EP1735199B1 - Device for controlling a platform door located on the guideway of a track-bound vehicle - Google Patents

Device for controlling a platform door located on the guideway of a track-bound vehicle Download PDF

Info

Publication number
EP1735199B1
EP1735199B1 EP05735025A EP05735025A EP1735199B1 EP 1735199 B1 EP1735199 B1 EP 1735199B1 EP 05735025 A EP05735025 A EP 05735025A EP 05735025 A EP05735025 A EP 05735025A EP 1735199 B1 EP1735199 B1 EP 1735199B1
Authority
EP
European Patent Office
Prior art keywords
vehicle
sensor unit
platform door
platform
track
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP05735025A
Other languages
German (de)
French (fr)
Other versions
EP1735199A1 (en
Inventor
Siegfried Ellmann
Friedrich LÖSER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ThyssenKrupp Transrapid GmbH
Original Assignee
ThyssenKrupp Transrapid GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ThyssenKrupp Transrapid GmbH filed Critical ThyssenKrupp Transrapid GmbH
Publication of EP1735199A1 publication Critical patent/EP1735199A1/en
Application granted granted Critical
Publication of EP1735199B1 publication Critical patent/EP1735199B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
    • B61B1/02—General arrangement of stations and platforms including protection devices for the passengers

Definitions

  • the invention relates to a device of the type specified in the preamble of claim 1.
  • maglev trains which are operated without a driver, the control of the vehicles takes place from a stationary operating center with the aid of a fully automatic operating control system. Status and control signals from and to the vehicle are transmitted predominantly via radio. It would therefore be possible in principle to also make a control of the platform screen doors via radio from an operations center and release the unlocking of the platform screen doors only when the vehicle assumes a precisely prescribed target position after stopping in a station.
  • a further disadvantage is that the release signals generated at a positive output of the check supplied via radio to a receiver located in the respective station and must be forwarded from this to the door opening and closing mechanisms, which would be associated with a not inconsiderable cost. This is especially true when a high degree of redundancy and thus security is required and necessary Costs for a backup computer and the provision and security verification of the associated software are included.
  • the invention is therefore the technical problem of the device of the type described initially in such a way that it is easy and safe to manufacture and requires no signal transmissions via radio.
  • the invention has the advantage that the release for a door opening is made dependent solely on the position of the vehicle relative to the platform door.
  • the door control is independent of a remote operation center.
  • a detour of measuring and control signals via the control center is not required.
  • the device according to the invention is simple, with few components feasible and therefore safe in operation.
  • Fig. 1 and 2 schematically show a track 1 of a track-bound maglev train.
  • a vehicle 2 of the maglev train is on an underside with in the direction of travel (arrow v in Fig. 1 ) provided successively arranged skids 3.
  • the vehicle 2 is in a known manner z. B. with a long stator linear motor driven, which has on the track 1 a long stator 4 extended in the direction of travel with laid in this AC windings and the vehicle 2, several in the direction of travel successively arranged support magnets 5.
  • the drive of the vehicle 2 is effected in that on the one hand, a three-phase electrical current of different amplitude and frequency is fed into the AC windings, on the other hand, the windings of the supporting magnets 5 are acted upon by a direct electrical current.
  • the support magnets 5 lift the vehicle 2 by a defined amount from the travel path 1 to establish the characteristic levitation state and at the same time supply the exciting field of the long stator linear motor so that the vehicle 2 travels at the frequency of the current fed into the long stator windings becomes.
  • the support magnets 5 are simultaneously de-energized, causing the vehicle 2 is lowered back to the lane 1. This is usually done by the skids 3 are sold on wear strips 7, which are mounted on the top of the guideway 1.
  • Magnetic levitation railways of this type are generally known (eg DE 33 03 961 C2 . DE 38 07 919 C2 . DE 39 17 058 C1 ) and therefore need not be explained to the person skilled in the art.
  • a platform 10 of the station 6 must be arranged at a corresponding height to allow a ground level entry or exit of the vehicle 2.
  • the platform edge is therefore closed to the outside over its entire length by a protective wall 12 to prevent the crash of the passengers from the platform edge, as long as no vehicle 2 is in the station 6.
  • platform screen doors 14 are provided, which are arranged and designed so that they are accurately aligned with vehicle doors 15 when the vehicle 2, as viewed in the direction of travel, occupies a well-defined target position relative to the platform 10.
  • platform screen doors 14 need not match the number of vehicle doors 15. It is only important that the protective wall 12 extends over the entire length of the vehicle 2 or a train formed from a plurality of such vehicles 2. In addition, the distances of the platform screen doors 14 are suitably chosen so that at least some of the vehicle doors 15 each face a platform door 14 when the vehicle 2 assumes its desired position in the station 6.
  • any platform door 14 can only be opened if it is either a vehicle door 15 exactly opposite, the statement "exactly" is to be understood that the two doors 15, 14 to allowable tolerances of A few centimeters are aligned with each other, or if at least one closed part of the outer wall of the vehicle 2 is located in front of the platform door 14, which would prevent passing even by the passengers with the platform door 14 open.
  • a device which only allows opening of any platform door 14 when the vehicle 2 assumes a preselected state.
  • at least one of the platform door concerned 14 must be permanently assigned and arranged in the vicinity Senortician 17 accordingly Fig. 1 be caused by a skid 3 for generating the signal "skid 3 deposed". This signal is emitted if and only if the skid 3, as in Fig. 1 is indicated by a dashed position 3a, the sensor unit 17 is touched or it has come at least sufficiently close.
  • a skid 3 in the direction of travel has a length with z. B. is about 400 mm much larger than the length or width of conventional proximity switches. Therefore, the length of the skid 3 relative to the extent of the sensor unit 17 measured in the same direction defines the tolerance field within which the skid 3 in FIG Fig. 1 can be moved to the right or left, without this leaves the effective range of the sensor unit 17 when depositing on the slide bar 7 and thereby causes a signal "skid 3 not lowered".
  • the vehicle doors 15 and the skids 3 follow each other with a certain grid spacing, the z. B. 3 m for the skids 3 and 12 m for the vehicle doors 15 is.
  • the distance between the platform screen doors 14 is expediently also measured at 12 m.
  • This arrangement is used according to the invention to position the sensor unit 17 of a platform door 14 as close as possible and in particular in the track 1, that the platform door 14 in the event that one of the skids 3 is in the range of the sensor unit 17, either any the vehicle doors 15 or the outer wall of the vehicle 2 is opposite.
  • the arrangement is such that, regardless of which skid 3 of the vehicle 2 at any sensor unit 17, the signal "skid 3 discontinued" is triggered, the sensor unit 17 associated platform door 14 can never face an empty track section. For the central area of the vehicle 2 this is not a problem. At the ends of the platform 10, however, care must be taken that the actuation of a sensor unit 17 located there by any skid 3 of the vehicle 2 does not result in an undesired opening condition of the associated platform door 14 can lead.
  • the sensor unit 17 is according to Fig. 1 connected to an evaluation circuit 18, depending on the type and number of sensors used at an output 19 emits a preferably static enable signal.
  • the output 19 is connected to a door control 20 which includes, for example, a drive motor for opening and closing the associated platform door 14.
  • This door control 20 is designed so that Opening the respective platform door 14 is only possible if the release signal is transmitted via the line 19. It is immaterial whether the release signal immediately performs or initiates an automatic opening of the platform door 14 by z. B. the drive motor for the platform door 14 is turned on, or whether by means of the release signal only a release of a lock is made, which then allows a manual opening or a manually operated push of the button out an automatic opening of the platform door 14.
  • the platform door 14 can not be opened in any way, since either the drive motor can not be switched on or a lock is engaged. If, on the other hand, the release signal disappears after it has first enabled or has caused the platform door 14 to be opened, because, for example, the vehicle 2 is raised again into the suspended state for further travel, then the door control 20 automatically has the result that an unillustrated positive drive is engaged Close the platform door 14 causes and any existing locking is restored.
  • the sensor units 17 are according to Fig. 1 in the case of a magnetic levitation vehicle preferably arranged sunk in the associated slide bar 7 such that their measuring surfaces are flush with the slide bar 7 or just below this. As a result, damage caused by the skids 3 and a removal or destruction by unauthorized persons or prevented.
  • the described detection of the vehicle condition can be performed with as many sensor units 17 as skids 3 are present to obtain a high degree of redundancy.
  • all sensor units 17 are expediently connected to a common evaluation circuit 18, which emits an enable signal for all platform screen doors 14 when the vehicle 2 is exactly in a predefined setpoint position.
  • Platform screen doors 14 are opened, which are opposite to a vehicle section, which has no vehicle door 15, because in this case a transfer of persons between the vehicle 2 and the platform 10 is not possible.
  • the vehicle doors 15 are released from the operation center anyway only for opening when the vehicle 2 assumes the preselected desired position within the station 6, in which all the vehicle doors 15 due to design of a platform door 14 are opposite, so that the described control cause no harm or Injuries can cause.
  • the control according to the invention leads to the advantage of independence from a central control station and despite a simple means safe function.
  • each sensor unit 17 could be provided with three or more sensors and the release signal can only be generated if at least two of these sensors output the signal "skid 3 offset".

Abstract

A device for controlling a platform door (14) located at the guideway (1) of a vehicle (2) is described. According to the invention, the device comprises, a sensor unit (17), which is mounted at the guideway (1) and which serves to detect a preselected state of the vehicle (2). An evaluating device (18) connected to the sensor unit (17) permits an opening of the platform door (14) only when the vehicle (2) is in the preselected state.

Description

Die Erfindung betrifft eine Vorrichtung der im Oberbegriff des Anspruchs 1 angegebenen Gattung.The invention relates to a device of the type specified in the preamble of claim 1.

Spurgebundene, automatisch gesteuerte Fahrzeugsysteme werden häufig auf Fahrwegen betrieben, die einige Meter über dem Erdboden auf vertikalen Trägem abgestützt sind. Im Bereich von Bahnhöfen müssen daher Bahnsteige vorgesehen werden, die in einer entsprechenden Höhe angeordnet sind. Dadurch besteht die Gefahr, daß Reisende, die in Abwesenheit eines Fahrzeugs zu nahe an die Bahnsteigkante herantreten, abstürzen und sich verletzen. Es ist daher bekannt, die Bahnsteige nach außen hin geschlossen auszubilden und dort, wo sich beim Halten eines Fahrzeugs im Bahnhof eine Fahrzeugtür befindet, eine dieser zugeordnete Bahnsteigtür vorzusehen. Dadurch wird bezweckt, den Personentransfer zwischen Fahrzeug und Bahnsteig auf ein System von Doppeltüren zu beschränken. Das setzt allerdings voraus, daß die Fahrzeug- und Bahnsteigtüren nur dann entriegelt und geöffnet werden dürfen, wenn sich entweder eine Fahrzeugtür und eine Bahnsteigtür unmittelbar gegenüber stehen oder wenn der Öffnungsvorgang zu dem Ergebnis führt, daß einer offenen Fahrzeugtür eine geschlossene Schutzwand des Bahnsteigs bzw. einer offenen Bahnsteigtür eine geschlossene Außenwand des Fahrzeugs gegenüber steht. Dagegen müssen Fälle, in denen eine offene Fahrzeugtür nicht im Bereich einer Schutzwand des Bahnsteigs oder eine offene Bahnsteigtür nicht einer Außenwand des Fahrzeugs gegenüber steht, vermieden werden.Track-guided, automatically controlled vehicle systems are often operated on driveways, which are supported a few meters above the ground on vertical supports. In the area of stations therefore platforms must be provided, which are arranged at a corresponding height. As a result, there is a risk that travelers who come too close to the platform edge in the absence of a vehicle, crash and injure. It is therefore known to form the platforms closed to the outside and where there is a vehicle door in the station when holding a vehicle to provide one of these assigned platform door. The purpose of this is to limit the transfer of passengers between the vehicle and the platform to a double-door system. This presupposes, however, that the vehicle and platform doors may only be unlocked and opened when either a vehicle door and a platform door directly opposite or when the opening process leads to the result that an open vehicle door a closed protective wall of the platform or an open platform door facing a closed outer wall of the vehicle. In contrast, cases have to be in where an open vehicle door is not in the area of a protective wall of the platform or an open platform door is not facing an outer wall of the vehicle, be avoided.

Zur Lösung dieses Problems sind bei mit Fahrern betriebenen Fahrzeugen Vorrichtungen der eingangs bezeichneten Gattung bekannt ( CA-A1-2 325 044 ). Die Erfassung eines vorgewählten Zustands des Fahrzeugs innerhalb eines Bahnhofs erfolgt hier mit Sensoren, die dort am Bahnsteig angebracht sind, wo sich das vordere und hintere Ende des Fahrzeugs befinden müssen, wenn sich dieses in dem vorgewählten Zustand befindet. Ein Öffnen der Bahnsteigtüren ist nur möglich, wenn beide Sensoren gleichzeitig ansprechen.To solve this problem devices of the type described are known in driver-driven vehicles ( CA-A1-2 325 044 ). Detection of a preselected condition of the vehicle within a station is accomplished here with sensors mounted there at the platform where the front and rear ends of the vehicle must be when in the preselected condition. Opening the platform screen doors is only possible if both sensors respond simultaneously.

Bei bekannten Magnetschwebebahnen, die fahrerlos betrieben werden, erfolgt die Steuerung der Fahrzeuge von einer stationären Betriebszentrale aus mit Hilfe einer vollautomatisch arbeitenden Betriebsleittechnik. Zustands- und Steuersignale vom und zum Fahrzeug werden dabei überwiegend über Funk übertragen. Es wäre daher prinzipiell denkbar, auch eine Steuerung der Bahnsteigtüren über Funk von einer Betriebszentrale aus vorzunehmen und die Entriegelung der Bahnsteigtüren nur dann freizugeben, wenn das Fahrzeug nach dem Anhalten in einem Bahnhof eine genau vorgeschriebene Sollposition einnimmt.In known maglev trains, which are operated without a driver, the control of the vehicles takes place from a stationary operating center with the aid of a fully automatic operating control system. Status and control signals from and to the vehicle are transmitted predominantly via radio. It would therefore be possible in principle to also make a control of the platform screen doors via radio from an operations center and release the unlocking of the platform screen doors only when the vehicle assumes a precisely prescribed target position after stopping in a station.

Eine derartige Steuerung der Bahnsteigtüren wäre nicht frei von Mängeln. Zunächst ist beachtlich, daß eine Freigabe zur Öffnung der Bahnsteigtüren frühestens erteilt werden dürfte, nachdem die Betriebszentrale festgestellt hat, daß sich das Fahrzeug in der gewünschten Sollposition befindet. Hierzu ist es erforderlich, den Fahrzeugort mit Hilfe von am Fahrweg angebrachten Informationsgebern und diesen zugeordneten, im Fahrzeug befindlichen Erfassungseinheiten zu ermitteln, die ermittelten Ortssignale an die Betriebszentrale zu übertragen und dann in einem Fahrtrechner der Betriebszentrale einen Vergleich zwischen einer vorgegebenen Sollposition und den übertragenen Ortssignalen durchzuführen. Wenn sicher feststeht, daß das Fahrzeug die Sollposition erreicht hat und sich im Stillstand befindet, muß dies wiederum vom Fahrtrechner an die Betriebszentrale mitgeteilt werden, worauf diese nach Überprüfung schließlich eine Freigabe der Bahnsteigtüren erteilen könnte. Dabei ergeben sich Zeitverzögerungen durch Laufzeiten und Verarbeitungszeiten für die Signale. Nachteilig ist ferner, daß die bei positivem Ausgang der Überprüfung erzeugten Freigabesignale über Funk einem im jeweiligen Bahnhof befindlichen Empfänger zugeführt und von diesem aus an die Türöffnungs- bzw. -schließmechanismen weitergeleitet werden müssen, was mit einem nicht unbeachtlichen Kostenaufwand verbunden wäre. Das gilt insbesondere dann, wenn eine hohe Redundanz und damit Sicherheit gefordert ist und notwendige Kosten für einen Sicherungsrechner und die Bereitstellung und Sicherheitsüberprüfung der zugehörigen Software eingerechnet werden.Such control of the platform screen doors would not be free from defects. First of all, it is noteworthy that a release for opening the platform screen doors should be issued at the earliest after the operations center has determined that the vehicle is in the desired setpoint position. For this purpose, it is necessary to determine the location of the vehicle with the aid of information transmitters attached to the infrastructure and their associated detection units located in the vehicle, to transmit the determined location signals to the operations center and then to compare them to a predetermined nominal position and the transmitted location signals in a travel computer of the operations center perform. If it is certain that the vehicle has reached the target position and is at a standstill, this in turn must be communicated from the computer to the operating center, whereupon this could finally issue a clearance of the platform screen doors after checking. This results in time delays due to runtimes and processing times for the signals. A further disadvantage is that the release signals generated at a positive output of the check supplied via radio to a receiver located in the respective station and must be forwarded from this to the door opening and closing mechanisms, which would be associated with a not inconsiderable cost. This is especially true when a high degree of redundancy and thus security is required and necessary Costs for a backup computer and the provision and security verification of the associated software are included.

Der Erfindung liegt daher das technische Problem zugrunde, die Vorrichtung der eingangs bezeichneten Gattung so auszubilden, daß sie einfach und sicher herstellbar ist und keine Signalübertragungen über Funk erfordert.The invention is therefore the technical problem of the device of the type described initially in such a way that it is easy and safe to manufacture and requires no signal transmissions via radio.

Zur Lösung dieses Problems dienen die kennzeichnenden Merkmale des Anspruchs 1.To solve this problem serve the characterizing features of claim 1.

Die Erfindung bringt den Vorteil mit sich, daß die Freigabe für eine Türöffnung allein von der Lage des Fahrzeugs relativ zur Bahnsteigtür abhängig gemacht wird. Damit ist die Türsteuerung unabhängig von einer entfernten Betriebszentrale. Ein Umweg von Meß- und Steuersignalen über die Betriebszentrale ist nicht erforderlich. Außerdem ist die erfindungsgemäße Vorrichtung einfach, mit wenigen Bauelementen realisierbar und daher sicher im Betrieb.The invention has the advantage that the release for a door opening is made dependent solely on the position of the vehicle relative to the platform door. Thus, the door control is independent of a remote operation center. A detour of measuring and control signals via the control center is not required. In addition, the device according to the invention is simple, with few components feasible and therefore safe in operation.

Weitere vorteilhafte Merkmale der Erfindung ergeben sich aus den Unteransprüchen.Further advantageous features of the invention will become apparent from the dependent claims.

Die Erfindung wird nachfolgend in Verbindung mit der beiliegenden Zeichnung an einem Ausführungsbeispiel näher erläutert. Es zeigen:

  • Fig. 1 eine grob schematische Darstellung einer erfindungsgemäßen Vorrichtung am Beispiel eines Magnetschwebefahrzeugs und
  • Fig. 2 eine schematische, teilweise geschnittene Vorderansicht eines Magnetschwebefahrzeugs im Bereich eines Bahnsteigs.
The invention will be explained in more detail below in conjunction with the accompanying drawings of an embodiment. Show it:
  • Fig. 1 a rough schematic representation of a device according to the invention using the example of a magnetic levitation vehicle and
  • Fig. 2 a schematic, partially sectioned front view of a magnetic levitation vehicle in the area of a platform.

Fig. 1 und 2 zeigen schematisch einen Fahrweg 1 einer spurgebundenen Magnetschwebebahn. Ein Fahrzeug 2 der Magnetschwebebahn ist an einer Unterseite mit in Fahrtrichtung (Pfeil v in Fig. 1) hintereinander angeordneten Gleitkufen 3 versehen. Das Fahrzeug 2 wird in bekannter Weise z. B. mit einem Langstator-Linearmotor angetrieben, der am Fahrweg 1 einen in Fahrtrichtung erstreckten Langstator 4 mit in diesem verlegten Wechselstromwicklungen und am Fahrzeug 2 mehrere, in Fahrtrichtung hintereinander angeordnete Tragmagnete 5 aufweist. Der Antrieb des Fahrzeugs 2 erfolgt dadurch, daß einerseits ein elektrischer Drehstrom unterschiedlicher Amplitude und Frequenz in die Wechselstromwicklungen eingespeist wird, andererseits die Wicklungen der Tragmagnete 5 mit einem elektrischen Gleichstrom beaufschlagt werden. Dadurch heben die Tragmagnete 5 das Fahrzeug 2 um einen definierten Betrag vom Fahrweg 1 ab, um den charakteristischen Schwebezustand herzustellen, und liefern gleichzeitig das Erregerfeld des Langstator-Linearmotors, so daß das Fahrzeug 2 mit der Frequenz des in die Langstator-Wicklungen eingespeisten Stroms fortbewegt wird. Wird das Fahrzeug 2 zum Ein- und Aussteigen von Passagieren in einem Bahnhof 6 (Fig. 2) od. dgl. zum Stillstand gebracht, werden gleichzeitig die Tragmagnete 5 entregt, wodurch das Fahrzeug 2 wieder auf die Fahrbahn 1 abgesenkt wird. Dies erfolgt in der Regel dadurch, daß die Gleitkufen 3 auf Gleitleisten 7 abgesetzt werden, die auf der Oberseite des Fahrwegs 1 angebracht sind. Fig. 1 and 2 schematically show a track 1 of a track-bound maglev train. A vehicle 2 of the maglev train is on an underside with in the direction of travel (arrow v in Fig. 1 ) provided successively arranged skids 3. The vehicle 2 is in a known manner z. B. with a long stator linear motor driven, which has on the track 1 a long stator 4 extended in the direction of travel with laid in this AC windings and the vehicle 2, several in the direction of travel successively arranged support magnets 5. The drive of the vehicle 2 is effected in that on the one hand, a three-phase electrical current of different amplitude and frequency is fed into the AC windings, on the other hand, the windings of the supporting magnets 5 are acted upon by a direct electrical current. As a result, the support magnets 5 lift the vehicle 2 by a defined amount from the travel path 1 to establish the characteristic levitation state and at the same time supply the exciting field of the long stator linear motor so that the vehicle 2 travels at the frequency of the current fed into the long stator windings becomes. Is the vehicle 2 for boarding and disembarking passengers in a station 6 ( Fig. 2 ) od. Like. brought to a standstill, the support magnets 5 are simultaneously de-energized, causing the vehicle 2 is lowered back to the lane 1. This is usually done by the skids 3 are sold on wear strips 7, which are mounted on the top of the guideway 1.

Magnetschwebebahnen dieser Art sind allgemein bekannt (z. B. DE 33 03 961 C2 , DE 38 07 919 C2 , DE 39 17 058 C1 ) und brauchen dem Fachmann daher nicht näher erläutert werden.Magnetic levitation railways of this type are generally known (eg DE 33 03 961 C2 . DE 38 07 919 C2 . DE 39 17 058 C1 ) and therefore need not be explained to the person skilled in the art.

Ist der Fahrweg 1 entsprechend Fig. 2 mit Hilfe von Trägem 8 in einer großen Höhe über einem schematisch angedeuteten Erdboden 9 angeordnet, muß ein Bahnsteig 10 des Bahnhofs 6 in einer entsprechenden Höhe angeordnet werden, um ein ebenerdiges Betreten bzw. Verlassen des Fahrzeugs 2 zu ermöglichen. Die Bahnsteigkante ist daher nach außen hin auf ihrer ganzen Länge durch eine Schutzwand 12 abgesperrt, um das Abstürzen der Passagiere von der Bahnsteigkante zu verhindern, so lange sich kein Fahrzeug 2 im Bahnhof 6 befindet. In der Schutzwand 12 sind jedoch Bahnsteigtüren 14 vorhanden, die so angeordnet und ausgebildet sind, daß sie genau auf Fahrzeugtüren 15 ausgerichtet sind, wenn das Fahrzeug 2, in Fahrtrichtung betrachtet, eine genau festgelegte Sollposition relativ zum Bahnsteig 10 einnimmt.Is the route 1 corresponding Fig. 2 arranged with the aid of carriers 8 at a high altitude above a schematically indicated ground 9, a platform 10 of the station 6 must be arranged at a corresponding height to allow a ground level entry or exit of the vehicle 2. The platform edge is therefore closed to the outside over its entire length by a protective wall 12 to prevent the crash of the passengers from the platform edge, as long as no vehicle 2 is in the station 6. In the protective wall 12, however, platform screen doors 14 are provided, which are arranged and designed so that they are accurately aligned with vehicle doors 15 when the vehicle 2, as viewed in the direction of travel, occupies a well-defined target position relative to the platform 10.

Die Zahl der in der Schutzwand 12 vorgesehenen Bahnsteigtüren 14 braucht nicht mit der Zahl der Fahrzeugtüren 15 übereinstimmen. Wichtig ist nur, daß sich die Schutzwand 12 über die ganze Länge des Fahrzeugs 2 bzw. eines aus mehreren solchen Fahrzeugen 2 gebildeten Zuges erstreckt. Außerdem sind die Abstände der Bahnsteigtüren 14 zweckmäßig so gewählt, daß zumindest einige der Fahrzeugtüren 15 je einer Bahnsteigtür 14 gegenüber stehen, wenn das Fahrzeug 2 im Bahnhof 6 seine Sollposition einnimmt. Abgesehen davon ist dafür zu sorgen, daß irgendeine Bahnsteigtür 14 nur dann geöffnet werden kann, wenn ihr entweder eine Fahrzeugtür 15 genau gegenüber steht, wobei die Angabe "genau" so zu verstehen ist, daß die beiden Türen 15, 14 bis auf zulässige Toleranzen von einigen Zentimetern aufeinander ausgerichtet sind, oder wenn sich vor der Bahnsteigtür 14 wenigstens ein geschlossener Teil der Außenwand des Fahrzeugs 2 befindet, der selbst bei geöffneter Bahnsteigtür 14 ein Passieren derselben durch die Fahrgäste verhindern würde.The number of provided in the protective wall 12 platform screen doors 14 need not match the number of vehicle doors 15. It is only important that the protective wall 12 extends over the entire length of the vehicle 2 or a train formed from a plurality of such vehicles 2. In addition, the distances of the platform screen doors 14 are suitably chosen so that at least some of the vehicle doors 15 each face a platform door 14 when the vehicle 2 assumes its desired position in the station 6. Apart from that, it should be ensured that any platform door 14 can only be opened if it is either a vehicle door 15 exactly opposite, the statement "exactly" is to be understood that the two doors 15, 14 to allowable tolerances of A few centimeters are aligned with each other, or if at least one closed part of the outer wall of the vehicle 2 is located in front of the platform door 14, which would prevent passing even by the passengers with the platform door 14 open.

Zur automatischen Sicherstellung derartiger Verhältnisse ist erfindungsgemäß eine Vorrichtung vorgesehen, die ein Öffnen irgendeiner Bahnsteigtür 14 nur zuläßt, wenn das Fahrzeug 2 einen vorgewählten Zustand einnimmt. Im Falle eines Magnetschwebefahrzeugs bedeutet das zum einen, daß das Fahrzeug 2 mit den Gleitkufen 3 auf die Gleitleisten 7 abgesetzt worden sein muß und sich daher in einem antriebslosen Zustand befindet. Zum anderen muß wenigstens eine der betreffenden Bahnsteigtür 14 fest zugeordnete und in deren Nähe angeordnete Senoreinheit 17 entsprechend Fig. 1 von einer Gleitkufe 3 zur Erzeugung des Signals "Gleitkufe 3 abgesetzt" veranlaßt worden sein. Dieses Signal wird dann und nur dann abgegeben, wenn die Gleitkufe 3, wie in Fig. 1 durch eine gestrichelte Stellung 3a angedeutet ist, die Sensoreinheit 17 berührt oder ihr zumindest ausreichend nahe gekommen ist. Dabei kann die Sensoreinheit 17 z. B. einen oder mehrere, digital oder analog arbeitende Näherungsschalter aufweisen, die den Zustand der Gleitkufe 3 und damit des Fahrzeugs 2 (= angehoben oder abgesenkt) mit induktiven, kapazitiven, mechanischen oder anderen, an sich bekannten Mitteln sicher erkennen können.To automatically ensure such conditions, a device is provided according to the invention, which only allows opening of any platform door 14 when the vehicle 2 assumes a preselected state. In the case of a magnetic levitation vehicle, this means on the one hand that the vehicle 2 with the skids 3 must have been placed on the sliding strips 7 and is therefore in a non-powered state. On the other hand, at least one of the platform door concerned 14 must be permanently assigned and arranged in the vicinity Senoreinheit 17 accordingly Fig. 1 be caused by a skid 3 for generating the signal "skid 3 deposed". This signal is emitted if and only if the skid 3, as in Fig. 1 is indicated by a dashed position 3a, the sensor unit 17 is touched or it has come at least sufficiently close. In this case, the sensor unit 17 z. B. have one or more, digitally or analogously operating proximity switch, which can reliably detect the state of the skid 3 and thus of the vehicle 2 (= raised or lowered) with inductive, capacitive, mechanical or other means known per se.

Wie Fig. 1 zeigt, hat eine Gleitkufe 3 in Fahrtrichtung (Pfeil v) eine Länge, die mit z. B. ca. 400 mm wesentlich größer als die Länge oder Breite üblicher Näherungsschalter ist. Daher definiert die Länge der Gleitkufe 3 relativ zu der in derselben Richtung gemessenen Ausdehnung der Sensoreinheit 17 das Toleranzfeld, innerhalb dessen die Gleitkufe 3 in Fig. 1 nach rechts oder links bewegt werden kann, ohne daß diese beim Absetzen auf die Gleitleiste 7 den Wirkungsbereich der Sensoreinheit 17 verläßt und dadurch ein Signal "Gleitkufe 3 nicht abgesenkt" bewirkt.As Fig. 1 shows, a skid 3 in the direction of travel (arrow v ) has a length with z. B. is about 400 mm much larger than the length or width of conventional proximity switches. Therefore, the length of the skid 3 relative to the extent of the sensor unit 17 measured in the same direction defines the tolerance field within which the skid 3 in FIG Fig. 1 can be moved to the right or left, without this leaves the effective range of the sensor unit 17 when depositing on the slide bar 7 and thereby causes a signal "skid 3 not lowered".

Die Gleitkufen 3 sind bei üblichen Magnetschwebefahrzeugen 2 gleichzeitig ein Maß für die Lage der Fahrzeugtüren 15. In Längsrichtung des Fahrzeugs 2 folgen die Fahrzeugtüren 15 und die Gleitkufen 3 mit einem bestimmten Rasterabstand aufeinander, der z. B. 3 m für die Gleitkufen 3 und 12 m für die Fahrzeugtüren 15 beträgt. Der Abstand der Bahnsteigtüren 14 wird zweckmäßig ebenfalls mit 12 m bemessen. Diese Anordnung wird erfindungsgemäß dazu genutzt, die Sensoreinheit 17 einer Bahnsteigtür 14 möglichst in deren unmittelbarer Nähe und insbesondere so im Fahrweg 1 zu positionieren, daß die Bahnsteigtür 14 für den Fall, daß sich eine der Gleitkufen 3 im Wirkungsbereich der Sensoreinheit 17 befindet, entweder irgendeiner der Fahrzeugtüren 15 oder der Außenwand des Fahrzeugs 2 gegenüber steht. Außerdem wird die Anordnung so getroffen, daß unabhängig davon, von welcher Gleitkufe 3 des Fahrzeugs 2 bei irgendeiner Sensoreinheit 17 das Signal "Gleitkufe 3 abgesetzt" ausgelöst wird, die dieser Sensoreinheit 17 zugeordnete Bahnsteigtür 14 niemals einem leeren Fahrwegabschnitt gegenüber stehen kann. Für den mittleren Bereich des Fahrzeugs 2 stellt dies kein Problem dar. An den Enden des Bahnsteigs 10 muß jedoch darauf geachtet werden, daß auch die Betätigung einer dort befindlichen Sensoreinheit 17 durch irgendeine Gleitkufe 3 des Fahrzeugs 2 nicht zu einem unerwünschten Öffnungszustand der zugeordneten Bahnsteigtür 14 führen kann.In the longitudinal direction of the vehicle 2, the vehicle doors 15 and the skids 3 follow each other with a certain grid spacing, the z. B. 3 m for the skids 3 and 12 m for the vehicle doors 15 is. The distance between the platform screen doors 14 is expediently also measured at 12 m. This arrangement is used according to the invention to position the sensor unit 17 of a platform door 14 as close as possible and in particular in the track 1, that the platform door 14 in the event that one of the skids 3 is in the range of the sensor unit 17, either any the vehicle doors 15 or the outer wall of the vehicle 2 is opposite. In addition, the arrangement is such that, regardless of which skid 3 of the vehicle 2 at any sensor unit 17, the signal "skid 3 discontinued" is triggered, the sensor unit 17 associated platform door 14 can never face an empty track section. For the central area of the vehicle 2 this is not a problem. At the ends of the platform 10, however, care must be taken that the actuation of a sensor unit 17 located there by any skid 3 of the vehicle 2 does not result in an undesired opening condition of the associated platform door 14 can lead.

Die Sensoreinheit 17 ist gemäß Fig. 1 mit einer Auswerteschaltung 18 verbunden, die je nach Art und Zahl der verwendeten Sensoren an einem Ausgang 19 ein vorzugsweise statisches Freigabesignal abgibt. Der Ausgang 19 ist mit einer Türsteuerung 20 verbunden, die beispielsweise einen Antriebsmotor zum Öffnen bzw. Schließen der zugeordneten Bahnsteigtür 14 enthält. Diese Türsteuerung 20 ist so ausgebildet, daß ein Öffnen der betreffenden Bahnsteigtür 14 nur möglich ist, wenn über die Leitung 19 das Freigabesignal übermittelt wird. Dabei ist gleichgültig, ob das Freigabesignal unmittelbar eine automatische Öffnung der Bahnsteigtür 14 durchführt oder einleitet, indem z. B. der Antriebsmotor für die Bahnsteigtür 14 eingeschaltet wird, oder ob mittels des Freigabesignals nur eine Entriegelung einer Sperre vorgenommen wird, die dann ein manuelles Öffnen oder auf einen manuell bewirkten Knopfdruck hin ein automatisches Öffnen der Bahnsteigtür 14 ermöglicht.The sensor unit 17 is according to Fig. 1 connected to an evaluation circuit 18, depending on the type and number of sensors used at an output 19 emits a preferably static enable signal. The output 19 is connected to a door control 20 which includes, for example, a drive motor for opening and closing the associated platform door 14. This door control 20 is designed so that Opening the respective platform door 14 is only possible if the release signal is transmitted via the line 19. It is immaterial whether the release signal immediately performs or initiates an automatic opening of the platform door 14 by z. B. the drive motor for the platform door 14 is turned on, or whether by means of the release signal only a release of a lock is made, which then allows a manual opening or a manually operated push of the button out an automatic opening of the platform door 14.

Liegt das Freigabesignal an der Leitung 19 nicht an, kann die Bahnsteigtür 14 auf keine Weise geöffnet werden, da entweder der Antriebsmotor nicht einschaltbar oder eine Verriegelung eingerastet ist. Verschwindet dagegen das Freigabesignal, nachdem es zunächst ein Öffnen der Bahnsteigtür 14 ermöglicht oder bewirkt hat, weil beispielsweise das Fahrzeug 2 für die Weiterfahrt wieder in den Schwebezustand angehoben wird, dann hat das über die Türsteuerung 20 automatisch zur Folge, daß ein nicht dargestellter Zwangsantrieb ein Schließen der Bahnsteigtür 14 bewirkt und eine ggf. vorhandene Verriegelung wieder hergestellt wird.If the release signal on the line 19 is not present, the platform door 14 can not be opened in any way, since either the drive motor can not be switched on or a lock is engaged. If, on the other hand, the release signal disappears after it has first enabled or has caused the platform door 14 to be opened, because, for example, the vehicle 2 is raised again into the suspended state for further travel, then the door control 20 automatically has the result that an unillustrated positive drive is engaged Close the platform door 14 causes and any existing locking is restored.

Die Sensoreinheiten 17 sind gemäß Fig. 1 im Falle eines Magnetschwebefahrzeugs vorzugsweise in der zugehörigen Gleitleiste 7 derart versenkt angeordnet, daß ihre Meßflächen bündig mit der Gleitleiste 7 oder knapp unter dieser angeordnet sind. Dadurch werden Beschädigungen durch die Gleitkufen 3 und ein Ausbau bzw. eine Zerstörung durch Unbefugte erschwert bzw. verhindert.The sensor units 17 are according to Fig. 1 in the case of a magnetic levitation vehicle preferably arranged sunk in the associated slide bar 7 such that their measuring surfaces are flush with the slide bar 7 or just below this. As a result, damage caused by the skids 3 and a removal or destruction by unauthorized persons or prevented.

Bei Bedarf kann die beschriebene Erfassung des Fahrzeugzustandes mit so vielen Sensoreinheiten 17 vorgenommen werden, wie Gleitkufen 3 vorhanden sind, um eine hohe Redundanz zu erhalten. In diesem Fall werden zweckmäßig alle Sensoreinheiten 17 mit einer gemeinsamen Auswerteschaltung 18 verbunden, die ein Freigabesignal für alle Bahnsteigtüren 14 abgibt, wenn sich das Fahrzeug 2 genau in einer vorgegebenen Sollposition befindet.If required, the described detection of the vehicle condition can be performed with as many sensor units 17 as skids 3 are present to obtain a high degree of redundancy. In this case, all sensor units 17 are expediently connected to a common evaluation circuit 18, which emits an enable signal for all platform screen doors 14 when the vehicle 2 is exactly in a predefined setpoint position.

Im Rahmen der vorliegenden Erfindung wird es nicht als Nachteil empfunden, wenn Bahnsteigtüren 14 geöffnet werden, die einem Fahrzeugabschnitt gegenüber stehen, der keine Fahrzeugtür 15 aufweist, weil in diesem Fall ein Personentransfer zwischen dem Fahrzeug 2 und dem Bahnsteig 10 nicht möglich ist. Abgesehen davon werden die Fahrzeugtüren 15 von der Betriebszentrale ohnehin nur dann zur Öffnung freigegeben, wenn das Fahrzeug 2 innerhalb des Bahnhofs 6 die vorgewählte Sollposition einnimmt, in der alle Fahrzeugtüren 15 konstruktionsbedingt einer Bahnsteigtür 14 gegenüber stehen, so daß die beschriebene Steuerung keinen Schaden anrichten oder Verletzungen herbeiführen kann. Außerdem führt die erfindungsgemäße Steuerung zu dem Vorteil der Unabhängigkeit von einem zentralen Leitstand und der trotz einfacher Mittel sicheren Funktion.In the context of the present invention, it is not considered a disadvantage if Platform screen doors 14 are opened, which are opposite to a vehicle section, which has no vehicle door 15, because in this case a transfer of persons between the vehicle 2 and the platform 10 is not possible. Apart from that, the vehicle doors 15 are released from the operation center anyway only for opening when the vehicle 2 assumes the preselected desired position within the station 6, in which all the vehicle doors 15 due to design of a platform door 14 are opposite, so that the described control cause no harm or Injuries can cause. In addition, the control according to the invention leads to the advantage of independence from a central control station and despite a simple means safe function.

Die Erfindung ist nicht auf das beschriebene Ausführungsbeispiel beschränkt, das auf vielfache Weise abgewandelt werden kann. Was am Beispiel eines Magnetschwebefahrzeugs beschrieben wurde, läßt sich ohne weiteres auch auf andere Fahrzeuge übertragen. Falls bei diesen keine Schwebefunktion vorhanden ist, werden die Sensoreinheiten 17 in anderer Weise angeordnet und so mit geeigneten Fahrzeugteilen zur Wechselwirkung gebracht, daß keine geöffnete Bahnsteigtür zu ernsthaften Verletzungen der Fahrgäste führen kann. Weiter wäre es zur Erhöhung der Sicherheit bei der Erfassung der Sensorsignale möglich, jede Sensoreinheit 17 mit mehreren gleichartigen Sensoren oder mit nach unterschiedlichen Verfahren arbeitenden Sensoren zu versehen und eine Freigabe nur zu erteilen, wenn die Mehrzahl der Sensoren ein Signal "Gleitkufe 3 abgesetzt" abgibt. Beispielsweise könnte jede Sensoreinheit 17 mit drei oder mehr Sensoren versehen sein und das Freigabesignal nur dann erzeugt werden, wenn wenigstens zwei dieser Sensoren das Signal "Gleitkufe 3 abgesetzt" abgeben. Dadurch können auch Fehler ausgeschaltet werden, die durch Schäden an den Gleitkufen 3 und insbesondere dadurch entstehen, daß diese aufgrund eines Defekts nicht bzw. nicht mehr zum Ansprechen einer zugeordneten Sensoreinheit führen. Weiterhin soll die Bezeichnung "Freigabe" alle möglichen passiven und aktiven Arten der Türbetätigung und/oder Türverriegelung einschließen. Ferner kann die Auswerteschaltung 18 zusätzlich an solche Zustandssensoren angeschlossen werden, mittels derer überprüft wird, ob sich das Fahrzeug 2 tatsächlich bereits im Stillstand befindet, damit das Freigabesignal nur abgegeben wird, wenn der Stillstand des Fahrzeugs 2 sicher eingetreten ist. Schließlich versteht sich, daß die verschiedenen Merkmale auch in anderen als den beschriebenen und dargestellten Kombinationen angewendet werden können.The invention is not limited to the described embodiment, which can be modified in many ways. What has been described using the example of a magnetic levitation vehicle can easily be transferred to other vehicles. If there is no hovering function in these, the sensor units 17 are arranged in a different manner and so interacted with suitable vehicle parts that no opened platform door can lead to serious injury to passengers. Further, it would be possible to increase the safety in the detection of the sensor signals to provide each sensor unit 17 with a plurality of similar sensors or working with different methods sensors and to grant a release only when the majority of sensors a signal "skid 3 discontinued" emits , For example, each sensor unit 17 could be provided with three or more sensors and the release signal can only be generated if at least two of these sensors output the signal "skid 3 offset". This also errors can be turned off, which are caused by damage to the skids 3 and in particular by the fact that they do not or no longer lead to the response of an associated sensor unit due to a defect. Furthermore, the term "release" is intended to include all possible passive and active types of door operation and / or door lock. Furthermore, the evaluation circuit 18 can be additionally connected to such condition sensors, by means of which it is checked whether the vehicle 2 is actually already at a standstill, so that the release signal is issued only when the standstill of Vehicle 2 has occurred safely. Finally, it should be understood that the various features may be applied in combinations other than those described and illustrated.

Claims (10)

  1. Device for controlling a platform door (14) which is disposed at the track (1) of a rail-bound vehicle (2), containing a sensor unit (17), which is disposed at the track (1) and is intended to detect a preselected state of the vehicle (2), and an evaluation device (18) which is connected to said sensor unit and only permits opening of the platform door (14) when the vehicle (2) is situated in the preselected state, characterised in that the vehicle (2) is a magnetic levitation vehicle which is provided with at least one runner (3), the track (1) has a guideway (7) which is intended to receive the runner (3) and the sensor unit (17) is configured and disposed such that it responds to a preselected spacing of the runner (3) from the guideway (7).
  2. Device according to claim 1, characterised in that the sensor unit (17) has at least one proximity switch which cooperates with at least one assigned vehicle part (3).
  3. Device according to claim 1 or 2, characterised in that the sensor unit (17) contains at least one sensor which is incorporated in the track (1).
  4. Device according to one of the claims 1 to 3, characterised in that the evaluation device (18) emits a static release signal as long as the vehicle (2) is situated in the preselected state.
  5. Device according to one of the claims 1 to 3, characterised in that the evaluation device (18) is equipped such that, when the preselected state exists, it releases the platform door (14) or effects automatic opening thereof.
  6. Device according to one of the claims 1 to 5, characterised in that the sensor unit (17) has at least three sensors and the evaluation device (18) only permits opening of the platform door (14) when at least two sensors display the preselected state of the vehicle (2).
  7. Device according to one of the claims 1 to 6, characterised in that the sensor unit (17) is incorporated in the guideway (7).
  8. Device according to one of the claims 1 to 7, characterised in that a plurality of platform doors (14) is provided on the track (1) and one sensor unit (17) with a connected evaluation device (18) is assigned to each platform door (14).
  9. Device according to one of the claims 1 to 8, characterised in that it has means for automatic closure of the platform door(s) (14) or for keeping them closed in the case where a release signal, once it has appeared, disappears again or no release signal is present.
  10. Device according to claim 8 or 9, characterised in that it has respectively one sensor unit (17) for each runner (3), all the sensor units (17) are connected to a common evaluation circuit (18) and the latter emits a release signal only when and as long as the preselected state of the vehicle (2) is detected simultaneously by all the sensor units (17).
EP05735025A 2004-04-13 2005-04-06 Device for controlling a platform door located on the guideway of a track-bound vehicle Active EP1735199B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004025514A DE102004025514A1 (en) 2004-04-13 2004-04-13 Device for controlling a platform door arranged on the track of a track-bound vehicle
PCT/DE2005/000605 WO2005100116A1 (en) 2004-04-13 2005-04-06 Device for controlling a platform door located on the guideway of a track-bound vehicle

Publications (2)

Publication Number Publication Date
EP1735199A1 EP1735199A1 (en) 2006-12-27
EP1735199B1 true EP1735199B1 (en) 2010-09-08

Family

ID=34965132

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05735025A Active EP1735199B1 (en) 2004-04-13 2005-04-06 Device for controlling a platform door located on the guideway of a track-bound vehicle

Country Status (6)

Country Link
US (1) US7677178B2 (en)
EP (1) EP1735199B1 (en)
CN (1) CN100431888C (en)
AT (1) ATE480435T1 (en)
DE (2) DE102004025514A1 (en)
WO (1) WO2005100116A1 (en)

Families Citing this family (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004025514A1 (en) * 2004-04-13 2005-11-03 Thyssenkrupp Transrapid Gmbh Device for controlling a platform door arranged on the track of a track-bound vehicle
GB2436152B (en) 2006-03-17 2011-05-04 Knorr Bremse Rail Systems Platform screen doors
CN101460334B (en) * 2006-05-31 2012-08-29 西门子公司 Devices comprising a plurality of electrical switches, especially for a magnetic levitation railway line
DE102008052665B4 (en) 2008-10-22 2012-09-27 Siemens Aktiengesellschaft Control of platform screen doors
EP2535235B1 (en) * 2011-06-14 2013-11-20 Siemens SAS Method and system for managing an automatic opening of first doors of a vehicle and second doors of a platform
CN102903164B (en) * 2012-07-02 2016-01-20 上海三意电机驱动技术有限公司 Rail transportation station door unit controller
DE102012108784B3 (en) * 2012-09-18 2013-09-05 Pintsch Bamag Antriebs- Und Verkehrstechnik Gmbh Arrangement for controlling platform door of railway platform, has station platform side door control unit that controls opening and closing of platform doors operated synchronously with train door independent of communication link
DE102013216979A1 (en) * 2013-08-27 2015-03-19 Siemens Aktiengesellschaft Method of controlling platform screen doors and platform screen control means
JP6307600B2 (en) * 2014-05-20 2018-04-04 株式会社日立国際電気 Wireless communication system, wireless communication device, and movable fence control system
TR201802422T4 (en) * 2015-04-07 2018-03-21 Siemens Ag A system and method for locking a mechanical cavity filler, a guided vehicle door and a platform separator door to each other.
JP6999292B2 (en) * 2017-05-29 2022-01-18 三菱電機株式会社 Movable home fence and movable home fence row
WO2019091557A1 (en) * 2017-11-09 2019-05-16 PINTSCH TIEFENBACH GmbH Method for generating an enable signal on the basis of a stopping position of a rail vehicle and track system for using the method
TWI674211B (en) * 2018-11-08 2019-10-11 高雄捷運股份有限公司 Platform door system and method for controlling the same
CN111376918A (en) * 2018-12-31 2020-07-07 上海三意电机驱动技术有限公司 Automatic telescopic lookout lamp belt device
CN110469230A (en) * 2019-08-15 2019-11-19 中国铁道科学研究院集团有限公司通信信号研究所 Car door gate coordinated control system and method based on multi-sensor fusion technology
CN113895468B (en) * 2020-06-22 2023-03-14 中国航天科工飞航技术研究院（中国航天海鹰机电技术研究院） Corridor bridge of plugging into suitable for high-speed magnetic suspension train of vacuum conduit
WO2023061858A1 (en) * 2021-10-11 2023-04-20 Max Boegl Stiftung & Co. Kg Method and system for longitudinal positioning of a maglev vehicle, and maglev train

Family Cites Families (25)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3303961A1 (en) 1982-02-10 1983-08-18 Thyssen Industrie Ag, 4300 Essen Device for the incremental detection of the position of a magnetically levitated vehicle
US4551944A (en) * 1984-01-17 1985-11-12 Westinghouse Electric Corp. Door control apparatus
CH672765A5 (en) * 1986-12-18 1989-12-29 Von Roll Transportsysteme
DE3807919A1 (en) 1988-03-10 1989-09-28 Thyssen Industrie METHOD AND SYSTEM FOR AUTOMATICALLY CONTROLLING A TRACKED VEHICLE
DE3917058C1 (en) 1989-05-25 1990-11-08 Thyssen Industrie Ag, 4300 Essen, De
US5176082A (en) * 1991-04-18 1993-01-05 Chun Joong H Subway passenger loading control system
US5253589A (en) * 1991-07-31 1993-10-19 Kawasaki Jukogyo Kabushiki Kaisha Folding door apparatus for a railway platform
JP2645247B2 (en) * 1992-04-14 1997-08-25 株式会社ツーデン Power supply for automatic door control
IT1264912B1 (en) * 1993-07-09 1996-10-17 Metropolitana Milanese Struttu EQUIPMENT FOR THE ENABLING OF THE OPENING OF THE DOORS OF TRAVELING CARS ON RAIL
US5422552A (en) * 1994-06-17 1995-06-06 Parisi; Gary Automated actuator for sliding panels
US6904717B2 (en) * 1995-07-12 2005-06-14 Valeo Electrical Systems, Inc. Method for controlling a power sliding van door
DE19625193C1 (en) 1996-06-24 1997-12-11 Siemens Ag Method and device for the automatic control of corresponding doors of a traffic system
US5770935A (en) * 1996-07-16 1998-06-23 Product Innovations & Sales Co, Lc Door opening system and receptacle
JP3437039B2 (en) * 1996-08-19 2003-08-18 株式会社大井製作所 Opening / closing control device for vehicle sliding door
IL121120A (en) * 1997-06-19 2000-12-06 Sensotech Ltd Door opening control apparatus
CA2325044A1 (en) 2000-11-17 2002-05-17 Mazen Yasine Jaafar Safety wall system
US6564721B2 (en) * 2001-03-26 2003-05-20 Robert L. Stiles Rail transport system
JP2003155869A (en) * 2001-11-22 2003-05-30 Optex Co Ltd Automatic door sensor and automatic door device equipped therewith
CN1454803A (en) * 2002-04-29 2003-11-12 孙国立 Intelligent safety guardrail for platform
US7493726B2 (en) * 2002-05-15 2009-02-24 The Chamberlain Group, Inc. Barrier movement operator having service reminders
DE102004025514A1 (en) * 2004-04-13 2005-11-03 Thyssenkrupp Transrapid Gmbh Device for controlling a platform door arranged on the track of a track-bound vehicle
US7464651B2 (en) * 2006-04-27 2008-12-16 Calbrandt, Inc. Bogey frame sensor for railcar mover
US20080022596A1 (en) * 2006-07-27 2008-01-31 Boerger James C Door signaling system
DE202006017803U1 (en) * 2006-11-22 2008-03-27 Marantec Antriebs- Und Steuerungstechnik Gmbh & Co. Kg sensor unit
US7816878B2 (en) * 2007-02-01 2010-10-19 The Braun Corporation Vehicle access control system

Also Published As

Publication number Publication date
CN1860054A (en) 2006-11-08
US7677178B2 (en) 2010-03-16
US20080190027A1 (en) 2008-08-14
DE502005010221D1 (en) 2010-10-21
WO2005100116A1 (en) 2005-10-27
CN100431888C (en) 2008-11-12
ATE480435T1 (en) 2010-09-15
EP1735199A1 (en) 2006-12-27
DE102004025514A1 (en) 2005-11-03

Similar Documents

Publication Publication Date Title
EP1735199B1 (en) Device for controlling a platform door located on the guideway of a track-bound vehicle
DE60023055T2 (en) Interlocking system for a railway system
EP1053159B1 (en) Flexible platform door system
EP2250065B1 (en) Method for signal-technology safeguarding of rail vehicles and safeguarding systems related thereto
EP3124350B1 (en) Door control system and methods for the joint control of vehicle and platform doors
EP2085287A1 (en) System for automatically determining and setting warning parameters for track vehicles and corresponding system
EP0715579B1 (en) System for releasing the opening of the doors of rail vehicles
EP0982262B1 (en) Industrial truck with liftable operator's compartment and method for operating the industrial truck
EP3105103A1 (en) Method and system configuration for re-determining the location of a rail vehicle
EP3638560B1 (en) Cable car with lock monitoring for a vehicle
EP3464019B1 (en) Verification of the integrity of a train of vehicles
EP1579897A1 (en) Amusement ride with gravity driven vehicles and method for controlling operation of said amusement ride
DE102015116816A1 (en) Arrangement and method for generating a door release signal for platform screen doors
DE102018130221A1 (en) Transport system for a production line and method for operating a transport system
DE4423787C1 (en) Process and device for train-controlled changes of direction in single-track operation
EP1637427B2 (en) Train safety assembly and method
DE102017200432A1 (en) Method for operating a safety system for a motor vehicle and safety system
DE102015204356A1 (en) Method and device for operating a tracked vehicle
AT400608B (en) LOCKING FOR DOORS, IN PARTICULAR HINGED DOORS
WO2021197811A1 (en) Safety monitoring device, and method for monitoring the safety of an elevator system
WO2024046725A1 (en) Method for monitoring a specified direction of movement for a rail vehicle
EP3825204A2 (en) External control of a rail vehicle for establishing readiness for coupling
DE202019101386U1 (en) Device for obtaining information from a mechanical or electromechanical interlocking
WO2013016751A1 (en) Railway crossing
DE102017131035A1 (en) Assistance system for level crossings

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20061026

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU MC NL PL PT RO SE SI SK TR

DAX Request for extension of the european patent (deleted)
17Q First examination report despatched

Effective date: 20080528

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

19U Interruption of proceedings before grant

Effective date: 20100226

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

19W Proceedings resumed before grant after interruption of proceedings

Effective date: 20100802

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU MC NL PL PT RO SE SI SK TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REF Corresponds to:

Ref document number: 502005010221

Country of ref document: DE

Date of ref document: 20101021

Kind code of ref document: P

REG Reference to a national code

Ref country code: NL

Ref legal event code: VDEP

Effective date: 20100908

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100908

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100908

LTIE Lt: invalidation of european patent or patent extension

Effective date: 20100908

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100908

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100908

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100908

REG Reference to a national code

Ref country code: IE

Ref legal event code: FD4D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100908

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20101209

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100908

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100908

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100908

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100908

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100908

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100908

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100908

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110108

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110110

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20101219

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20110609

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100908

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20110421

Year of fee payment: 7

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502005010221

Country of ref document: DE

Effective date: 20110609

BERE Be: lapsed

Owner name: THYSSENKRUPP TRANSRAPID G.M.B.H.

Effective date: 20110430

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110430

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20111230

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110430

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110502

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110430

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110430

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 480435

Country of ref document: AT

Kind code of ref document: T

Effective date: 20110406

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20120406

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120406

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110406

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110406

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100908

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20101208

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100908

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20220620

Year of fee payment: 19