EP1735199B1 - Dispositif de commande d'une porte d'acces aux quais montee sur la voie de communication d'un vehicule guide sur rails - Google Patents

Dispositif de commande d'une porte d'acces aux quais montee sur la voie de communication d'un vehicule guide sur rails Download PDF

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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
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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
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German (de)
English (en)
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EP1735199A1 (fr
Inventor
Siegfried Ellmann
Friedrich LÖSER
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ThyssenKrupp Transrapid GmbH
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ThyssenKrupp Transrapid GmbH
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Publication of EP1735199A1 publication Critical patent/EP1735199A1/fr
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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".

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (10)

  1. Dispositif de commande d'une porte de quai (14) disposée le long de la voie de circulation (1) d'un véhicule (2) guidé sur rails, comprenant une unité de détection (17), disposée sur la voie de circulation (1) et destinée à détecter un état présélectionné du véhicule (2), et un équipement d'interprétation (18), relié à cette unité et n'autorisant une ouverture de la porte de quai (14) que si le véhicule (2) se trouve dans l'état présélectionné, caractérisé en ce que le véhicule (2) est un véhicule à sustentation magnétique pourvu d'au moins un patin de glissement (3), la voie de circulation (1) présente une piste de glissement (7) destinée à recevoir le patin de glissement (3) à l'atterrissage, et l'unité de détection (17) est conçue et disposée de telle sorte qu'elle réagit à une distance présélectionnée entre le patin de glissement (3) et la piste de glissement (7).
  2. Dispositif selon la revendication 1, caractérisé en ce que l'unité de détection (17) présente au moins un détecteur de proximité coopérant avec au moins un élément associé (3) du véhicule.
  3. Dispositif selon la revendication 1 ou 2, caractérisé en ce que l'unité de détection (17) comprend au moins un capteur incorporé dans la voie de circulation (1).
  4. Dispositif selon l'une des revendications 1 à 3, caractérisé en ce que l'équipement d'interprétation (18) délivre un signal d'autorisation statique tant que le véhicule (2) se trouve dans l'état présélectionné.
  5. Dispositif selon l'une des revendications 1 à 3, caractérisé en ce que l'équipement d'interprétation (18) est conçu de telle sorte qu'il autorise ou produit une ouverture automatique de la porte de quai (14) en présence de l'état présélectionné.
  6. Dispositif selon l'une des revendications 1 à 5, caractérisé en ce que l'unité de détection (17) présente au moins trois capteurs, et l'équipement d'interprétation (18) n'autorise une ouverture de la porte de quai (14) que si au moins deux capteurs indiquent l'état présélectionné du véhicule (2).
  7. Dispositif selon l'une des revendications 1 à 6, caractérisé en ce que l'unité de détection (17) est incorporée dans la piste de glissement (7).
  8. Dispositif selon l'une des revendications 1 à 7, caractérisé en ce que plusieurs portes de quai (14) sont prévues le long de la voie de circulation (1), et une unité de détection (17) à laquelle est raccordée un équipement d'interprétation (18) est associée à chaque porte de quai (14).
  9. Dispositif selon l'une des revendications 1 à 8, caractérisé en ce qu'il présente des moyens pour fermer automatiquement ou maintenir fermée(s) la ou les porte(s) de quai (14) dans le cas où un signal d'autorisation apparu disparaît à nouveau, ou en l'absence de signal d'autorisation.
  10. Dispositif selon la revendication 8 ou 9, caractérisé en ce qu'il présente une unité de détection respective (17) pour chaque patin de glissement (3), toutes les unités de détection (17) sont raccordées à un équipement d'interprétation commun (18), et ce dernier ne délivre un signal d'autorisation que si et tant que l'état présélectionné du véhicule (2) est simultanément détecté par toutes les unités de détection (17).
EP05735025A 2004-04-13 2005-04-06 Dispositif de commande d'une porte d'acces aux quais montee sur la voie de communication d'un vehicule guide sur rails Active EP1735199B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004025514A DE102004025514A1 (de) 2004-04-13 2004-04-13 Vorrichtung zur Steuerung einer am Fahrweg eines spurgebundenen Fahrzeugs angeordneten Bahnsteigtür
PCT/DE2005/000605 WO2005100116A1 (fr) 2004-04-13 2005-04-06 Dispositif de commande d'une porte d'acces aux quais montee sur la voie de communication d'un vehicule guide sur rails

Publications (2)

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

Family

ID=34965132

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05735025A Active EP1735199B1 (fr) 2004-04-13 2005-04-06 Dispositif de commande d'une porte d'acces aux quais montee sur la voie de communication d'un vehicule guide sur rails

Country Status (6)

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

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GB2436152B (en) * 2006-03-17 2011-05-04 Knorr Bremse Rail Systems Platform screen doors
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Also Published As

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

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