evaluation of a sensor signal from at least one sensor, in particular arranged in or on the at least one door leaf, in particular also independently of the first door control.

According to a development, the second part of the functions of the door leaf operation or door leaf actuation control can include generating an instruction signal for the door leaf drive depending on the sensor signal, wherein the second door control is designed and configured to generate the instruction signal in particular independently of the first door control. The instruction signal for the door drive can in particular represent an activation or deactivation of the door drive, for example so that the at least one door leaf assumes an open position, a closed position or an intermediate position between the open position and the closed position. The second part of the functions of the door leaf operation or door leaf actuation control, which is provided by the second door control, therefore in particular comprises an (indirect) control or regulation of the at least one door drive.

In the sense of a “local intelligence” already mentioned above, the second door control can also be designed and configured to control or regulate at least one actuator arranged on or in the at least one door leaf with the aid of implemented control or regulation routines, in particular also independently of the first door control.

In a further development of this, the second door control can then be designed and configured to control or regulate, with the aid of the implemented control or regulating routines, the at least one actuator arranged on or in the at least one door leaf as a function of a sensor signal from at least one sensor arranged in particular on or in the at least one door leaf, in particular independently of the first door control.

An output stage (power control) can also be arranged between the second door control and the actuator, which is arranged in or on the at least one door leaf and is integrated, for example, into the second door control.

To implement the “local intelligence”, the second door control can comprise electronics with at least one microprocessor and/or at least one memory in which, in particular, an evaluation circuit for sensor signals and/or control or regulation routines are implemented.

In particular for digital communication with the first door control and/or with a central control, the second door control can comprise a digital data interface which is designed and configured for connection to a data bus.

Preferably, at least one communication device can be provided and designed to communicate instruction, status and/or feedback signals between the first door control and the second door control. An instruction signal is to be understood as a signal with the aid of which actuators and/or other control devices arranged in or on the at least one door leaf are controlled or regulated. Status signals or feedback signals can represent the state or position of the at least one door leaf, in particular with regard to its respective position relative to the door opening (open position, closed position, intermediate position), but also a functional state of the second door control itself or of components connected to it, such as actuators and sensors on or in the at least one door leaf. This can also be understood as a signal which characterizes a trapping or collision situation between the at least one door leaf and an object or a person.

The communication device can be designed and set up to work according to a multiplexing method in which several signals are bundled and transmitted simultaneously over a medium. Bundling can be carried out, for example, by modulating data or signals onto a carrier signal, which is then demodulated at the receiver, in particular in the first door control, as part of an unbundling. The communication device can also be integrated in the second door control or can also be a stand-alone device that is connected to the second door control as well as to the first door control.

The medium used for the communication device can comprise one or more lines, a cable, both possibly in a drag chain, a data bus and/or a radio link.

An energy chain can also be provided between the at least one door leaf and an external energy supply in order to supply at least the second door control and/or components installed in or on the at least one door leaf, such as actuators and/or sensors, with electrical energy. Alternatively or additionally, an electrical A power supply such as a battery, an accumulator or a capacitor can be arranged on or in the at least one door leaf in order to supply the second door control and/or the components arranged on or in the at least one door leaf with electrical energy.

According to one application, the second door control can comprise a control of at least one display arranged on the at least one door leaf, in particular on or in a transparent door pane of the door leaf, wherein the second part of the functions of the door leaf operation or door leaf actuation control includes a control of graphics, symbols and/or alphanumeric characters shown on the display. The second door control can in particular control at least one display in order to show graphics, symbols and/or alphanumeric characters in an interior of the rail vehicle and/or to the outside. The graphics, symbols and/or alphanumeric characters can in particular contain information about arrival and departure times of the rail vehicle, connecting connections, entrances and exits at platforms, etc., but also advertising.

According to a further application, the second door control can comprise a control of at least one operating unit, in which at least one actuating element for inputting door opening and/or door closing commands, at least one sensor that detects an actuation of the actuating element and interacts with the second door control, and at least one optical and/or acoustic signaling device are integrated, which is set up and designed to signal at least the door leaf state and/or a possible actuation of the door leaf. The second part of the functions of the door leaf operation or door leaf actuation control then comprises the control of the optical and/or acoustic signaling device and/or the door leaf drive, for example by means of an instruction signal that is generated by the second electronic door control as a function of an actuation of the at least one actuating element.

The operating unit then represents an independent operating module which in particular carries out the opening and closing control of the at least one door leaf when, for example, a release signal has been transmitted from the central control of the rail vehicle and/or from the first door control to the second door control so that the latter then controls or regulates the opening and closing of the at least one door leaf (only) depending on the actuation of the at least one actuating element and in particular independently of the first door control.

According to a further application, the second door control can comprise a control of at least one LED device arranged on the at least one door leaf and comprising at least one LED. The LED device can in particular signal a possible or already completed actuation of the at least one door leaf, e.g. green light for a possible or permitted opening or closing of the at least one door leaf, in particular by actuating the at least one actuating element of the operating unit described above. On the other hand, red light can symbolize that the at least one door leaf cannot be opened. Serial control of several LEDs arranged along a light strip to generate light bars of different lengths is also conceivable.

According to a further development, at least one brightness sensor can also be arranged on the at least one door leaf, wherein the second door control controls the at least one LED device depending on the signal of the brightness sensor.

The LED device can also backlight recesses made in a cover, which then, when illuminated by the LED device, display graphic symbols such as arrows pointing outwards, for example to signal that at least one door leaf is currently being opened or closed.

According to a further application, the second door control can comprise a contactless control or regulation of the at least one door leaf, wherein the second part of the functions is a generation of an instruction signal for the door leaf drive depending on a signal from at least one contactless proximity sensor arranged on or in the at least one door leaf, which is generated depending on a relative distance between a person and/or an object and the at least one proximity sensor. If, for example, a release signal has been transmitted from the central control of the rail vehicle and/or from the first door control to the second door control, for example after the rail vehicle has stopped, then the second door control can autonomously and in particular independently of the first (central) door control cause the at least one door leaf to open or to hold it in the closed position (only) depending on the signal from the at least contactless proximity sensor. Then, for example, only the door leaves are automatically controlled by the second door control from the closed position to the open position in the vicinity of which there is a pass. sagier or an object such as a cane.

According to a further application, the second door control can also include a control of a pinching prevention or a pinching detection, wherein the second part of the functions comprises a generation of a detection signal representing a pinching or collision situation depending on a signal from at least one pinching or collision detection sensor, which this generates depending on a pinching or collision situation. This signal is generated, for example, when an object and/or a body part of a person is pinched between a closing edge of the door leaf and the door frame or another closing edge of another door leaf. The pinching or collision detection sensor can in particular comprise a force or pressure sensor which is arranged in the region of the closing edge.

According to a further application, the second door control can comprise a control of a sound module arranged on or in the at least one door leaf, which outputs acoustic signals and/or acoustic information, wherein the second part of the functions of the functions of the door leaf operation or door leaf actuation control comprises a control of the sound module depending on instruction, status and/or feedback signals of the at least one door leaf or for the at least one door leaf. In particular, the control of the sound module by the second door control can take place depending on the ambient noise, which is detected, for example, by a sensor that interacts with the second door control, such as a microphone. Preferably, the sensor is also arranged on or in the at least one door leaf.

In a further development, the sound module can be comprised of a detection tone generating device which is controlled by the second door control and is designed and configured to generate an acoustic detection tone in the area of the at least one door leaf. Such a detection tone generating device serves in particular to make it easier for visually impaired people to locate the door device or the at least one door leaf by means of the detection tone emitted. In particular, the detection tone generating device can be controlled by the second door control depending on the ambient noise level, which is detected, for example, by a sensor such as a microphone which interacts with the second door control. The sensor is preferably also arranged on or in the at least one door leaf.

According to a further development, several of the controls described above can also be implemented in the second door control. The second door control can represent a single structural unit and then comprise the entire second part of the functions of the door leaf operation or door leaf actuation control. However, it is also conceivable to distribute the second part of the functions of the door leaf operation or door leaf actuation control to several second door controls, which are then arranged in or on the at least one door leaf or integrated there.

The invention also relates to a rail vehicle with at least one door device as described above, which is designed in particular for the transport of goods and/or passengers in local or long-distance public transport.

drawing

• 1 eine schematische Seitenansicht eines Schienenfahrzeugs mit zwei zweiflügeligen Türvorrichtungen gemäß einer bevorzugten Ausführungsform der Erfindung;
• 2 eine schematische Darstellung einer der beiden zweiflügeligen Türvorrichtungen von 1;
• 3 eine schematische Draufsicht auf eine Kombination einer Betätigungseinrichtung und einer Verfügbarkeits-Wiedergabevorrichtung in einer Baueinheit, welche mit einer mit zweiflügeligen Fahrzeugtürvorrichtung gemäß 2 zusammenwirkt;
• 4 eine weitere schematische Darstellung der zweiflügeligen Türvorrichtung von 2.

An embodiment of the invention is shown in the drawing below and explained in more detail in the following description. In the drawing,

• 1 a schematic side view of a rail vehicle with two double-leaf door devices according to a preferred embodiment of the invention;
• 2 a schematic representation of one of the two double-leaf door devices of 1 ;
• 3 a schematic plan view of a combination of an actuating device and an availability display device in a structural unit, which is provided with a double-leaf vehicle door device according to 2 interacts;
• 4 another schematic representation of the double-leaf door device of 2 .

Description of the embodiment

The 1 shows a rail vehicle 300 with, for example, two double-leaf door devices 200, each of which is comprised of an entry system of the rail vehicle 300. The rail vehicle 300 is designed in particular for passenger transport in local or long-distance public transport and here, for example, as a railcar. The rail vehicle 300 has a central control 53, which carries out essential control and regulation functions of the rail vehicle 300, and for each door device 200, for example, its own first electronic door control 10, which carries out a first part of functions of a door leaf operation or door leaf actuation control of two door devices each. wings 5a and 5b of the relevant door device 200 and which is arranged, for example, on a door frame of the relevant door device 200. The door devices 200 are each designed here, for example, as prefabricated and complete door modules, each of which has a door frame, a door guide, the two door wings 5a, 5b and the first electronic door control 10. Such a door module can then be inserted completely into a door opening in the side wall of the rail vehicle 300.

The first electronic door controls 10 communicate, for example, via a first data bus 6 with the central control unit 53 and can also receive an enable signal via this route, which the central control unit 53 controls, in particular when the rail vehicle 300 stops at a platform, in order to enable the door leaves 5a, 5b of the door devices 200 to be opened individually by passengers, for example.

In 2 is a schematic side view of a double-leaf door device 200 of the rail vehicle 300 of 1 The two-leaf door device 200 comprises a first door leaf 5a and a second door leaf 5b. Here, the first door leaf 5a is, for example, a first sliding door leaf that can be moved in a direction of movement and the second door leaf 5b is a second sliding door leaf that can be moved in the direction of movement. Consequently, the door device 200 here preferably represents a sliding door device.

The door leaves 5a, 5b carry first lighting means 150a on their mutually facing closing edges 7a, 7b, namely on a first closing edge 7a and second lighting means 150b on a second closing edge 7b.

Furthermore, a first door guide (not shown here) is provided, which guides the first door leaf 5a relative to a door opening on the door frame, and a second door guide (also not shown here) which guides the second door leaf 5b relative to the door opening on the door frame.

The door device 200 further comprises first and second drive devices 9a, 9b, for example without mechanical coupling of the two door leaves 5a, 5b. A first drive device 9a comprises a first motor 1a driving a first spindle 2a and a first nut spindle drive from the first spindle 2a and associated first spindle nut 3a. In an analogous manner, a second drive device 9b comprises a second motor 1b driving a second spindle 2b and a second nut spindle drive from the second spindle 2b and associated second spindle nut 3b. The motors 1a, 1b are, for example, rotary motors, which then drive the associated spindle 2a, 2b in order to screw the respective spindle nut 3a, 3b, which is held in a rotationally fixed manner, along the associated spindle 2a, 2b via the respective nut spindle drive, with mechanical connecting elements 4a, 4b each connecting a door leaf 5a, 5b to the respective spindle nut 3a, 3b. Alternatively, the door leaves 5a, 5b could also be driven linearly directly, i.e. without nut spindle drives, for example by a linear motor.

The first door leaf 5a can therefore be moved by the first drive device 9a between a first open position and a first closed position, each as an end position, and into any intermediate position between the first open position and the first closed position. In the same way, the second door leaf 5b can also be moved by the second drive device 9b between a second open position and a second closed position, each as an end position, and into any intermediate position between the second open position and the second closed position.

The first drive device 9a and the second drive device 9b are therefore designed separately here. The first drive device 9a and the second drive device 9b are controlled jointly by a first electronic door control 10, which controls the movement of the two door leaves 5a, 5b. A first movement of the first door leaf 5a between the first open position and the first closed position in relation to a second movement of the second door leaf 5b between the second open position and the second closed position therefore takes place here, for example, without mechanical coupling between the first door leaf 5a and the second door leaf 5b. Rather, the two door leaves 5a and 5b are controlled jointly by the electronic first door control 10, then electronically coupled, or individually, i.e. independently of one another.

For example, in both door leaves 5a and 5b, a playback device 54 is arranged, which is connected to the two-leaf vehicle door device 200 according to 2 as described below. In 2 For reasons of scale, such a display device 54 is only shown on the first door leaf 5a, but the second door leaf 5b may also be equipped with such a display device 54.

The playback device 54 is part of an availability playback device 50, which comprises a second electronic door control 56 and is controlled by it. The availability playback device 50 can here, for example, by means of optical information, indicate an availability, or if there is no availability, a non-availability of the two door leaves 5a, 5b with regard to an opening possibility of the two door leaves 5a, 5b, in particular when the rail vehicle stops at a platform.

Here, for example, combined with the availability display device 50 or with the display device 54 in one structural unit is an actuating device 51 which is also controlled by the second electronic door control 56 and which here has, for example, two actuating elements, a first actuating element 52a and a second actuating element 52b for actuating, for example, the first door leaf 5a and which is also controlled, for example, by the second electronic door control 56. It is understood that the actuating elements 52a and 52b act on sensors (not shown here) which detect an actuation of the actuating elements 52a, 52b and interact accordingly with the second door control 56. In 2 For reasons of clarity, the second electronic door control 56 is shown separately from the structural unit in which the availability display device 50 is combined with the actuating device 51. However, the second electronic door control 56 can also be integrated into this structural unit.

For example, symbols designed as arrows are formed on or at the actuating elements 52a, 52b, which are intended to symbolize an opening and closing direction of the door leaves 5a, 5b. The two door leaves 5a, 5b can then be individually actuated between their respective open and closed positions by the actuating elements 52a, 52b, provided, however, that the second electronic door control 56 has received the release signal from the central control unit 53 that the door leaves 5a and 5b are released for actuation. When the first actuating element 52a of the actuating device 51 is actuated, which as can be seen from 2 easily understandable, for example, symbolizing the opening direction of the first door leaf 5a, an opening signal is then fed into the second electronic door control 56, processed there and, for example, also digitized there.

The second electronic door control 56 is connected to the first electronic door control via a second data bus 57. Since the second electronic door control 56 is integrated into the movable door leaf 5a, the second data bus is preferably integrated into a drag chain cable (not shown here). The second electronic door control 56 also receives the release signal from the first electronic door control 10 via this second data bus 57, so that an actuation of the first door leaf 5a by a passenger using the actuating device 51 or, here, for example, using the first actuating element 52a is actually possible.

Also via the second data bus 57, the second electronic door control 56 then controls a first actuation signal S1 for actuating the first door leaf 5a in response to the opening signal in the first electronic door control 10, which then controls or activates the first motor 1a accordingly in order to move the first door leaf 5a from the closed position to the open position.

The two door leaves 5a and 5b can therefore be operated separately, for example, by their own actuating device 51. For example, when the actuating device 51 is in the position of use, the first, here for example left, actuating element 52a then actuates the first door leaf 5a into the open position and the second, here for example right, actuating element 52a actuates the first door leaf 5a into the closed position. In an analogous manner, but mirror-inverted, the second door leaf 5b is controlled by means of its own actuating device, not shown here.

As stated above, in the embodiment of 2 the playback device 54 and the operating device 51 form a structural unit which is arranged on or in the door leaves 5a and 5b and is controlled jointly by the second electronic control 56, for example.

Here, for example, the second electronic door controls 56 integrated in the door leaves 5a, 5b can receive, in particular from the first electronic door control 10 or from the central control 53, a first availability signal V1 for the availability of the first door leaf 5a or a first unavailability signal NV1 representing the unavailability of the first door leaf 5a with respect to an actuation of the first door leaf 5b, and separately from this a second electrical availability signal V2 representing the availability of the second door leaf 5b or a second unavailability signal NV2 representing the unavailability of the second door leaf 5b with respect to an actuation of the second door leaf 5b. This then means that the relevant door leaf 5a or 5b remains in its closed position despite an actuation of the relevant actuating device 51 or the respective first actuating member 52a and then cannot be opened.

The first and second availability signals V1 and V2 can basically be generated when the rail vehicle 300 is at a standstill or at a platform, and then after generating a general release signal for the door leaves 5a, 5b, there is additionally no error in the door leaves 5a, 5b, the motors 1a, 1b and in the respective drive trains which mechanically connect the door leaves 5a, 5b to the motors 1a, 1b.

However, if, for example due to wear between the first spindle 2a and the associated spindle nut 3a, a current that exceeds an upper limit current flows through the first motor 1a, the first electronic door control 10 registers this and then generates the first unavailability signal NV1. This first unavailability signal NV1 does not allow the first motor 1a to be controlled by the first actuation signal S1 for actuating the first door leaf 5a, which is generated by the second electronic door control 56 and fed into the first electronic door control 10 via the second data bus 57, so that the first door leaf 5a remains in the closed position and can then no longer be opened in order to avoid the first door leaf 5a jamming during further actuation.

The first and second availability signals V1 and V2 and/or the first and second non-availability signals NV1 and NV2 can also be generated via a user interface, in particular by operating personnel, when a door leaf 5a or 5b or both door leaves 5a and 5b of a door device 200 can or should not be operated.

If, for example, there is no fault in the second door leaf 5b, the second motor 1b or in the drive train which mechanically connects the second door leaf 5b to the second motor 1b, the first electronic door control 10 generates, for example, a second availability signal V2 for the second door leaf 5b, which means that it can be operated without restriction.

The first electronic door control 10 therefore preferably monitors the vehicle door device 200 for defects and errors and, depending on this monitoring, evaluates the availability of its door leaves 5a, 5b with regard to permitted or prohibited operation. This monitoring, including the generation of the availability signals V1, V2 or the non-availability signals NV1, NV2 for the two door leaves 5a, 5b and the control of the first and second drive devices 9a and 9b, are therefore included in the first part of the functions of the door leaf operation or door leaf actuation control. It is of course also conceivable that a non-availability signal, namely the first and second non-availability signals NV1 and NV2, are generated by the first electronic door control 10 for both door leaves 5a and 5b.

The first unavailability signal NV1 for the first door leaf 5a and/or the second unavailability signal NV2 for the second door leaf 5b can also be generated by the first electronic door control 10 if it is prompted to do so, for example by means of a user interface not shown here, for example by an input from the train driver or maintenance personnel via the user interface, that an actuation of the first door leaf 5a, for example, is not desired because, for example, it has been determined that actuation of the first door leaf 5a represents a risk due to damage to the first door leaf 5a.

The first electronic door control 10 is therefore designed in such a way that the actuation signals S1, S2 for the door leaves 5a, 5b transmitted by the second electronic door controls 56 and generated by actuating the actuating elements 52, 52b of the actuating device 51 can only be converted into an activation of the motor 1a, 1b of the relevant door leaf 5a, 5b if an availability signal V1 or V2 and no non-availability signal NV1 or NV2 has been generated for the relevant door leaf 5a, 5b. The actuation signals S1, S2 represent instruction signals generated in particular by the second electronic door control 56 for the first electronic door control 10 with regard to an activation of the first and second drive devices 91 and 9b, in particular the first and second motors 1a, 1b.

In the example discussed here, where the first electronic door control 10 generates a non-availability signal NV1 for the first door leaf 5a, but an availability signal V2 for the second door leaf 5b, these signals are fed into the second electronic door controls 56 via the second data bus 57 and processed there.

If the first electronic door control 10 has then generated an unavailability signal NV1 for the first door leaf 5a, for example, the first actuation signal S1 generated by a possible actuation of the first actuation element 52a of the actuation device 51 and transmitted via the second data bus 57 for an actuation of the first door leaf 5a or for the first motor 1a in the first electronic door control 10 is overwritten or ineffective, so that the first door leaf 5a cannot then be actuated.

On the other hand, if the first electronic door control 10 has generated an availability signal V2 for the second door leaf 5b, for example, a second actuation signal S2 generated by a possible actuation of the first actuating element 52a of the actuating device 51 of the second door leaf 5b for an actuation of the second door leaf 5b is not overwritten in the first electronic door control 10, so that the second motor 1b or the second door leaf 5b can then be actuated.

The evaluation of the availability or non-availability signals V1, V2 or NV1, NV2 fed into the second electronic door controls 56 by the first electronic door control 10 is therefore included in a second part of the functions of the door leaf operation or door leaf actuation control, which the second electronic door controls 56 provide in order to visually and/or acoustically display the availability or non-availability of the door leaves 5a, 5b by the availability display devices 50. The availability display devices 50 integrated in the door leaves 5a, 5b or their display devices 54 are therefore controlled depending on this evaluation.

• - an dem ersten Türflügel 5a erste optische Informationen abhängig von dem ersten Verfügbarkeitssignal V1 über die Verfügbarkeit des ersten Türflügels 5a oder abhängig von dem ersten Nicht-Verfügbarkeitssignal NV1 über die Nicht-Verfügbarkeit des ersten Türflügels 5a, und
• - an dem zweiten Türflügel 5b zweite optische Informationen abhängig von dem zweiten Verfügbarkeitssignal V2 über die Verfügbarkeit des zweiten Türflügels 5b oder abhängig von dem zweiten Nicht-Verfügbarkeitssignal NV2 über die Nicht-Verfügbarkeit des zweiten Türflügels 5b.

3 shows a schematic individual representation of the playback device 54 of 2 according to a preferred embodiment. The playback device 54, which is arranged in particular on each door leaf 5a, 5b, generates

• - on the first door leaf 5a, first optical information depending on the first availability signal V1 about the availability of the first door leaf 5a or depending on the first non-availability signal NV1 about the non-availability of the first door leaf 5a, and
• - on the second door leaf 5b, second optical information depending on the second availability signal V2 about the availability of the second door leaf 5b or depending on the second unavailability signal NV2 about the unavailability of the second door leaf 5b.

The first and second optical information here consists, for example, of LEDs lighting up in the colors "green" and "red", whereby an availability signal V1 or V2 for a door leaf 5a, 5b is assigned the color "green" and an unavailability signal NV1 or NV2 for a door leaf 5a, 5b is assigned the color "red". This assignment is easy for passengers to understand.

The display device 54 is therefore designed as an optical display device and has a light source field in the form of a light source ring 55, which is divided vertically into a first light source ring part 56a for the first door leaf 5a and a second light source ring part 56b for the second door leaf 5b and here, for example, encloses the actuating device 51. The first and second light source ring parts 56a and 56b are each formed here, for example, by an LED strip, which can then be controlled by the controller with regard to the color of the emitted light.

If we now assume the case described above in which the rail vehicle is at a standstill at a stop or in a station and a general release signal for the door leaves 5a, 5b has therefore been generated and received by the first electronic door control 10, the latter assigns a first unavailability signal NV1 to the first door leaf 5a and a second availability signal V2 to the second door leaf 5b. The first electronic door control 10 then feeds the first unavailability signal NV1 into the second electronic door control 56 of the first door leaf 5a and the second availability signal V2 into the second electronic door control 56 of the second door leaf 5b. These signals are interpreted or evaluated there and, depending on these signals, the light ring parts 56a, 56b of the display devices 54 arranged there are then controlled.

For example, the second electronic door control 56 of the first door leaf 5a controls the first and second light ring parts 56a, 56b arranged there so that they emit red light. In contrast, the second electronic door control 56 of the second door leaf 5b controls the first and second light ring parts 56a, 56b so that they emit green light. The passenger at the stop or in the station or inside the rail vehicle is then informed via the color logic that the first door leaf 5a is locked for operation and only the second door leaf 5b can be operated for boarding or alighting.

If, however, the rail vehicle has started moving and has left the stop or the station, the general release signal for the door leaves 5a, 5b is not generated or is suppressed, so that the first electronic door control 10 then assigns a first non-availability signal NV1 to the first door leaf 5a and a second non-availability signal NV2 to the second door leaf 5b. Then the second electronic door control 56, which controls the Unavailability signals NV1 and NV2 have been transmitted, the first and second luminous ring parts 56a, 56b of both display devices 54 indicate that they emit red light.

3 and 4 now show the double-leaf vehicle door device 200 of 2 with an extension of the availability display devices 50 of the door leaves 5a, 5b. The availability display devices 50 are in turn each controlled by the 2 shown second electronic door control 56. In addition, although not explicitly shown, actuating devices 51 are provided for both door leaves 5a and 5b. As shown in 2 the first door leaf 5a is provided with a first window 110a and the second door leaf 5b is provided with a second window 110b.

In automatic door leaves for rail vehicles, a finger protection rubber on the closing edge serves to prevent injuries. According to this embodiment, an optical display device, e.g. as an LED strip, is integrated in or on this finger protection rubber, by means of which the availability or non-availability of the relevant door leaf 5a, 5b with regard to possible operation can be visually displayed.

Therefore, for example, a light-capable finger protection device 120a, 120b is arranged on the closing edges 7a, 7b of the door leaves 5a, 5b, a first finger protection device 120a on the first door leaf 5a and a second finger protection device 120b on the second door leaf 5b. The first light-capable finger protection device 120a comprises a first finger protection strip (not explicitly shown here) and a first light source 150a, and the second light-capable finger protection device 120b comprises a second finger protection strip (not explicitly shown here) and a second light source 150b. The protection strips can be made from an opaque or a completely or partially translucent plastic material, which can also be designed to be reversibly deformable. The light sources 150a, 150b can each be designed, for example, as rod-shaped LED arrangements. In the case of the 4 In the embodiment shown, the lighting means 150a, 150b preferably extend over an entire length of the closing edges 7a, 7b of the two door leaves 5a, 5b.

The lighting means 150a, 150b can be connected to the protective strips in different ways. If the protective strip is opaque, for example, the lighting means 150a, 150b can be attached to the protective strip by gluing or other types of connection. The lighting means 150a, 150b can also be arranged in a groove in the protective strip. If the protective strip is at least partially translucent, the lighting means 150a, 150b can be arranged in a groove or a cavity in a translucent area of the protective strip, for example. The lighting means 150a, 150b is activated or deactivated by the second electronic door control 56, for example, depending on the availability signal V1 or V2 or the non-availability signal NV1 or NV2 input by the first electronic door control 10. If the light source 150a, 150b is activated, it lights up (in particular with a certain color), which can indicate that the door leaf 5a or 5b associated with the relevant light source 150a or 150b is available for operation. If, however, the light source 150a, 150b is deactivated, it does not light up, which can indicate, for example, that the door leaf 5a or 5b associated with the relevant light source 150a or 150b is not available for operation.

As in the present case, the availability and non-availability of the door leaves 5a, 5b can also be represented by different colors. By appropriately controlling the second electronic door controls 56 integrated in the door leaves 5a, 5b, the availability or non-availability of the door leaves 5a, 5b can thus be indicated by means of the lighting means 150a, 150b.

If the first door leaf 100a is not available for operation, for example, the first light source 150a is controlled by the associated second electronic door control 56 in the first door leaf 5a so that it lights up in red, for example, which is intended to signal that the first door leaf 5a cannot be operated. If the second door leaf 5b is to be available for operation, the second light source 150b is controlled by the associated second electronic door control 56 in the second door leaf 5b so that it lights up in green, for example, which is intended to signal that the second door leaf 5b can be operated.

An alternative or additional possibility for displaying the availability or non-availability of the relevant door leaf 5a, 5b with regard to possible operation by means of an optical display device can be implemented by means of displays 130a, 130b, a first display 130a and a second display 130b. The first display 130a can be arranged or integrated in or on the first window 110a of the first door leaf 5a and the second display 130b can be arranged or integrated in or on the second window 110b of the second door leaf 5b. The displays 130a, 130b can be transparent OLED displays in particular.

The availability or non-availability of the relevant door leaf 5a, 5b or both door leaves 100a, 100b can then be displayed on the displays 130a, 130b, in particular using alphanumeric characters. For example, availability can be visually indicated by the message "door in operation", while non-availability can be visually indicated by the message "door locked", so that the passenger is informed as to which of the two door leaves 5a or 5b he can operate.

The availability or non-availability of a door leaf 5a, 5b can also be transmitted to a passenger by acoustic information such as spoken announcements (“left door leaf defective”) reproduced by an acoustic reproduction device such as a sound module 58. This sound module 58 is then in turn controlled by the second electronic door control 56 depending on the availability signal V1, V2 or non-availability signal NV1, NV2 input by the first electronic door control 10, as 2 shows.

As the example described above shows, a first part of the functions of the door leaf operation or door leaf actuation control of the two door leaves outside the door leaves 5a, 5b is provided by the first electronic door control, while a second part of the functions of the door leaf operation or door leaf actuation control of the door leaves 5a, 5b is provided in the second electronic door controls 56 arranged in or on the door leaves 5a and 5b. Consequently, the second part of the functions of the door leaf operation or door leaf actuation control can be carried out by a second electronic door control 56 independently of the first electronic door control 10, such as here, for example, the local control of the availability display device 50.

However, this division of the functions of the door leaf operation or door leaf actuation control is not limited to the applications described above, but can be extended to other functions.

For example, the second door control 56 can comprise a contactless control or regulation of the door leaves 5a, 5b, wherein the second part of the functions of the door leaf operation or door leaf actuation control is a generation of instruction signals S1 for the door leaf drives or motors 1a, 1b depending on a signal from a contactless proximity sensor arranged on or in at least one door leaf 5a, 5b, which is generated depending on a relative distance between a person and/or an object and the at least one proximity sensor. This enables automatic opening of the door leaves 5a, 5b controlled by the second door control 56 when a person or an object approaches the proximity sensor integrated in at least one door leaf 5a, 5b. The second part of the functions of the door leaf operation or door leaf actuation control then comprises an evaluation and processing of the signal of the contactless proximity sensor as well as a generation of the instruction signal S1 to the first electronic door control 10 depending thereon, for example to activate or deactivate the first and/or second drive device 9a, 9b and thereby automatically control the two door leaves 5a, 5b depending on the proximity.

The second door control 56 can also include a control of a pinching prevention or a pinching or collision detection, wherein the second part of the functions of the door leaf operation or door leaf actuation control includes a generation of a detection signal representing a pinching or collision situation depending on a signal from at least one pinching or collision detection sensor, which is installed, for example, on at least one of the two door leaves 5a, 5b. The second part of the functions of the door leaf operation or door leaf actuation control then includes an evaluation and processing of the signal from the pinching or collision detection sensor and a generation of the instruction signal S1 to the first electronic door control 10 depending thereon, for example to deactivate the first and/or second drive device 9a, 9b and thereby eliminate the pinching or collision situation.

List of reference symbols

1a

first engine

1b

second engine

2

spindle

2a

first spindle

2 B

second spindle

3

Spindle nut

3a

first spindle nut

3b

second spindle nut

4a

first connecting element

4b

second connecting element

5a

first door leaf

5b

second door leaf

6

first data bus

7a

first closing edge

7b

second closing edge

8th

Locking device

9

Drive system

9a

first drive device

9b

second drive device

10

first electronic door control

11

Side wall

50

Availability playback device

51

Actuating device

52a

first actuator

52b

second actuator

53

central control unit

54

Playback device

55

Lamp ring

56

second electronic door control

56a

first lamp ring part

56b

second lamp ring part

57

second data bus

110a

first window

110b

second window

120a

first finger protection device

120b

second finger protection device

130a

first display

130b

second display

150a

first light source

150b

second light source

200

Door device

300

Rail vehicle

S1

first actuation signal

S2

second actuation signal

V1

first availability signal

V2

second availability signal

NV1

first unavailability signal

NV2

second unavailability signal

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely for the better information of the reader. 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

• DE 202021102331 U1 [0004]

Claims (20)

Door device (200) of a rail vehicle (300), at least comprising: a) at least one door frame with at least one door opening, b) at least one door leaf (5a, 5b) driven relative to the at least one door frame by at least one door leaf drive (1a, 1b), for opening and closing the at least one door opening, c) at least one first door control (10) which provides a first part of functions of a door leaf operation or door leaf actuation control of the at least one door leaf (5a, 5b) and which is arranged outside the at least one door leaf (5a, 5b), in particular on the at least one door frame, characterized by d) at least one second door control (56) which is arranged on or in the at least one door leaf (5a, 5b) and which provides a second part of the functions of the door leaf operation or door leaf actuation control of the at least one door leaf (5a, 5b). Door device according to Claim 1 , characterized in that the second part of the functions of the door leaf operation or door leaf actuation control comprises an evaluation of a sensor signal from at least one sensor (51, 54, 52a, 52b), in particular arranged in or on the at least one door leaf, and/or an actuation of an actuator (50, 54, 130a, 130b) depending on the sensor signal, in particular independently of the first door control (10). Door device according to Claim 2 , characterized in that the second part of the functions of the door leaf operation or door leaf actuation control comprises a generation of an instruction signal (S1, S2) for the door leaf drive (1a, 1b) as a function of the sensor signal, wherein the second door control (56) is designed and configured to generate the instruction signal (S1, S2) in particular independently of the first door control. Door device according to one of the preceding claims, characterized in that the second door control (56) is designed and configured to control or regulate at least one actuator (50, 54, 130a, 130b) arranged on or in the at least one door leaf (5a, 5b) with the aid of implemented control or regulating routines, in particular independently of the first door control (10). Door device according to Claim 4 , characterized in that the second door control (56) is designed and configured to control or regulate, with the aid of the implemented control or regulating routines, the at least one actuator (50, 54, 130a, 130b) arranged on or in the at least one door leaf (5a, 5b) as a function of a sensor signal from at least one sensor (51, 54, 52a, 52b) arranged in particular on or in the at least one door leaf (5a, 5b), in particular independently of the first door control (10). Door device according to Claims 4 or 5 , characterized in that an output stage is arranged between the second door control (56) and the actuator (50, 54, 130a, 130b), which output stage is arranged in or on the at least one door leaf (5a, 5b). Door device according to one of the preceding claims, characterized in that the second door control (56) comprises electronics with at least one microprocessor and/or at least one memory. Door device according to one of the preceding claims, characterized in that the second door control (56) comprises a digital data interface which is designed and arranged for connection to a data bus (57). Door device according to one of the preceding claims, characterized in that at least one communication device is provided and designed to communicate instruction, status and/or feedback signals (S1, S2, V1, V2, NV1, NV2) between the first door control (10) and the second door control (56). Door device Claims 9 , characterized in that the communication device is designed and arranged to operate according to a multiplexing method in which several signals are bundled and transmitted simultaneously over a medium. Door device according to Claim 10 , characterized in that the medium comprises a line, a cable, a data bus (57), a radio link and/or a drag chain line. Door device according to one of the preceding claims, characterized in that the second door control (56) comprises a control of at least one display (130a, 130b) arranged on the at least one door leaf (5a, 5b), in particular on or in a transparent door pane (110a, 110b) of the door leaf (5a, 5b), the second part of the functions comprising a control of graphics shown on the display (130a, 130b). phics, symbols, and/or alphanumeric characters. Door device according to one of the preceding claims, characterized in that the second door control (56) comprises a control of at least one operating unit (51), in which at least the electronic operating unit control, at least one actuating element (52a, 52b) for entering door opening and/or door closing commands, at least one sensor detecting an actuation of the actuating element (52a, 52b) and interacting with the second door control (56), and at least one optical and/or acoustic signaling device (50, 54, 56a, 56b) are integrated, which is set up and designed to signal at least the door leaf state and/or a possible actuation of the door leaf (5a, 5b), the second part of the functions being a control of a) the optical and/or acoustic signaling device (50, 54, 56a, 56b), and/or b) the door leaf drive (1a, 1b) by an instruction signal (S1, S2) which is generated by the second door control (56) in response to the actuation of the actuating element (52a, 52b). Door device according to one of the preceding claims, characterized in that the second door control (56) comprises a control of at least one LED device (150a, 150b) arranged on the at least one door leaf (5a, 5b) and comprising at least one LED. Door device according to Claim 14 , characterized in that at least one brightness sensor is arranged on the at least one door leaf, wherein the second door control (56) controls the at least one LED device (150a, 150b) depending on the signal of the brightness sensor. Door device according to one of the preceding claims, characterized in that the second door control (56) comprises a contact-free control or regulation of the at least one door leaf, wherein the second part of the functions of the door leaf operation or door leaf actuation control is a generation of an instruction signal (S1) for the door leaf drive (1a, 1b) depending on a signal from at least one contact-free proximity sensor arranged in particular on or in the at least one door leaf (5a, 5b), which is generated depending on a relative distance between a person and/or an object and the at least one proximity sensor. Door device according to one of the preceding claims, characterized in that the second door control (56) comprises a control of a pinching prevention or a pinching or collision detection, wherein the second part of the functions of the door leaf operation or door leaf actuation control comprises a generation of a detection signal representing a pinching or collision situation depending on a signal from at least one pinching or collision detection sensor. Door device according to one of the preceding claims, characterized in that the second door control (56) comprises a control of a sound module (58) arranged on or in the at least one door leaf, which generates acoustic signals and/or acoustic information, wherein the second part of the functions of the door leaf operation or door leaf actuation control is a control of the sound module (58) depending on instruction, status and/or feedback signals (S1, S2, V1, V2, NV1, NV2) of the at least one door leaf (5a, 5b) or for the at least one door leaf (5a, 5b). Door device according to Claim 18 , characterized in that the sound module (58) is comprised of a detection tone generating device which is controlled by the second door control (56) and is designed and configured to generate an acoustic detection tone in the region of the at least one door leaf (5a, 5b). Rail vehicle (300) with at least one door device (200) according to one of the preceding claims.

Images