EP3007953A1

EP3007953A1 - Protective wall for protecting persons from travelling rail vehicles

Info

Publication number: EP3007953A1
Application number: EP14727533.3A
Authority: EP
Inventors: Christoph LIEBER
Original assignee: Lieber Christoph
Current assignee: Lieber Christoph
Priority date: 2013-06-14
Filing date: 2014-06-02
Publication date: 2016-04-20
Anticipated expiration: 2034-06-02
Also published as: CN105658496A; WO2014198579A1; CA2916022A1; AU2014280380A1; CN105658496B; CA2916022C; US20160207542A1; EP3007953B1; US10053114B2; AU2014280380B2

Abstract

A protective device for protecting persons from travelling rail vehicles in a railway station area comprises an inner and an outer protective wall (11, 12, 76, 77, 88, 89). The railway station area contains at least one platform (4), wherein the platform (4) has at least one platform edge (2, 22), and tracks for a rail vehicle are arranged on a first side of the platform edge (2, 22), and a platform surface (23) extends from the second side of the platform edge (2, 22). The railway surface is embodied as a waiting area for persons. The protective wall (11, 12, 76, 77, 88, 89) is located at or in the vicinity of the platform edge (2, 22) and can be adjusted between a retracted state and an extended state in such a way that in the extended state of the protective wall (11, 12, 76, 77, 88, 89) access to the tracks is prevented, and in the retracted state the access to the tracks is permitted.

Description

Protective wall for the protection of persons from moving rail vehicles

The invention relates to a protective wall for the protection of persons who are, for example, on a platform of a railway station, before moving

Rail vehicles such as subways, trams or trains.

In modern subway systems, the protection of persons from approaching or passing rail vehicles is today solved in such a way that on the

Platform doors are installed which open horizontally in the manner of sliding doors as soon as the passenger train has stopped. They are also referred to in the literature as automatic platform screen doors or "Platform Screen Doors." Such a system is known from EP 2 164 738 B1

WO2005 / 102808 AI shows a retractable in the platform foundation platform door with combined footboard. When the rail vehicle stops, the platform door is lowered into the platform foundation. The footboard is located at the upper end of the door and forms in the lowered state a connection between the

Rail vehicle and the platform, so that passengers can pass accident-free on the gap between rail vehicle and platform edge.

JP1994057764U shows a lowerable in the platform foundation

Security fence.

The condition for the installation of automatic platform screen doors is that the passenger trains always stop in the same place to a few centimeters and that all passenger trains have the same distance between the platform screen doors. Thus, the change of passengers always take place at a certain location, which is defined by the position of the platform screen doors.

The present invention seeks to provide passengers with mechanical protection from moving rail vehicles in locations where the installation of automatic platform screen doors is not possible because:

- The used rolling stock has different door distances or

- The passenger trains can not stop punctually or the

Railway operators do not accept the loss of time due to the punctual stopping would like to take.

JP1994057764U discloses a protective fence for the protection of persons from moving rail vehicles in a station area, the station area comprising at least one platform, the platform having at least one platform edge and tracks being arranged on a first side of the platform edge for a rail vehicle and extending from the second side of the platform edge extends a platform platform, which is designed as a waiting area for persons. A protective fence is located at the edge of the platform. The protective fence is adjustable between a retracted state and an extended state such that in the extended state access to the tracks is denied, in the retracted position access to the tracks is free. This means that the protective fence can take at least two different positions, the retracted state and the extended state. The two positions differ from each other in that the height of the protective fence in the retracted state is smaller than in the extended state.

The present invention has for its object to prevent people on the platform access to the track area by an extendable bulkhead and protect them from passing trains.

A disadvantage of the previously known solutions is that they are not suitable to protect passengers waiting at the platform from passing rail vehicles. Because a passing rail vehicle generates a pressure wave, so you want to avoid walls in the immediate vicinity of the rail vehicle. The retractable walls would be deformed or vibrated by the compressive load, which could damage the drive or the wall.

In particular, it is therefore an object of the invention to provide a protective device, which also protects against passing trains, freight trains or similar rail vehicles is suitable for which no stop is provided in the station area.

The invention relates to a protective device for the protection of persons from moving rail vehicles in a station area. The station area contains at least one platform, the platform has at least one platform edge. On a first side of the platform edge tracks are arranged for a rail vehicle and from the second side of the platform edge a platform platform is formed, which is designed as a waiting area for persons, with a protective wall is located at or near the platform edge and between a retracted state and an extended state is adjustable so that in the extended state of the protective wall access to the tracks is denied in the retracted state access to the tracks is free. The protective wall comprises an inner protective wall and an outer protective wall, wherein in particular the outer protective wall is arranged between the platform edge and the inner protective wall or the outer protective wall forms the platform edge or is arranged directly adjacent to the platform edge.

The inner protective wall is arranged at a greater distance to the platform edge than the outer protective wall. In addition, two protective walls represent a redundant system. The redundancy reduces the risk of the failure of the protective device due to a faulty drive leading to the situation that the only protective wall remains in the retracted state and the traffic operation must be interrupted until a repair the faulty drive is done.

In particular, the protective wall is height adjustable. The extended state corresponds in particular to the maximum height of the protective wall and the retracted state corresponds in particular to the minimum height of the protective wall.

According to one embodiment, the protective device is received in the retracted state in a cavity. This cavity is arranged below the platform platform for this embodiment. As a result, any blockage of the rail vehicle by a located in a faulty position protective wall be avoided. In addition, the protective wall can be stored to save space within the platform. There is thus no additional space required for the protective wall. It can be easily integrated into existing buildings or even be attached to existing buildings, if still a sufficient distance between the rail vehicle and the protective wall is guaranteed. For this purpose, advantageously, the cavity is located in the interior of the platform below the platform platform.

The protective wall or each of the protective walls may have at least one drive device each. As a result, each of the protective walls can be controlled independently of each other.

According to one embodiment, the drive device may include at least one drive cylinder, which may be pneumatically, hydraulically or electrically operable. The drive device is advantageously arranged in the cavity, so that it is largely shielded from weather or illegal access. The drive device may in particular comprise a single or multi-stage drive cylinder which can be actuated hydraulically or pneumatically or a vertical drive, in particular a linear vertical drive. As a driving device for the vertical movement, for example, serves an electrically driven linear vertical drive. Such a drive device may comprise, for example, a linear module with ball rail guide or a roller guide with ball screw or a toothed belt drive. Other guides and drive forms are possible.

According to one embodiment, the protective wall can be displaced in the extended state of the platform edge in the direction of the platform platform. As a result, a larger gap between platform edge and protective wall can be made, which also has a greater distance from the rail vehicle result. The greater space between the rail vehicle and the bulkhead can be used to balance the air pressure that occurs when a rail vehicle passes the bulkhead at high speed. The protective wall can be accommodated in a retracted state in a cavity. The cavity may be located below the platform platform. The cavity can be made accessible by a removable plate element. In this way, the drive device can be easily maintained by a walk-in passage is provided in the cavity, which can be covered by the removable plate member. The removable plate member is advantageously equipped with a closing mechanism. In particular, a support element can be arranged in the cavity, which can serve as a support for the removable plate element. According to one exemplary embodiment, at least one of the protective walls is a measuring element, for example a pressure sensor, a light barrier, an active infrared radiator or another sensor or a warning element, for example a warning light, or a triggering element, for example a push button or a display element, for example a screen arranged with or without interactive operating function.

A control element may be provided for controlling the drive device, which may be connected to a signal box.

Between the outer protective wall and the inner protective wall may be arranged a mechanical device to close the gap between the outer protective wall and the inner protective wall. In particular, the mechanical device can be designed as an extendable intermediate element. The extendable intermediate member may comprise a frame having two frame components which include a spring member. The spring element can be stretched or compressed by the movement of the frame components to each other. The two frame components can be inserted into one another, for example telescopically slidable.

One of the protective walls can be equipped with a fold-out flap, by means of which the gap between the protective walls can be covered. The fold-out flap can be integrated into the outer protective wall or on a be attached separate support element. For example, the fold-out flap can be part of the outer protective wall. According to a variant, a support element is provided which is movable together with the protective wall or independently. A sensor may be provided on the protective wall or the fold-out flap. In particular, a fixation may be provided on the rear wall of the outer protective wall or of the support element, so that the outer protective wall or the support element can only be retracted when the fold-out flap is in the folded state. The length of the fold-out flap corresponds at least to the distance between the outer protective wall and the inner protective wall, so that the space between the outer and inner protective wall can be covered. The deployment of the deployable flap may be triggered by at least one of the following options: a drive on the attachment of the deployable flap to the outer bulkhead at the top of the deployable flap, by a rotatable horizontal bar, the rotatable horizontal bar having a drive below it foldable flap is connected by a spring element, by an auxiliary rod, by an extendable bollard.

According to one embodiment, at least one of the inner or outer protective walls can be designed in several parts. In particular, each of the protective walls can consist of a plurality of partial walls. The division may cause one of the protective walls to consist of a plurality of walls of different heights, or of different lengths. A protective wall may in particular consist of a plurality of plug-together wall elements. Between the outer protective wall and the inner protective wall may be arranged a plurality of extendable partitions.

In one embodiment, one of the inner and outer bulkheads may include an angle with the platform platform less than 90 °. In particular, a tilting device may be provided for transferring at least one of the inner or outer protective walls from a vertical position into an inclined position. According to one embodiment, retaining elements may be arranged in the intermediate space between the inner and the outer protective wall.

The inner bulkhead may include a continuous bulkhead or posts close together. Standing close together is understood to mean a distance of two adjacent posts of up to 25 cm.

A method for operating a protection device for protecting people from moving rail vehicles in a station area comprises the following steps: a protective wall begins to lower as soon as the rail vehicle approaches the station area and / or the approach speed has dropped below 20 km / h and / or or an actuation signal is received for operating a protection device for the protective wall, when the rail vehicle reaches its stop position, the protective wall is lowered completely into the retracted state, after reaching the retracted state, the doors of the rail vehicle are opened so that a passenger change can take place Signal for leaving the retracted state is transmitted to the drive device of the protective wall as soon as there are no passengers between the protective wall and the rail vehicle and a signal to close the doors has been given, the Schu wall is extended in the extended state and the rail vehicle starts moving again, as soon as the protective wall has reached the extended state.

The term "approaching the station area" is intended to mean, in particular, that the rail vehicle has already reached the station area or has reached a track section signaling a driveway into a station area.

In particular, according to one embodiment, the protective wall can be designed in several parts, that is to say at least one of the inner protective wall and the outer protective walls can comprise a plurality of sections. Shortly before the entrance of the rail vehicle, the outer protective wall can be extended. Once the outer bulkhead has been extended, the inner bulkhead is lowered, and the outer protective wall is lowered again in the retracted state shortly before the passenger change, so that the passenger change can take place as soon as the inner and outer protective wall are in the retracted state. The sections are sequentially extended or lowered until the maximum height of the protective wall is reached or the protective wall is lowered below the level of the platform edge.

The rail vehicle only starts moving after the passenger has changed when the outer protective wall is in the extended state again. In particular, the signal for extending the protective wall can be coupled to the signal for closing the door of the rail vehicle. The protection device may be equipped with a transmitter and / or receiver to interact with a rail vehicle. In particular, the raising of the outer protective wall can be triggered by a forced door closure in the rail vehicle and / or the sinking of the outer protective wall can be triggered by a door release control. According to a variant, the outer protective wall can already start up before all the doors of the rail vehicle are closed. According to another variant, the outer protective wall can start up after all the doors of the rail vehicle are closed.

In particular, at least one of the protective walls can contain sensors which detect the speed and / or the distance of a rail vehicle from the holding area.

When the outer protective wall is extended, a mechanical device can be moved until the mechanical device has a sufficiently large inclination, so that in the course of people on the platform are safely pushed onto the web nearer side of the inner protective wall after completion of the passenger change. The mechanical device is moved with the inner protective wall when the inner protective wall is extended and as soon as the inner protective wall has reached the extended state, the outer protective wall and the mechanical device starts again up to the platform platform reduce. In particular, the outer protective wall can be extended before a rail vehicle reaches the station area, wherein the mechanical device remains on the platform platform, wherein after lowering the inner protective wall before the passenger change and the outer protective wall is lowered back into the retracted state. The mechanical means may comprise an extendible intermediate member, a fold-out flap or a plurality of partitions which may be moved upwardly by means of a drive. The mechanical device includes a track-closer frame component and a track-closer frame component with the track-closer frame component and the track-near frame component and inner guard wall moving upwardly at the same speed, thereby keeping the incline of the mechanical device constant.

In addition to the achievable by the protective device advantage of increasing the safety of passengers in the station area, the protective wall can also be used advantageously as a noise barrier to shield the passengers from the operating noise caused by passing rail vehicles. Another advantage of using such a protective wall is the provision of a splash guard. When rail vehicles pass the station area at high speed, droplets or snowflakes are transported to the platform plateau with the airflow generated by the rail vehicle during rainfall, so that passengers can be injected. These droplets would drain along the track side of the bulkhead and thus would not reach the platform plateau.

The protective wall preferably contains a transparent material. The protective wall can be made of Plexiglas or contain Plexiglas elements, so that the view for the driver as well as the passengers and the waiting is as little as possible.

Advantageously, the protective wall can be constructed from several modules. Depending on the length of the platform may have a different number of modules be arranged one behind the other. Each of the modules may be constructed of sections that can be sequentially extended or recessed. Advantageously, the protective wall has a height of at least 0.5 m so that it can not simply be climbed over. The protective wall preferably has a maximum height of 2.5 m.

Hereinafter, embodiments of the invention will be explained with reference to the drawings. Show:

1a shows a first embodiment of a platform with integrated protective wall and drive cylinder in the retracted state,

1b shows the first embodiment in the extended protection state,

1c is a view of the arrangement of the drive cylinders and supports in the first embodiment,

1 d shows a second embodiment with two protective walls,

Fig. Le a second embodiment with two protective walls, Fig. Lf is a view of the arrangement of the drive cylinder and supports in the second embodiment

Fig. 2a shows a second embodiment of a platform with two integrated

Protective walls and linear vertical drive in retracted state. Condition when changing passengers,

2b shows the second embodiment with the outer protective wall as completion of the platform edge,

2c, the second embodiment, wherein the outer protective wall is extended, the inner protective wall is in the retracted state,

Fig. 2d, the second embodiment, wherein the outer protective wall in

extended state, the inner bulkhead is extended,

2e, the second embodiment, wherein both walls are in the extended state,

2f, the second embodiment, wherein the outer protective wall is retracted, the inner protective wall is in the extended state, 2g shows the second embodiment, wherein the outer protective wall is in the retracted state, the inner protective wall is in the extended state, when passing trains without stopping at the platform,

2h, the second embodiment, wherein the outer protective wall is extended, the inner protective wall is in the extended state,

2i, the second embodiment, wherein the outer protective wall is in the extended state, the inner protective wall is retracted,

2j, the second embodiment, wherein the outer protective wall is in the extended state, the inner protective wall is in the retracted state,

2k the second embodiment, wherein the outer protective wall is retracted, the inner protective wall is in the retracted state,

21 shows the second embodiment, wherein the outer protective wall is in the retracted state, the inner protective wall is retracted,

Figure 2m, the second embodiment as a central platform, with rails are arranged on both sides of the platform. the outer protective wall is in the retracted position, the inner protective wall is in the extended state, when passing through trains without stopping at the platform,

3a shows a third embodiment with two protective walls and a passively extendable element of the platform platform between the protective walls, wherein the outer protective wall is in the extended state, the intermediate element and the inner protective wall are extended,

Fig. 3b, the third embodiment, wherein the outer protective wall and the

Retracted intermediate element, the inner protective wall is in the extended state,

Fig. 3c, the extendable element between the protective walls in the third

Embodiment in the extended and contracted state,

3d, the third embodiment with its own linear vertical drive for the extractable intermediate element,

4a shows a fourth embodiment with a in the outer protective wall

integrated flap, whereby the outer protective wall is extended; the flap is in the unfolded state, the inner protective wall is extended. 4b, the fourth embodiment with an extendable auxiliary rod, which supports the flap when unfolding,

Fig. 4c, the fourth embodiment, wherein the flap is folded, the outer protective wall is retracted, the inner protective wall is in the extended state, Fig. 5a shows a fifth embodiment with two multi-part extensible

Protective walls, wherein the outer multi-part extendable protective wall is in the retracted state, the inner multi-part deployable protective wall in the extended state.

Fig. 5b is a view of the arrangement of the drive cylinder, the

Drive mechanism and supports of the inner or outer protective wall in the retracted state in the fifth embodiment,

Fig. 5c is a view of the arrangement of the drive cylinder, the

Drive mechanism and supports of the inner or outer protective wall in the extended state in the fifth embodiment,

5d, the fifth embodiment with extendable intermediate element with its own drive between the multi-part extendable protective walls,

5e the fifth embodiment with a mounted on a separate support element flap between the multi-part extendable protective walls,

5f, the fifth embodiment, wherein the outer and inner protective wall consist of zusammensteckbaren elements,

6a shows a sixth embodiment with a plurality of integrated extendable partition walls between the outer protective wall and the inner protective wall, FIG. 6b shows the sixth embodiment with a plurality of partition parts which can be pushed out in several parts between the outer protective wall which can be pushed out in several parts, up to the multi-part insertable inner protective wall;

7a shows a seventh embodiment with two slanted integrated

Protective walls with linear vertical drive,

Fig. 7b, the seventh embodiment, wherein the inner protective wall on a

Carriage is mounted and can tilt inwardly in the extended state, Fig. 7c, the seventh embodiment, wherein the inner protective wall on a

Carriage is mounted and can tilt in the extended state inward, 8a shows an eighth embodiment, the view from above on the outer protective wall, the inner protective wall, the flap and the extendable bollards if the protective wall system is to cover only a part of the platform,

Fig. 8b, the eighth embodiment, the view from above to the outside

Protective wall, the inner protective wall, the extendable intermediate element and the extendable bollard if the protective wall system is to cover only a part of the platform.

Fig. La represents a cross section of a platform with an integrated protective wall 1. The protective wall 1 forms the completion of the platform edge 2 or is positioned so close to the platform edge 2 of the platform 4 that at startup of the protective wall 1 persons who are on the platform platform 23 near platform edge 2, can not fall into the track area. The protective wall 1 is mounted on a drive cylinder 3. The drive cylinder is connected to a drive device, not shown in the drawing. The drive cylinder serves to displace the protective wall 1 from a retracted position to an extended position. In the extended position, the protective wall 1 is in the extended state, which can also be referred to as a protective state. In the retracted position, the protective wall 1 is in the retracted state. When retracted, the protective wall 1 can be overcome without difficulty for the passengers, since it does not protrude beyond the surface which forms the platform 4.

As a drive device for the vertical movement is for example an electrically driven drive cylinder, a pneumatically driven drive cylinder or a hydraulically driven drive cylinder. The protective wall 1 and the drive cylinder 3 are protected by a shell 5. The shell 5 surrounds the protective wall 1 in the retracted state and the drive device like a cage. The shell 5 is delimited on the track side by a wall which forms the platform edge 2. The underside of the shell 5 forms the bottom 24 thereof. The top of the shell 5 is at least partially formed by a removable plate 6, which is accessible. Platform side, the sheath 5 is bounded by the foundation of the platform 4. The shell 5 therefore represents the outer boundary of a cavity or a plurality of support members 7 are arranged vertically in the cavity. A receiving element 9, for example a tube, serves to receive a rod 8 and can serve to guide the rod 8. The receiving element 9 is arranged between the drive cylinders 3 and forms a vertical guide rail. Lc are concealed in Fig la or lb by the drive cylinder 3. The rod 8 is connected to the protective wall 1 and serves to stabilize the protective wall in its shape and / or the stiffening of the Protective wall 1. The use of one or more such rods 8 can thus increase the stability of the protective wall against buckling, kinking or other deformations.

Behind the drive cylinder 3 and the protective wall 1 there is a cavity 10 in order to be able to carry out repair work in the event of a fault. The cavity is part of the shell 5 and is designed as a walk-in space.

When using a pneumatic drive device, the compressor and the compressed air tank are arranged in the cavity 10, which is not shown in the drawing. At the top, that is at the height of the platform platform is located between the protective wall 1 and the shell 5, an upwardly hinged plate 6. The hinged plate 6 is supported by support members 7 which are fixed to the bottom 24 of the shell 5. The hinged plate 6 is normally closed and can only be opened by qualified personnel. The protective wall 1 is in the retracted state flush with the level of platform plateau. Due to the vertical movement of the drive cylinder 3, the protective wall 1 moves up. At the upper edge of the protective wall 1 pressure sensors can be mounted, which can stop the upward movement of the protective wall 1, if necessary.

Fig. Lb shows the construction in the extended protection state. The track area and the platform area are separated mechanically by the protective wall 1.

Fig. Lc shows the first embodiment of the protective wall 1 from the side in the extended state. For the stability of the protective wall 1 lead rods 8 of the Upper edge of the protective wall 1 to below the lower edge of the protective wall 1. The rods 8 are guided in the receiving elements 9, which are designed as tubes. The receiving elements 9 are mounted between the drive cylinders 3. The receiving elements 9 can be installed in the shell 5. The length of the rods 8 may not be greater than the height of the drive cylinder 3 in the retracted state from the bottom of the protective wall 1 to rod end. The receiving elements 9 have laterally a slot which corresponds to the height of the extendable protective wall 1. Below the protective wall 1, the rods 8 can be guided in front and behind the receiving elements 9 by rails, which gives them additional stability.

In the embodiments described below, analogous parts are provided with the same reference numerals, so that a detailed description of these parts is unnecessary.

In the embodiment according to FIG. 1d, in addition to a protective wall 11 such as FIGS. 1a, 1b and 1c, a second protective wall 12 is installed at a greater distance from the platform edge 22 directly at the platform edge 22. The protective wall 11 directly on the platform edge 22 is referred to here as the outer protective wall 11. The second protective wall 12 with a greater distance to the platform edge 22 is referred to here as the inner protective wall 12. The outer protective wall 11 and the inner protective wall 12 are mounted on drive cylinders 13, 14 and stabilized by rods.

The drive device may be arranged in at least one of the cavities 10, 20, 21 of the shell 15, which is not shown in the drawing. At the top, that is at the level of the platform plateau, located between the protective wall 12 and the shell 15 is an upwardly hinged plate 6. The hinged plate 6 is supported by support members 17 which are fixed to the bottom of the shell 15. By the support members 7, 17 of the shell limited by the interior space in the three cavities 10, 20, 21 is divided. At the top is between the outer bulkhead 11 and the shell 15, an upwardly hinged plate 16. The hinged plate 16 is supported by support members 7, which on the bottom 24 of Case 5 are attached. The track-side boundary of the cavity 20 is formed by the platform edge 22. The hinged plates 6, 16 are normally closed and can only be opened by qualified personnel. The inner protective wall 12 is arranged in the retracted position flush with the platform platform. In the same way, the outer protective wall 11 is arranged in the retracted position flush with the platform platform. Due to the vertical movement of the drive cylinder 14, the inner protective wall 12 moves up. The drive cylinder 14 and the inner protective wall 12 are arranged in the interior of the cavity 21 defined by the support elements 7. Due to the vertical movement of the drive cylinder 13, the outer protective wall 11 moves up. The drive cylinder 13 and the outer protective wall 11 are arranged in the interior of the cavity formed by the wall, which forms the platform edge 22, and by the support elements 7 laterally limited cavity 20. So that the outer protective wall 11 can form the track-side conclusion of the platform 4, a separating element is provided between the drive cylinder and the protective wall. The separating element is displaceable with the outer protective wall 11. The outer protective wall is slightly offset from the drive cylinder 13 and is guided through an opening in the plate 16.

At the upper edge of each of the protective walls 11, 12 may be mounted pressure sensors which stop the upward movement of each of the protective walls 11, 12 when required. The drive cylinders 14 of the inner protective wall 12 are arranged diagonally offset from the drive cylinders 13 of the outer protective wall 11. The temporal sequence of the vertical movement of the two protective walls to each other is as follows: when passengers change both protective walls 11, 12 retracted.

If the passenger change is completed, the outer protective wall 11 first moves up.

If the outer protective wall 11 is in the extended state, the inner protective wall 12 also moves up. The advantage of the system according to FIG. 1 d relative to a system with only one protective wall 1, as shown in FIG. 1 a-c, is that after start-up there are no persons on the wrong track side of the protective wall 12 are located. The condition for this is that the distance between the inner and outer protective walls 11, 12 is not too large or the gap between the protective walls 11, 12 is monitored. In particular, the distance between the rail vehicle and the outer protective wall 11 is at least 5 cm. The distance between rail vehicle and outer protective wall 11 should not be more than 10 cm, so that no passenger can pinch in the space between rail vehicle and outer bulkhead 11. The distance between the inner protective wall 12 and the outer protective wall 11 is up to 50 cm, preferably up to 30 cm. The further the inner protective wall 12 is removed from the outer protective wall 11 or the platform edge 22, the better the air pressure that is created by a passing rail vehicle can be reduced.

If both protective walls 11, 12 are raised, the outer protective wall 11 can lower again. Now, only the inner protective wall 12 is in the extended state. The advantage is that passing rail vehicles can pass at great speed. Between the inner protective wall 12 and the passing rail vehicle thus an upwardly open channel is formed, through which the air displaced by the rail vehicle can flow and can not build up so high air pressure.

If a system according to FIG. 1a-c with only a single protective wall 1 is used directly at the platform edge 2 of the platform 4, a sideways directed force acts on the carriage wall due to the air pressure caused by the passing rail vehicle. Due to the small distance between the carriage wall and the protective wall 1, the air pressure can cause damage to the protective wall when rail vehicles pass the protective wall at high speed.

It is possible to provide openings on the bulkhead to relieve this air pressure. However, openings have the disadvantage that they can present a certain risk potential for persons, in particular, objects can get caught in the openings. The method for operating a protective wall for the protection of persons from moving rail vehicles in a station area, for example, according to the embodiment according to one of Fig. La-ld comprises the following steps: As soon as the rail vehicle approaches the station area, has reached the station area and / or the approach speed has dropped below 20 km / h, the protective wall begins 1 or begin to lower the outer protective wall 11 and the inner protective wall 12. When the protective wall 1 or each of the protective walls 11, 12 is completely lowered, the doors of the rail vehicle are opened and a passenger change can take place. As soon as there are no more passengers between the protective wall and the rail vehicle, the protective wall 1 or 11 is extended. As soon as the protective wall 1 or 11 is extended, the rail vehicle starts moving again. The method for operating a protective wall for the protection of persons from moving railway vehicles in a station area according to the exemplary embodiment, which is illustrated by way of example in FIG. 1 d, comprises the following steps: Shortly before the entrance of a rail vehicle with a passenger change, the outer protective wall 11 moves up. As soon as the outer protective wall 11 has been raised, the inner protective wall 12 lowers. Shortly before the passenger change, the outer protective wall 11 also sinks again. The passenger change can take place. Instead of a system with two protective walls, an embodiment would also be possible which comprises a system with three or more protective walls which function analogously in terms of the time sequence, as has been described in connection with the first or second embodiment. Alternatively, a system with a sliding outer bulkhead can be used. The outer protective wall shifts in the extended state horizontally on a rail from the platform edge away into the platform interior. This variant according to the fourth embodiment can be used advantageously in particular if high speeds passing through rail vehicles require a large distance between the protective wall and carriage wall of the rail vehicle.

Another application is that the installed directly on the platform edge protection wall only shortly before the stop of a rail vehicle lowers with passenger change and that the rail vehicle after the passenger change losfährt after the protective wall is in the extended state again. This application would provide a similar level of security as automatic platform screen doors. For this application option to bring the desired safety gain, the following conditions must be met:

- The distance between the carriage wall and the protective wall is sufficiently small so that no persons can get between the rail vehicle and the platform.

- The rail vehicle is equipped with automatic door closing with anti-pinch protection and with condition monitoring in the driver's cab with shut-off when the doors are open.

- The rail vehicle has a smooth outer skin, even between the cars. This condition meet the current state of the art only

Railcars with wagons that can not be separated during operation.

- The rail vehicle is equipped with a transmitter and a receiver to control the vertical movement of the protective wall.

- The driver's cab of the railway vehicle is equipped with two buttons for side-selective door release and one button for the

Forced door closure with condition monitoring.

- The design of the protective wall is equipped with a transmitter and a receiver to interact with the rail vehicle can. The procedure for a change of passengers according to one of the embodiments would be as follows: Shortly before the stop of the rail vehicle, the protective wall 1, 11 lowers directly to the platform edge. The lowering command receives the protective wall by the following options:

- Pressure sensors are installed in the track. As soon as the rail vehicle has passed a defined track section, the lowering command is issued.

- From the traction vehicle of the rail vehicle, the lowering command is transmitted to the protective wall, as soon as the rail vehicle has fallen below a certain speed, for example, 20 km / h.

- The locomotive of the rail vehicle sends the lowering command to the protective wall as soon as the driver has actuated the door release button.

The protective wall should have lowered before the rail vehicle stops. As soon as the protective wall has completely lowered, it sends a signal to the rail vehicle. If the protective wall is retracted, that is to say the protective wall is in the retracted state, and the rail vehicle is stationary, the doors open.

When the passenger change is completed, the driver presses the button for the forced door closure, the rail vehicle sends to the protective wall command to start.

One possibility is that the protective wall extends as soon as the driver presses the button for forced-closing, that is, the protective wall moves up before all the doors are closed.

A second possibility is that the rail vehicle sends the signal for raising the protective wall only after all doors are closed. This would increase safety but extend the length of the rail vehicle's stay on the platform.

If the protective wall has reached the extended state, it sends a signal to the locomotive. Are also all doors closed, the Abfahrsperre is canceled in the cab of the locomotive and the rail vehicle can start. If the driver wants to take other passengers with him after pressing the button for forced closing, he can press the door release button, the protective wall receives the lowering command and the Abfahrprozess starts again.

Fig. Le shows a variant of the embodiment shown in Fig ld. FIG. 1 shows a cross-section of a platform with two integrated protective walls 11, 12. The protective wall 11 forms the end of the platform edge 22 or is positioned so close to the platform edge 22 of the platform 4 that when the protective wall 11 is raised, persons resting on it platform platform 23 near platform edge 22, can not fall into the track area. The protective wall 11 directly on the platform edge 22 is referred to here as the outer protective wall 11. The second protective wall 12 with a greater distance to the platform edge 22 is referred to here as the inner protective wall 12. The further the inner protective wall 12 is removed from the outer protective wall 11 or the platform edge 22, the better the air pressure that is created by a passing rail vehicle can be reduced. According to FIG. 1e, the outer protective wall 11 is connected to a drive cylinder 13. The drive cylinder 13 serves to displace the outer protective wall 11 from a retracted position to an extended position. The drive cylinder can, as shown in Fig le, be formed in multiple stages. The outer protective wall 11 may be connected by a driver with a linear vertical drive, which is shown in Fig. 2a. The linear vertical drive serves to displace the outer protective wall 11 from a recessed position to an extended position. In the extended position, the outer protective wall 11 in the extended state, which can also be referred to as a protective state. In the retracted position, the outer protective wall 11 is in the retracted state. In the retracted state, the outer protective wall 11 can be overcome for the passengers without difficulty, since it does not protrude or only slightly beyond the surface which forms the platform 4 out. The inner protective wall 12 is connected to a multi-stage drive cylinder 14. The drive cylinder 14 serves to displace the inner protective wall 12 from a retracted position to an extended position. The inner protective wall 12 can by a driver with be connected to a linear vertical drive, which is shown in Fig. 2a. In the extended position, the inner protective wall 12 is in the extended state, which may also be referred to as a protective state. In the retracted position, the inner protective wall 12 is in the retracted state. In the retracted state, the inner protective wall 12 can be overcome for the passengers without difficulty, since it does not protrude beyond the surface which forms the platform 4 out.

The protective walls 11, 12 and their drive cylinder 13, 14 are protected by a shell 15. The shell 15 surrounds the protective walls 11, 12 in the retracted state and the drive devices like a cage. The shell 15 is delimited on the track side by a wall which forms the platform edge 22. The underside of the shell 15 forms the bottom 24 thereof. Platform side, the sheath 15 is bounded by the foundation of the platform 4. The top of the shell 15 is at least partially formed by the removable plates 6, 16, which are accessible. At the top, that is at the height of the platform plateau, is located between the inner protective wall 12 and the rear wall of the shell 15, an upwardly hinged plate 6. The hinged plate 6 is supported by support members 17 which on the floor 24 or the rear wall the sheath 15 are attached. The hinged plate 6 is normally closed and can only be opened by qualified personnel. At the top is between the outer bulkhead 11 and the inner bulkhead 12, an upwardly hinged plate 16. The hinged plate 16 is supported by support members 7 which are fixed to the bottom 24 of the shell 15. The hinged plate 16 is normally closed and can only be opened by qualified personnel. A receiving element 9, for example a tube, serves to receive a rod 8 and can serve to guide the rod 8. The receiving element forms a vertical guide rail. Two such receiving elements are shown in the figure lf. The rod 8 is connected to the protective wall 11, 12 and serves to stabilize the protective wall in its shape and / or the stiffening of the protective wall 11, 12. By the use of one or more such rods 8 thus the stability of the protective wall against bulges , Buckling or other deformations are increased.

According to FIG. 1e, a measuring element 42, for example a pressure sensor, can be attached to the upper edge of the outer protective wall 11, by means of which they are caused may that the upward movement of the outer protective wall 11 is stopped if necessary. A measuring element 43, for example a pressure sensor, may be attached to the upper edge of the inner protective wall 12, by which means the upward movement of the inner protective wall 12 may be made to stop as required. Instead of pressure sensors, photoelectric sensors, active infrared detectors or other sensors can be used. At the upper edge of the outer protective wall 11, a warning element 44, for example, a warning light may be attached, which indicates the passengers on the upward or downward movement of the outer protective wall 11. At the upper edge of the inner protective wall 12, a warning element 45, for example, a warning light may be attached, which indicates the passengers on the upward or downward movement of the inner protective wall 12. On the track-facing side of the outer protective wall 11, a trigger element 46, for example, a push button be attached to effect an emergency lowering of the outer protective wall 11 in the event that a person after the startup of the outer protective wall 11 for some reason on the track side of the outer protective wall 11 is located. On the track-facing side of the inner bulkhead 12, a trigger member 47, such as a push button may be mounted to effect an emergency lowering of the inner bulkhead 12 in the event that a person after starting up the inner bulkhead 12 for some reason on the track closer side of the inner barrier 12 is located. At the rail side closer side of the inner bulkhead 12, a display element 41, such as a screen for passenger information such as the next train ride, seat occupancy in the sector concerned, etc. may be attached.

There is a cavity 10 between the drive cylinder 14 and the rear wall of the shell 15 in order to be able to carry out maintenance work and repair work in the event of a fault. The cavity is part of the shell 15 and is designed as a walk-in space. On the cavity can be dispensed with, provided that maintenance and repair work can be performed only by the unfolding of the plate 16. A control element 31, for example a remote control box, controls the drive cylinders 13, 14 and thus the vertical movements of the outer protective wall 11 and inner protective wall 12. The control element 31 is connected, for example, to the interlocking and can be controlled by the interlocking. In the embodiments described below, analogous parts are provided with the same reference numerals, so that a detailed description of these parts is unnecessary. Fig. 2a shows a cross section of a platform with two integrated protective walls 11, 12 represents. The protective wall 11 forms the completion of the platform edge 22 or is positioned so close to the platform edge 22 of the platform 4, that at startup of the protective wall 11 people on platform platform 23 near platform edge 22, can not fall into the track area. The protective wall 11 directly on the platform edge 22 is referred to here as the outer protective wall 11. The second protective wall 12 with a greater distance to the platform edge 22 is referred to here as the inner protective wall 12. The further the inner protective wall 12 is removed from the outer protective wall 11 or the platform edge 22, the better the air pressure that is created by a passing rail vehicle can be reduced. The outer protective wall 11 is connected by a driver 34 with a linear vertical drive 32. The linear vertical drive 32 serves to displace the outer protective wall 11 from a recessed position to an extended position. In the extended position, the outer protective wall 11 in the extended state, which can also be referred to as a protective state. In the retracted position, the outer protective wall 11 is in the retracted state. In the retracted state, the outer protective wall 11 can be overcome for the passengers without difficulty, since it does not protrude or only slightly beyond the surface which forms the platform 4 out. The inner protective wall 12 is connected by a driver 35 with a linear vertical drive 33. The linear vertical drive 33 serves to move the inner protective wall 12 from a retracted position to an extended position. In the extended position, the inner protective wall 12 is in the extended state, which may also be referred to as a protective state. In the retracted position, the inner protective wall 12 is in the retracted state. In the retracted state, the inner protective wall 12 can be overcome for the passengers without difficulty, since it does not protrude beyond the surface which forms the platform 4 out. As a driving device for the vertical movement, for example, serves an electrically driven linear vertical drive. Such a drive device may comprise, for example, a linear module with ball rail guide or a roller guide with ball screw or a toothed belt drive. Other guides and drive forms are possible.

The protective walls 11, 12 and the linear vertical drives 32, 33 are protected by a shell 15. The shell 15 surrounds the protective walls 11, 12 in the retracted state and the drive devices like a cage. The shell 15 may be delimited on the track side by a wall which forms the platform edge 22. Optionally, the recessed protective wall 11 could take over the function of a track-side outer wall according to each of the embodiments. The underside of the shell 15 forms the bottom 24 thereof. Platform side, the sheath 15 is bounded by the foundation of the platform 4. The top of the shell 15 is at least partially formed by the removable plates 6, 16, which are accessible. At the top, that is at the height of the platform plateau, is located between the inner protective wall 12 and the rear wall of the shell 15, an upwardly hinged plate 6. The hinged plate 6 is supported by support members 17 which on the floor 24 or the rear wall the sheath 15 are attached. The hinged plate 6 is normally closed and can only be opened by qualified personnel. At the top is between the outer bulkhead 11 and the inner bulkhead 12, an upwardly hinged plate 16. The hinged plate 16 is supported by support members 7 which are fixed to the bottom 24 of the shell 15. The hinged plate 16 is normally closed and can only be opened by qualified personnel. A receiving element 9, for example a tube, serves to receive a rod 8 and can serve to guide the rod 8. The receiving element forms a vertical guide rail. Two such receiving elements are shown in the figure lf. The rod 8 is connected to the protective wall 11, 12 and serves to stabilize the protective wall in its shape and / or the stiffening of the protective wall 11, 12. By the use of one or more such rods 8 thus the stability of the protective wall against bulges , Buckling or other deformations are increased. A measuring element, for example a pressure sensor 42, may be attached to the upper edge of the outer protective wall 11, by means of which it is possible to cause the upward movement of the outer protective wall 11 to be stopped as required. A measuring element 43, for example a pressure sensor, can be attached to the upper edge of the inner protective wall 12, by which means the upward movement of the inner protective wall 12 can be made to stop as required. Instead of pressure sensors, photoelectric sensors, active infrared detectors or other sensors can be used. At the upper edge of the outer protective wall 11, a warning element 44, for example, a warning light may be attached, which indicates the passengers on the upward or downward movement of the outer protective wall 11. At the upper edge of the inner protective wall 12, a warning element 45, for example, a warning light may be attached, which indicates the passengers on the upward or downward movement of the inner protective wall 12. On the track-facing side of the outer protective wall 11, a trigger element 46, for example, a push button be attached to effect an emergency lowering of the outer protective wall 11 in the event that a person after the startup of the outer protective wall 11 for some reason on the track side of the outer protective wall 11 is located. On the track-facing side of the inner bulkhead 12, a trigger member 47, such as a push button may be mounted to cause an emergency lowering of the inner bulkhead 12 in the event that a person after starting up the inner bulkhead 12 for some reason on the track closer side of the inner barrier 12 is located. A display element 41, for example a screen for passenger information such as the next train journey, seat occupancy in the relevant sector, etc., may be attached to the side of the inner protective wall 12 closer to the track side.

There is a cavity 10 between the linear vertical drive 33 and the rear wall of the shell 15 in order to be able to carry out maintenance work and repair work in the event of a fault. The cavity is part of the shell 15 and is designed as a walk-in space. On the cavity can be dispensed with, provided that maintenance and repair work can be performed only by the unfolding of the plate 16. A control element 31, for example, a remote control box controls the linear vertical drives 32, 33 and thus the vertical movements of the outer protective wall 11 and inner protective wall 12. The control element 31, such as the Remote Control Box is connected to the signal box and can be controlled by the interlocking ,

In the embodiments described below, analogous parts are provided with the same reference numerals, so that a detailed description of these parts is unnecessary. Fig. 2b shows the platform with the outer protective wall 11 as the completion of the platform edge. In contrast to FIG. 2 a, in FIG. 2 b the track-side wall 22 of the casing 15 does not form the track-side end of the platform 4 on the platform plateau but the outer protective wall 11 at least partially forms the track-side closure even in the retracted state. For this, the track-side wall 22 of the casing 15 extends beyond the level of the track bed but does not reach as high as the outer protective wall 11 in the retracted state. The advantage is that thereby the distance between the carriage wall of the rail vehicle and the outer protective wall 11 can be reduced even in the extended state.

Fig. 2a and 2b show the state while the rail vehicle is stationary at the platform and the passenger change takes place. The outer protective wall 11 and the inner protective wall 12 are in the retracted state.

Figures 2c to 21 are used to understand the timing and thus the process of vertical movements of the outer bulkhead 11 and the inner bulkhead 12 after completion of the passenger change, during the passage of rail vehicles without stopping at the platform 4 and before the complete stoppage of rail vehicles with support at the platform 4.

Fig. 2c shows the process after completion of the passenger change. If the passenger change is completed, the outer protective wall 11 is extended. The track area and the platform area are thereby mechanically separated. The time of the extension process of the outer protective wall 11 is dependent on the distance between the carriage wall of the rail vehicle and the outer Protective wall 11 and the equipment of the rail vehicle. The following possible process steps can be carried out:

The outer protective wall 11 is only extended after the rail vehicle has completely left the track section at the platform. This point in time is suitable if the distance between the carriage wall of the rail vehicle and the outer protective wall 11 is so great that people could fall into this gap.

The outer protective wall 11 is extended as soon as the rail vehicle has started moving again but has not yet completely left the track section at the platform. This point in time is suitable if the distance between the carriage wall of the rail vehicle and the outer protective wall 11 is so great that persons could fall into this gap or because the railway operator does not want to take any prolonged residence time of the rail vehicle on the platform. In order to avoid excessive air pressure between the carriage wall of the departing rail vehicle and the fully extended outer protective wall 11, it is advantageous if the outer protective wall 11 is extended shortly after departure of the rail vehicle only up to a fraction of the maximum extendable state. And only after the rail vehicle has completely left the track section on the platform, the outer protective wall 11 can be extended to the fully extended state.

The outer protective wall 11 is extended after the passenger change, as long as the rail vehicle is still resting on the platform. After the change of passengers, the rail vehicle only starts after the outer protective wall 11 has been extended completely or at least to a desired fraction of the maximum extendable state. In order to avoid excessive air pressure between the carriage wall of the departing rail vehicle and the fully extended outer protective wall 11, it is advantageous if the outer protective wall 11 is extended only up to a fraction of the maximum extendable state, as long as the rail vehicle is still on the platform. If the rail vehicle has completely left the track section on the platform, the outer protective wall 11 can be fully extended to the maximum extendable state. This time is suitable if the railway operator wants to achieve a similar level of safety with the installation of the protective wall system as with systems with automatic platform screen doors. For this application option to bring the desired safety gain, the following conditions must be met:

- The distance between the car wall of the rail vehicle and the outer bulkhead 11 is sufficiently small so that no people can fall into the space between the rail vehicle and platform.

- The rail vehicle has a smooth outer skin, even between the cars. This condition meet according to the current state of the art only multiple units with inseparable during operation car.

- The driver's cab of the rail vehicle is equipped with two buttons for the side-selective door release and a button for the forced-door lock with

Condition monitoring.

The rail vehicle is equipped with a transmitter and a receiver in order to be able to control the vertical movement of the outer protective wall 11 and inner protective wall 12.

The design of the outer protective wall 11 and inner protective wall 12 is equipped with a transmitter and a receiver in order to be able to interact with the rail vehicle.

If the passenger change is completed, the driver presses the button for the forced door closing, the rail vehicle sends to the outer barrier 11, the command to start.

One possibility is that the outer protective wall 11 extends as soon as the driver presses the button for the forced-door closing, that is, the outer protective wall 11 moves up before all the doors are closed.

A second possibility is that the rail vehicle sends the signal for raising the outer protective wall 11 only after all doors are closed. This would increase safety but extend the length of the rail vehicle's stay on the platform. Has the outer protective wall 11 the desired When it reaches the extended state, it sends a signal to the rail vehicle. If all the doors are also closed, the departure lock in the driver's cab of the rail vehicle is lifted and the rail vehicle can drive off. Instead of a shutdown in the cab of the rail vehicle, the driver of the extended state of the outer protective wall 11 can also be displayed by an additional signaling in the field of vision.

If the driver wants to take other passengers with him after pressing the button for the forced-door closing, he can press the door release button, the outer protective wall receives the lowering command and the Abfahrprozess starts again.

Fig. 2d shows the lifting operation of the inner protective wall 12. Is the outer protective wall

11 in the extended state or extended so far that no more people can fall from the platform 4 in the track area, also drives the inner barrier 12 high. The advantage of the system with an outer protective wall 11 and an inner protective wall 12 compared to a system with only one protective wall as in WO2005 / 102808 AI is that after startup no persons can be on the wrong side of the inner protective wall 12 closer to the track. The condition for this is that the distance between the outer protective wall 11 and inner protective wall 12 is not too large or the gap between the protective walls 11, 12 is monitored. In particular, the persons on the platform can by a mechanical solution as shown in Figs. 3a-3d, Fig. 4a-4c and Fig. 6a, during startup on the web near the side of the inner protective wall

12 are pushed.

If both protective walls 11,12 as shown in Fig. 2e in the extended state, the outer protective wall 11 as shown in Fig. 2f lower again. Now, as shown in Fig. 2g only the inner protective wall 12 in the extended state. This is the condition when rail vehicles drive through the platform without stopping. The advantage of this system over a system as described in JP1994057764U is that passing rail vehicles can pass at high speed. Between the inner protective wall 12 and the passing rail vehicle an upwardly open channel is formed through which the through The rail vehicle displaced displaced air can flow and can build up so high air pressure.

If the rail vehicle has left the track area at the platform without stopping at the platform and the next rail vehicle will be a rail vehicle with stop at the platform and passenger change, the outer protective wall 11 can extend as shown in FIG. 2h. The outer protective wall 11 should only be extended to the extent that the air pressure between the carriage wall of the entering rail vehicle and the outer protective wall 11 can pose no danger. How high the outer protective wall 11 is to be extended depends on the maximum possible entry speed and the distance between the carriage wall of the incoming rail vehicle and the outer protective wall 11. The speed of entering rail vehicles with stop and passenger change is usually lower than the speed of passing rail vehicles, however The speed can still be considerable, especially at the beginning of the platform, which is why a complete extension of the outer protective wall 11 can cause excessive air pressure.

If the outer protective wall 11 has reached the desired extended state, then the inner protective wall 12, as shown in Fig. 2i, can be fully retracted. Now, as shown in FIG. 2j, only the outer protective wall 11 has been extended completely or up to the desired fraction of the maximum extendable state. Now the rail vehicle with stop and passenger change the driving license for the track section can be granted on the platform.

Another possibility is to first extend the outer bulkhead 11 up to the maximum extendable state, then retract the inner bulkhead 12 completely and then lower the outer bulkhead 11 to the desired fraction of the maximum extendable state.

Fig. 2k shows how the outer protective wall 11 is completely retracted to allow a passenger change. There are the following possible times:

The outer protective wall 11 is completely retracted before the rail vehicle with stop and passenger change has reached the track section on the platform. This is the easiest way, but carries the risk that people could fall in front of the train entering. The outer protective wall 11 is fully retracted shortly before the stop of the rail vehicle. The lowering command receives the outer protective wall 11 by the following possibilities:

- From the traction vehicle of the rail vehicle, the lowering command is transmitted to the outer protective wall, as soon as the rail vehicle has fallen below a certain speed, for example, 20km / h.

- The design of the outer protective wall is equipped with sensors. Once the rail vehicle has passed a defined section of track or a certain

Speed has fallen, the lowering command is issued.

The outer protective wall 11 should have lowered completely before the rail vehicle is stationary. As soon as the outer protective wall 11 has completely lowered, it sends a signal to the rail vehicle. If the outer protective wall 11 is retracted, that is to say the outer protective wall 11 is in the retracted state, and the rail vehicle is stationary, the doors open.

Instead of the method as described in Fig. 2h - 2k, it would also be possible to retract completely before the entrance of a rail vehicle with stop and passenger change the inner bulkhead 12 and renounce the start-up and Wiederabsen kens the outer bulkhead 11. This possibility is shown in FIG. 21. However, the direct lowering of the inner protective wall 12 has the disadvantage that the inner protective wall 12 shortly before it reaches the retracted state can represent a trip hazard for the waiting passengers. For safety reasons, therefore, the method described in FIGS. 2h-2k is to be preferred.

Fig. 2m shows a cross section of a middle platform 4, each with two integrated protective walls 11, 12 on both sides. The tracks are located to the left and right of the middle platform. The two protective wall systems on the left and right side function independently of each other. The operation of the protective walls 11, 12 is as described in FIGS. 2a-21. In the embodiment according to FIGS. 3 a - 3 d, the protective device described in FIGS. 2 a - 2 m is additionally equipped with a mechanical device 51 between the outer protective wall 11 and the inner protective wall 12 in order to move 12 persons on the platform 4 during the raising of the inner protective wall to crowd on the track nearer side of the inner protective wall 12. Instead of the removable plate 16, the mechanical device 51 is arranged on the platform platform 23 between the outer protective wall 11 and the inner protective wall 12, which is designed as an extendable intermediate element. The extendable intermediate element 51 rests on the supports 7. The extendable intermediate element 51 is guided during the raising and lowering operation along vertically aligned guide rails in the outer protective wall 11 and along vertically aligned guide rails in the inner protective wall 12. The mechanical device 51 thus closes off the intermediate space between the outer protective wall 11 and the inner protective wall 12.

Fig. 3c shows the embodiment of the extendable intermediate member 51 in the extended state and in the contracted state. The extendable intermediate element 51 consists of a frame, a spring element 53 in the interior and the hinges 52 at the outer corners. The frame consists of at least two frame components, which can be nested into each other and also represent a consistently stable outer shell in the extended state. Each of the frame components may be formed as a hollow body which receives a part of the spring element 53. In particular, the hollow body may have a circular or rectangular cross-section. Each of the frame components has an open end and a closed end. At the closed end, one end of the spring element is connected to the frame component. The closed end also forms the outer corner, on which the hinge 52 is mounted, which connects to the protective wall or a drive device, which is activated by the movement of the protective wall. The cross-sectional area of each of the two frame components is different from each other so that one of the frame components is slidable over the other frame component. The two frame components are thus inserted into one another at their open end. By an upward force on the track closer frame component increases the extent of the telescoping intermediate member 51. The upward force effect on the track closer frame component can be as shown in Fig. 3a by a driver with drive in the guide rail of the outer bulkhead 11 or as in Fig. 3d shown, the track-closer frame component is pushed by a rod 54 with its own linear vertical drive 55 upwards. The increased expansion of the intermediate telescopic member 51 is necessary so that the extendable intermediate member 51 receives the desired inclination during start-up to safely push people on the web nearer side of the inner protective wall 12. Through the hinges 52, the extendable intermediate element 51 can slide despite changed inclination along the guide rails. Inside the telescoping intermediate member 51 is a spring 53 which slightly contracts the two frame components and thus helps, once the start-up process is completed, the telescoping intermediate member 51 to regain its original horizontal orientation.

In the embodiment according to FIGS. 3 a, 3 b, in the guide rail of the outer protective wall 11 a driver with its own drive is to be moved upwards around the track-side frame component of the telescopic intermediate element 51. The time sequence of the vertical movements of the outer protective wall 11, the intermediate extractable element 51 and the inner protective wall 12 in the embodiment according to FIGS. 3a, 3b are as follows:

If the passenger change is completed, the outer protective wall 11 is extended. While the outer protective wall 11 is extended, the extendable intermediate element 51 remains at the level of the platform platform 23. At this time, the track-side frame component of the telescopic intermediate element 51 is not pulled up prematurely with the outer protective wall 11, the driver latches in the guide rail of the outer Protective wall 11 and remains at the height of platform platform 23. If the outer protective wall 11 in the extended state or extended so far that no more people can fall from platform 4 in the track area, moves the driver with its own drive in the guide rail of the outer protective wall 11th the track-side frame component of the telescopic intermediate element 51 so far up until the extendable Intermediate element 51 has reached the desired inclination. The platform-side frame component of the telescopic intermediate element 51 remains blocked by a conclusion of the guide rail at the upper edge of the inner protective wall 12 at the height of the platform platform 23. The inclination of the extendable intermediate element 51 must be sufficiently steep, so that in the course of people on the platform are safely pushed onto the web nearer side of the inner protective wall 12. If the extendable intermediate element 51 has a sufficiently large inclination, the linear vertical drive 33 also begins to move the inner protective wall 12 upwards. In the further course, as shown in Fig. 3a, move the inner protective wall 12 and the driver with its own drive in the guide rail of the outer protective wall 11 at the same speed upwards, whereby the inclination of the extendable intermediate element remains constant. By completing the guide rail on the top edge of the inner bulkhead 12, the extendable intermediate member 51 can not move up faster than the inner bulkhead 12, thereby preventing a gap between the extendable intermediate member 51 and the inner bulkhead 12 at startup. The driver with its own drive in the guide rail of the outer protective wall 11 moves up to the conclusion of the guide rail on the upper edge of the outer protective wall 11 and is blocked in this position. The inner bulkhead is sufficiently high at this time to safely separate the platform area from the track area. Even after the extendable intermediate element 51 has reached its maximum height, the inner protective wall 12 can continue to extend. If the inner protective wall 12 has reached the extended state, the outer protective wall 11 and the extendable intermediate element 51 can again be lowered to the platform level, that is to say the height of the platform platform 23. For this it is easiest if the driver remains blocked in the guide rail of the outer protective wall 11 completely at the upper edge of the outer protective wall 11 and so the extendable intermediate element 51 is moved together with the outer protective wall 11 by the linear vertical drive 32 down to the platform level , The fact that the driver is blocked in the guide rail of the outer bulkhead at the top, the upper edge of the outer protective wall 11 and the extendable Intermediate element 51 in the retracted state at platform level is a plane, which is later important when changing passengers. If the outer protective wall 11 and the telescopic intermediate element 51 have been lowered to the platform level, rail vehicles can drive through the platform at high speed. If the last rail vehicle has left the track area on the platform without stopping at the platform and the next rail vehicle will be a rail vehicle with a stop at the platform, the outer protective wall 11 can extend as shown in FIG. 2h. At this time, no persons must be pushed, therefore, the extendable intermediate element 51 remains at the platform level. So that the track-side frame component of the telescopic intermediate element 51 is not pulled up with the outer protective wall 11, the driver latches in the guide rail of the outer protective wall and remains at the platform level. After the inner protective wall 12 has lowered, as shown in FIG. 2i, the outer protective wall 11 also sinks back into the retracted state before the passenger is changed.

A further embodiment has a toothed rack in the guide rail of the outer protective wall 11 and a toothed wheel with an electric motor on the side of the pull-out intermediate element 51 closer to the track. The electric motor gear is a part of the track-side frame component of the intermediate telescopic member 51. The power supply to the electric motor is ensured by an electric wire which is fed to the electric motor through a hole in the track-closer frame component of the intermediate telescopic member 51.

In the embodiment of Fig. 3d, the raising and lowering as well as the inclination of the extendable intermediate member 51 is carried out by rods 54, 57 at the outer ends of the frame components of the telescopic intermediate member 51, each with its own linear vertical drive 55, 58 by a driver 56, 59 are connected. Characterized in that the extendable intermediate element 51 for the vertical movements own drive mechanism consisting of the rod 54, the vertical drive 55, the driver 56, the rod 57, the vertical drive 58, the cam 59 has, can drive on the guide rail of the outer protective wall 11 be waived. This simplifies the execution of the outer protective wall 11, which increases the reliability of the system. Ideally, the linear vertical drive 32 of the outer protective wall 11 and the linear vertical drive 55 of the rod 54 of the track-closer frame component of the intermediate telescopic member 51 within a sheath 15 as shown in Fig. La offset from one another.

Alternatively, as shown in Fig. 3d, the linear vertical drive 32 of the outer bulkhead 11 may be located below the track bed. However, this would make the conversion of existing platform systems for the installation of a protective wall system more expensive.

The time sequence of the vertical movements of the outer protective wall 11, the extendable intermediate element 51 and the inner protective wall 12 is as follows: If the passenger change is completed, the outer protective wall 11 is extended. If the outer protective wall 11 in the extended state or extended so that no more people can fall from the platform 4 in the track area, the linear vertical drive 55 moves the rod 54 and thus the track-closer frame component of the telescopic intermediate member 51 as far up to the extendable intermediate element 51st has a sufficiently large inclination, so that in the course of people on the platform safely be pushed onto the track nearer side of the inner protective wall 12. If the extendable intermediate element 51 has a sufficiently large inclination, the linear vertical drive 58 also begins to move the rod 57 and thus the platform component of the extendable intermediate element 51 upwards, likewise the linear vertical drive 33 starts to move the inner protective wall 12 upwards. The track-closer frame component of the telescoping intermediate member 51, the web-closer frame component of the telescoping intermediate member 51, and the inner shield wall 12 move upwardly at the same speed, whereby the inclination of the telescoping intermediate member 51 remains constant. By completing the guide rail on the top edge of the inner bulkhead 12, the extendable intermediate member 51 can not move up faster than the inner bulkhead 12, thereby preventing a gap between the extendable intermediate member 51 and the inner bulkhead 12 at startup. If the inner protective wall 12 has reached the extended state, it may the outer protective wall 11 and the extendable intermediate element 51 again lower to platform level. Now rail vehicles can drive through the platform at great speed. If the last rail vehicle has left the track area at the platform without stopping at the platform and the next rail vehicle will be a rail vehicle with stop at the platform and passenger change, the outer protective wall 11 can extend as shown in FIG. 2h. At this time, no persons have to be pushed, the intermediate telescopic member 51 remains at the platform level. After the inner protective wall 12 has lowered, as shown in FIG. 2i, the outer protective wall 11 also sinks back into the retracted state before the passenger is changed.

Another embodiment has its own drive 55, 58 for the extendable intermediate element 51 as shown in Fig. 3d, but no guide rails in the outer and inner protective wall. Thus, the extendable intermediate element 51 has no direct contact with the outer protective wall 11 or the inner protective wall 12. It must be ensured that when booting the extendable intermediate element 51 no gap between the extendable intermediate element 51 and the inner protective wall 12 is formed.

In the embodiment according to FIGS. 4a-4c, the protective device described in FIGS. 2a-2m is additionally equipped with a fold-out flap 65 in order to push 12 persons on the platform 4 onto the web-like side of the inner protective wall 12 during start-up of the inner protective wall. The foldable flap 65 may be integrated into the outer bulkhead 11 or mounted on a separate support member 70. By a sensor and a fixation on the rear wall of the outer protective wall 11 or the support member 70 ensures that the outer protective wall 11 or the support member 70 is retracted only when the foldable flap 65 is in the folded state.

The advantage of a foldable flap 65 over a system as described in Figs. 3a-3d is that a flap can have a very steep slope during the deployment process of the inner bulkhead 12. Another advantage of a flap is the hygienic aspect. In a system as described in FIGS. 3a-3d, the extendable intermediate element 51 is retracted in the retracted state by the Shoe soles of passengers soiled. The fold-out flap 65, however, has no contact with passengers in the folded-in ground state. Another advantage of a flap is the possibility that the inner protective wall 12 instead of a continuous protective wall can also consist of closely spaced posts. Similar to a fork, the posts could be connected by a beam so that a linear vertical drive 33 would move many posts simultaneously. Close posts have the advantage that it would be more difficult for children to climb over them.

In the embodiment according to FIGS. 4 a, 4 b, the foldable flap 65 is integrated in the outer protective wall 11. The length of the foldable flap 65 corresponds at least to the distance between the outer protective wall 11 and the inner protective wall 12, so that the gap between the outer protective wall 11 and the inner protective wall 12 can be covered in the inclined unfolded state. The execution of the foldable flap 65 may also be longer and protrude beyond the inner protective wall 12 during startup of the inner protective wall 12.

The unfolding movement of the foldable flap 65 can be triggered by:

- A drive 66 on the attachment of the foldable flap 65 on the outer protective wall 11 at the upper end of the foldable flap 65th

a rotatable horizontal bar at the attachment to the upper end of the foldable flap 65, the rotatable horizontal bar being connected to a drive below the foldable flap 65.

- By a spring element on the rear wall behind the foldable flap 65, which pushes the foldable flap 65 to the outside, the folding can be done by a mounted on the flap 65 rope, which via a roller on the rear wall to a winch under the outer bulkhead 11 is guided.

Other forms of drive for folding and unfolding the flap 65 are possible. In the embodiment of Fig. 4b, the Ausklappprozess is additionally supported by an auxiliary rod 67 which is connected by a driver 68 with a linear vertical drive 69 or by an extendable bollard. The auxiliary rod and the extendable bollards are movable in particular in the vertical direction. As soon as the foldable flap has been slightly unfolded by a drive 66, the following unfolding process supported until completion by the elevating auxiliary rod.

The temporal sequence of the vertical movements of the outer protective wall 11, the extension and Einklappbewegungen the foldable flap 65 and the vertical movements of the inner protective wall 12 in the embodiment of Fig. 4a, 4b are as follows: Is the passenger change completed, the linear vertical drive 32 moves the outer protective wall 11 upwards. If the outer protective wall 11 is extended so far that the foldable flap 65 is completely above the platform platform 23, the upward movement of the outer protective wall 11 stops and the foldable flap 65 begins to unfold. Due to the unfolding movement of the fold-out flap 65, persons on the platform 4 are pushed onto the side of the inner protective wall 12 closer to the web.

When unfolding the fold-out flap 65 results in a small gap between the lower end of the foldable flap 65 and the platform platform 23. The greater the distance between the outer bulkhead 11 and the inner bulkhead 12 and the flatter the inclination of the foldable flap 65 in the unfolded state The gap between the foldable flap 65 in the unfolded state and the platform platform 23 increases. In order for this gap to be as small as possible, the length of the foldable flap 65 must be adapted to the distance between the outer protective wall 11 and the inner protective wall 12. The greater the distance between the outer protective wall 11 and the inner protective wall 12, the greater the length of the foldable flap 65 should be. If the railway operator wants to completely close this gap, then the embodiment of the fold-out flap 65 can be such that the fold-out flap 65 enlarges its extent during unfolding, and therefore also contains an extendable element.

If the foldable flap 65 is in the unfolded state, the linear vertical drive 33 begins to move the inner protective wall 12 upwards. In the further course, the outer protective wall 11, the foldable flap 65 and the inner protective wall 12 move upward at the same speed. If the inner protective wall 12 has been extended so far that it reliably separates the track area from the platform area, the linear vertical drive 33 stops the upward movement of the inner protective wall 12. The outer protective wall 11 and the foldable flap 65 move a bit further up until the foldable flap 65 can be folded. The foldable flap 65 is completely folded and the outer protective wall 11 can be fully retracted. Now rail vehicles can drive through the station at great speed. If the last rail vehicle has left the track area at the platform without stopping at the platform and the next rail vehicle will be a rail vehicle with stop at the platform and passenger change, the outer protective wall 11 can extend, as shown in FIG. 2h. At this time, no people must be pushed, therefore, the foldable flap 65 remains in the folded state. After the inner protective wall 12 has lowered, as shown in FIG. 2i, the outer protective wall 11 also sinks back into the retracted state before the passenger is changed.

In the embodiment according to FIG. 4 c, the foldable flap 65 is mounted on a separate support element 70. For the vertical movement ung the support member 70 is connected by a vertical rod 73 with a driver 71 with its own linear vertical drive 72. The support member 70 has in the region of the foldable flap 65 has a continuous rear wall. Below the flap portion, there is a cavity between the vertical rod 73, which is connected to the linear vertical drive 72. This cavity is necessary so that space for the linear vertical drives 32 of the outer protective wall 11 remains. The linear vertical drives 32 of the outer protective wall 11 and the linear vertical drives or drives 72 of the support element 70 are arranged offset to one another.

The support element 70 can be guided along vertically aligned guide rails on the side closer to the web of the outer protective wall 11.

The length of the foldable flap 65 corresponds at least to the distance between the outer protective wall 11 and the inner protective wall 12 in order to cover the gap between the outer protective wall 11 and the inner protective wall 12 in the inclined unfolded state. The execution of the foldable flap 65 may also be longer and protrude beyond the inner protective wall 12 during startup of the inner protective wall 12.

The unfolding movement of the foldable flap 65 can be driven by: a drive 66 on the attachment to the support element 70 at the upper end of the foldable flap 65.

- By a spring element on the rear wall behind the foldable flap 65, which pushes the foldable flap 65 to the outside, the folding can be done by a mounted on the foldable flap 65 rope which via a roller on the rear wall to a winch under the support element 70th to be led.

Other forms of drive for folding and unfolding the foldable flap 65 are possible.

The foldable flap 65 to mount on a separate support member 70 has over the embodiment of Fig. 4a, 4b various advantages:

- The design of the outer protective wall is simpler and the outer protective wall 11 may be narrower, so a smaller thickness than the previous ones

Have exemplary embodiments

- The vertical extent of the outer protective wall 11 may be smaller

- A safety gain, because during the startup of the folded-out flap 65, the outer protective wall 11 is already fully extended.

The fact that the outer protective wall 11 is fully extended before the support member 70 and the foldable flap 65 are extended, the execution of the support member 70 may be wider than an outer protective wall 11 with integrated foldable flap 65. This facilitates the installation of a drive for the Fold-out movement of the fold-out flap 65.

A disadvantage of the embodiment of Fig. 4c over that of Fig. 4a, 4b is that the foldable flap 65 and the support member 70 in the retracted state limit the vertical extent of the linear vertical drives. Because the foldable flap 65 is a continuous plate, for reasons of space, the linear vertical drives 32 of the outer protective wall 11 can not extend below the plate 16. The distance between the removable plate 16 and the upper end of the linear vertical drive 32 corresponds to the distance between the upper edge of the support member 70 and the lower end of the foldable flap 65th The temporal sequence of the vertical movements of the outer protective wall 11, the support member 70 and the inner protective wall 12 and the folding and folding movements of the foldable flap 65 in the embodiment of Fig. 4c are as follows:

If the passenger change is completed, the outer protective wall 11 is extended. If the outer protective wall 11 in the extended state or extended so that no more people can fall from the platform 4 in the track area, moves the linear vertical drive 72, the support member 70 as far up until the foldable flap 65 is completely above the platform platform 23. If the foldable flap 65 is completely above the platform platform 23, the upward movement of the support element 70 stops and the foldable flap 65 begins to fold out. Due to the unfolding movement of the fold-out flap 65, persons on the platform 4 are pushed onto the side of the inner protective wall 12 closer to the web.

When unfolding the fold-out flap 65 results in a small gap between the lower end of the foldable flap 65 and the platform platform 23. The greater the distance between the outer bulkhead 11 and the inner bulkhead 12 and the flatter the inclination of the foldable flap 65 in the unfolded state The gap between the foldable flap 65 in the unfolded state and the platform platform 23 increases. In order for this gap to be as small as possible, the length of the foldable flap 65 must be adapted to the distance between the outer protective wall 11 and the inner protective wall 12. The greater the distance between the outer protective wall 11 and the inner protective wall 12, the greater the length of the foldable flap should be. The embodiment of FIG. 4c offers the possibility for very steep angles of the foldable flap 65 in the unfolded state, additionally protrudes the foldable flap 65 in the unfolded state on the inner bulkhead 12, so this gap can be minimized. If the railway operator wants to completely close this gap between the lower end of the fold-out flap 65 in the unfolded state and the platform platform 23, then the embodiment of the fold-out flap 65 can be such that the fold-out flap 65 enlarges its extent during unfolding, ie also an extendable one Contains element. If the foldable flap 65 is in the unfolded state, the linear vertical drive 33 begins to move the inner protective wall 12 upwards. In the course of the inner protective wall 12 and the support member 70 move at the same speed upwards. If the inner protective wall 12 has been extended so far that it reliably separates the track area from the platform area, the linear vertical drive 33 stops the upward movement of the inner protective wall 12. The supporting element 70 moves a little further up until the foldable flap 65 can be folded. The foldable flap 65 is completely folded and the support member 70 can be fully retracted. Now rail vehicles can drive through the station at great speed. If the last rail vehicle has left the track area at the platform without stopping at the platform and the next rail vehicle will be a rail vehicle with stop at the platform and passenger change, the outer protective wall 11 can extend as shown in FIG. 2h. At this time, no people must be pushed, the support member 70 remains in the retracted state. After the inner protective wall 12 has lowered, as shown in FIG. 2i, the outer protective wall 11 also sinks back into the retracted state before the passenger is changed. The embodiments according to FIGS. 5a-5f are alternatives in limited space below the platform platform 23 for the protective wall systems described in FIGS. 1-4. If there is sufficient space below the platform platform 23 for the installation of a protective wall system as described in FIGS. 1-4, it is advantageous to install a protective wall system according to FIGS. 1-4, because the design of the components is simple. However, there may be places along a platform where, for various reasons, there is insufficient space beneath the platform platform 23 for a protective wall system with linear vertical drives as shown in FIGS. 1-4, for example in the area of station underpasses where passengers pass under the tracks , A feature of the embodiments according to FIGS. 5a-5f is that the protective walls in the retracted state have a much smaller vertical extent than in the extended state. Fig. 5a shows a cross section of a platform with two integrated multipart ausschiebbaren protective walls 76, 77. The outer protective wall 76 consists of multi-part extendable plates. In the retracted state, the plates are arranged side by side, in the extended state slightly offset one above the other. The panels must be in the extended state, a continuous end on the rail side facing the passengers to the passengers, the plates themselves may be hollow inside and open on the track side. For the extension and retraction movement, the plate, which is highest in the extended state, is connected to a drive mechanism 78. The drive mechanism is located at least largely inside the outer protective wall 76. As a drive mechanism 78, a scissor drive, a telescopically extendable cylinder or other drives are possible. Having both sides of the outer bulkhead 76 terminated by panels, this has the advantage of protection against dirt such as dust. If only the side of the outer protective wall 76 facing the platform has a closure by means of plates and the side facing the track is open, this has the advantage that repair work can be made simpler.

The inner protective wall 77 also consists of multi-part extensible plates. In the retracted state, the plates are arranged side by side, in the extended state slightly offset one above the other. The panels must be in the extended state on the side facing the passengers on the rail side facing a continuous end, the plates themselves may be hollow inside and on the track closer side open. For the extension and retraction movement, the plate, which is highest in the extended state, is connected to a drive mechanism 79. The drive mechanism is at least largely in the interior of the inner protective wall 77. As a drive mechanism 79, a scissors drive, a telescopically extendable cylinder or other drives are possible. Having both sides of the inner protective wall 77 closed by plates, this has the advantage of protection against dirt such as dust. If only the side of the inner protective wall 77 facing the platform has a closure by means of plates and the side facing the track is open, this has the advantage that repair work can be carried out more easily. 5a shows the state with retracted outer protective wall 76 and extended inner protective wall 77, that is, the state in which rail vehicles can drive through the platform at high speed. The time sequence of the extension and retraction movements of the outer protective wall 76 and inner protective wall 77 after completion of the passenger change, during the passage of rail vehicles without stopping at platform 4 and before the complete stoppage of rail vehicles with stop at platform 4 are the same as in the in Fig 2a-2m illustrated embodiment. Fig. 5b shows the embodiment with a multi-part extendable protective wall 76, 77 from the side in the retracted state. The drive is effected by a scissor mechanism comprising two scissor-type carriers 78, 79 by a telescopically extendable cylinder 80 or by another drive. In Fig. 5b, the shear beams 78, 79 are moved by the cylinder 81. An even simpler solution would be that the scissor-type bearers are fixed on one side by a fixed bearing and on the other side by a floating bearing and the scissor mechanism is driven by a spindle at the lower floating bearing.

In Fig. 5b left and right of the station underpass 83 is a receiving element 9, for example, a tube arranged. The receiving element 9 serves to receive a rod 8 and can serve to guide the rod 8. The receiving element 9 forms a vertical guide rail. The rod 8 is connected to the protective wall 76, 77 and serves to stabilize the protective wall 76, 77 in their shape and / or the stiffening of the protective wall 76, 77. By the use of one or more such rods 8 thus the stability the protective wall 76, 77 are increased against buckling, buckling or other deformations.

Fig. 5c shows the embodiment with a multi-part extendable protective wall 76, 77 from the side in the extended state.

Fig. 5d illustrates a cross-section of a platform with two integrated multi-part extendable protective walls 76, 77 and an intermediate as described in Fig. 3d extendable element 51 between them. In Fig. 5d, the inclination and the vertical movement of the telescopic intermediate member 51 by the telescopic telescopic extendable cylinder 84, 85 executed. The telescopically extendable cylinder 84 is connected to the track closer frame component, the telescopically extendable cylinder 85 is connected to the track nearest frame component. The extendable intermediate element 51 may be guided during the lifting and lowering along vertically oriented guide rails in the web side nearer side of the outer protective wall and / or along vertically oriented guide rails in the track closer side of the inner protective wall. The time sequence of the vertical movements of the multipart extendable outer protective wall 76, the extendable intermediate element 51 and the multi-part extendable inner protective wall 77 of FIG. 5d is the same as described in FIG. 3d.

Fig. 5e illustrates a cross-section of a platform with two integral multi-part extendable protective walls 76, 77 and a folding flap 65 as described in Fig. 4c, which is mounted on a separate support member 70. The fold-out flap 65 has the purpose during the extension of the multi-part extendable inner protective wall 12 persons on the platform 4 to push on the bahnsteignähere side of the inner protective wall. The vertical movement of the support member 70 is carried out by a drive mechanism 86, which may consist of a scissors mechanism, a telescopically extendable cylinder or other drive forms, which in the retracted state have a much smaller vertical extent than in the extended state. By a sensor and a fixation on the rear wall of the support member 70 ensures that the support member 70 is retracted only when the foldable flap 65 is in the folded state. The possible drive for the deployment movement of the foldable flap 65 is the same as described in FIG. 4c. The length of the foldable flap 65 corresponds to at least one length which is suitable to be able to cover the distance between the multipart extendable outer protective wall 76 and the multi-part extendable inner protective wall 77 in the inclined unfolded state. The execution of the foldable flap 65 may also be longer and protrude during startup of the multi-part extendable inner protective wall 77 on the multi-part extendable inner protective wall 77. The support member 70 may be vertical aligned guide rails in the websteignäheren bottom plate of the multi-part extendable outer protective wall 76 may be performed. In the area of station underpasses, it is also possible that the support element 70 is guided to the left and right of the station underpass along vertically oriented guide rails in the nearer side of the outer protective wall 11.

The time sequence of the Vertika movements of the multi-part extendable outer protective wall 76, the support member 70 and the multipart extendable inner protective wall 77 and the extension and Einklappbewegungen the foldable flap 65 of FIG. 5e and the operation of the drive 66 are the same as in Fig. 4c described.

Fig. 5f illustrates a cross-section of a platform in which the outer protective wall 88 and the inner protective wall 89 are made of mateable wall elements. This embodiment is advantageous if there is very little space below platform platform 23. Because the mating wall elements can be stacked one above the other in the retracted state, the vertical extent in the retracted state is very small. The mating wall elements are held together by a continuous rope. The uppermost wall element is connected to a drive, for example a telescopically extendable cylinder. In the area of station underpasses, the uppermost wall element can also be raised on a vertical bar, the vertical bars can be placed to the left and right of the station underpass, ie in an area where there is sufficient space for a linear vertical drive below the platform platform 23. In order to urge 89 people on the platform 4 on the platform nearer side of the mating inner protective wall 89 during startup of the mating inner protective wall 89 can between the protective walls 88, 89, a system with an extendable intermediate element 51 as in Fig. 3d or a system with a foldable flap 65 are installed as in Fig. 4c. Reference numerals shown in this embodiment but not described correspond to the corresponding components of the preceding figures. In the embodiment according to FIG. 6a, between the outer protective wall 11 and the inner protective wall 12 extendable intermediate walls 90, 91, 92, 93 in order to force 12 people on the platform on the platform closer to the inner protective wall 12 during startup of the inner protective wall. Instead of four extendable partitions 90, 91, 92, 93 between the outer bulkhead 11 and the inner bulkhead 12, a system with only one, two, three or five and more extendable partitions between the outer bulkhead 11 and the inner bulkhead 12 would be possible , The extendable partitions 90, 91, 92, 93 must represent a continuous conclusion on the passenger side facing rail side closer, the partitions 90, 91, 92, 93 itself may be hollow inside and on the track closer side open. For the extension and retraction movement each extendable partition wall 90, 91, 92, 93 is connected to a drive mechanism 94. The drive mechanism 94 is at least largely in the interior of each individual partition wall 90, 91, 92, 93. As a drive mechanism 94, a scissor drive, a telescopically extendable cylinder or other drives are possible. Also, the drive mechanism of the outer protective wall 11 is arranged at least largely in the interior of the outer protective wall 11. The inner protective wall 12 may be driven by a drive mechanism inside the inner protective wall 12 or by a linear vertical drive 33.

In the embodiment of Figure 6a, since the extendable partitions 90, 91, 92, 93 between the outer guard wall 11 and the inner guard wall 12 perform the same function as the intermediate telescoping member 51 in Figure 3d or the foldout door 65 in Figure 4c the time sequence of the vertical movements of the outer protective wall 11, the intermediate walls 90, 91, 92, 93 and the inner protective wall 12 is as follows:

If the passenger change is completed, the outer protective wall 11 is extended. If the outer protective wall 11 in the extended state or extended so far that no more persons can fall from the platform 4 in the track area, the extendable partition wall 90 starts to extend directly next to the outer protective wall 11. If the extendable partition wall 90 partially extended, begins extend the extendable partition wall 91 next to the extendable partition wall 90, the extendable partition wall 90 also moves further upwards. If the extendable partition wall 91 partially extended, the extendable partition wall 92 starts to extend directly next to the extendable partition wall 91 and so on to extendable partition directly next to the inner bulkhead 12. Is the extendable partition wall 93 next to the inner bulkhead 12 in the extended state, the inner protective wall 12 can extend. The inner protective wall is moved via a vertical drive 33. If the inner protective wall 12 is extended so far that it reliably separates the track area from the platform area, the outer protective wall 11 and the extendable intermediate walls 90, 91, 92, 93 can lower again. At this time, only the inner protective wall 12 is in the extended protection state, rail vehicles can drive through the platform at great speed. If the last rail vehicle has left the track area at the platform without stopping at the platform and the next rail vehicle will be a rail vehicle with stop at the platform and passenger change, the outer protective wall 11 can extend as shown in FIG. 2h. At this time, the intermediate walls 90, 91, 92, 93 remain in the retracted state, since no people must be pushed. After the inner protective wall 12 has lowered, as shown in FIG. 2i, the outer protective wall 11 also sinks back into the retracted state before the passenger is changed.

The embodiment according to FIG. 6b is an alternative for the embodiment according to FIG. 6a with limited space underneath the platform platform 23. In the embodiment according to FIG. 6b there are partition walls 96 which can be pushed out in several parts between the multipurpose extensible outer protection wall 76 and the multipart extendable inner protection wall 77 , 97, 98, 99 in order to force 77 persons on the platform 4 onto the lower side of the multi-part retractable inner protective wall 77 during startup of the multipart extendable inner protective wall. Feature of the embodiment of Fig. 6b is that the multipart ausschiebbaren protection walls 76, 77 and the multi-part extensible partition walls 96, 97, 98, 99 in the retracted state, a much smaller vertical Extension than when extended. Instead of four multi-part sliding out partitions 96, 97, 98, 99, a system with only one, two, three or five and more multi-part extendable partitions between the multi-part extendable outer protective wall 76 and the multipart extendable inner protective wall 77 would be possible. The multipart ausschiebbaren partition walls 96, 97, 98, 99 must be on the passengers facing websteigh side closer to a continuous conclusion, the multi-part ausschiebbaren partitions 96, 97, 98, 99 itself may be hollow inside and on the track closer side open. For the extension and retraction movement each multipart ausschiebbare partition 96, 97, 98, 99 is connected to a drive mechanism 95. The drive mechanism 95 is located at least largely in the interior of each multi-part extensible partition wall 96, 97, 98, 99. The drive mechanism 78 of the multi-part ausschiebbaren outer protective wall 76 is at least largely in the interior of the multi-part extensible outer protective wall 76, the drive mechanism 79 of the multi-part ausschiebbaren inner Protective wall 77 is at least largely in the interior of the multi-part extendable inner protective wall 77. As a drive mechanism 78, 79, 95, a scissor drive, a telescopically extendable cylinder or other drives are possible.

In the embodiment according to FIG. 6b, the time sequence of the extension and retraction movements of the multipart extendable outer protective wall 76, the multi-part extendable inner protective wall 77 and the multi-part extendable partition walls 96, 97, 98, 99 is the same as described in FIG. 6a embodiment. The embodiment according to FIG. 7a shows an embodiment for platforms which lie in the region of steeply inclined track internal curves. Depending on the radius of curvature, track curves may have a lateral inclination, and accordingly the rail vehicles may have a lateral inclination in the area of internal track curves. In order to avoid a possible contact of the carriage wall of the rail vehicle with the outer protective wall 11 or the inner protective wall 12, the outer protective wall 11 and the inner protective wall 12 may be inclined. FIG. 7 a shows a cross section of a platform with two integrated inclined protective walls 11, 12. The platform edge 22, the outer protective wall 11, the linear vertical drive 32, the inner protective wall 12 and the linear vertical drive 33 are inclined. The linear vertical drives 32, 33 are fixed to the bottom 24 of the shell 15. A device as described in FIGS. 3a-3d, 4a-4c or 6a may be installed between the outer protective wall 11 and the inner protective wall 12 in order to move 12 people on the platform 4 towards the upper side of the track before or during the raising of the inner protective wall the inner protective wall 12 to push. The time sequence of the movements of the outer protective wall 11 and the inner protective wall 12 after completion of the passenger change, during the passage of rail vehicles without stopping at platform 4 and before the complete stoppage of rail vehicles with stop at platform 4 are the same as in the in Fig. 2a - 2m illustrated embodiment.

The embodiment of Fig. 7b, 7c shows an embodiment in which the inner protective wall 12 in the extended state can be inclined inwards in the direction of the platform. For this purpose, a tilting device is provided in order to transfer at least one of the protective walls 11, 12 from a vertical position into an inclined position. For this purpose, the linear vertical drive 33 of the inner protective wall 12 is mounted on a carriage 101, which can move along a rail by a linear horizontal drive. The carriage 101 or the linear vertical drive 33 has hinges at the lower corners. Due to the pivot point on platform platform 23, the inner protective wall 12 tilts in the extended state inwards in the direction of the platform as soon as the carriage 101 moves in the direction of the platform edge. The inner protective wall 12 tilts back into the vertical starting position as soon as the carriage 101 moves back into its starting position in the direction of the rear wall of the casing 15. The linear vertical drive 32 of the outer protective wall 11 is fixed on the bottom 24 of the shell 15, the outer protective wall 11 always has a vertical orientation. A device as described in FIGS. 3a-3d, 4a-4c or 6a may be installed between the outer protective wall 11 and the inner protective wall 12 in order to move 12 people on the platform 4 towards the upper side of the track before or during the raising of the inner protective wall the inner protective wall 12 to push. The advantage of an embodiment according to Fig. 7b, 7c is that when extended and inclined State of the inner protective wall 12 with increasing height, a greater distance between the inner protective wall 12 and the carriage wall passing through rail vehicles arises. As a result, the resulting air pressure can be reduced better. This allows the inner protective wall 12 to be placed closer to the platform edge, which is an advantage, above all, in the case of narrow middle platforms or in the case of restricted space conditions for staircases and passenger lifts on the platform.

The time sequence of the vertical movements of the outer protective wall 11 and the inner protective wall 12 in the embodiment of Fig. 7b, 7c is the same as in the embodiment of Fig. 2a - 2m. If only the inner protective wall 12 is in the extended state, in the embodiment according to FIGS. 7b, 7c, the inner protective wall 12 tilts inwards in the direction of the platform. Therefore, the time sequence of the vertical movements of the outer protective wall 11 and the vertical movements and the inward tilting of the inner protective wall 12 in the embodiment of Fig. 7b, 7c is as follows:

If the passenger change is completed, the outer protective wall 11 is extended. If the passengers were pushed by a device as described in FIGS. 3 a - 3 d, 4 a - 4 c or 6 a onto the upper side of the inner protective wall 12 and the inner protective wall 12 is in the extended state, then the outer protective wall 11 and the protective wall can be seen in FIG Fig. 3a - 3d, 4a - 4c or 6a lower again described device. Now only the inner protective wall 12 is in the extended protective state. Now, as shown in FIG. 7b, the inner protective wall 12 begins to incline inwards in the direction of the platform. For this purpose, the carriage 101 and thus also the lower part of the linear vertical drive 33 moves along the rail 102 in the direction of the platform edge 22. The pivot point of the inner protective wall 12 is on platform platform 23, the inner protective wall 12 is on platform platform 23 between the plate 16 and the plate 6 fixed. By a notch in the webs nearer side of the inner bulkhead 12 on platform platform 23 and an extendable from the plate 6 counterpart, the rotational movement can be facilitated. If the inner protective wall 12 in the inwardly inclined state, so in the upper region of the inner protective wall 12 is an increased distance between the carriage wall passing through rail vehicles and the inner protective wall 12. Der resulting air pressure can be reduced better. Now rail vehicles can drive through the platform at great speed. If the last rail vehicle has left the track area at the platform without stopping at the platform and the next rail vehicle will be a rail vehicle with stop at the platform and passenger change, the outer protective wall 11 can extend as shown in FIG. 2h. At this point in time, no persons have to be pushed aside, the devices described in FIGS. 3a-3d, 4a-4c or 6a remain in the retracted state. Before the inner protective wall 12 can sink, as shown in FIG. 2i, it is advantageous for the inner protective wall 12 to move back into the vertical starting position, as shown in FIG. 7c. For this purpose, the carriage 101 and thus also the lower part of the linear vertical drive 33 moves along the rail 102 in the direction of the rear wall of the casing 15. If the inner protective wall 12 is again in the vertical and retracted state, so also lowers before the passenger change outer protective wall 11 again in the retracted state.

8a and 8b show a top view of an embodiment with retaining elements which prevent passengers from getting into the space between the inner and outer protective wall. These retaining elements may be formed, for example, as extendable bollards 103 between the outer protective wall 11 and the inner protective wall 12, the extendable bollards 103 are placed as a lateral termination of the protective wall system. It may be that the railway operator for cost reasons, only equip part of the platform with a protective wall system and leave the other part of the platform as before open. In the situation shown in Fig. 2g, in which the outer protective wall 11 is retracted and the inner protective wall 12 in the extended protection state, the situation in the transit of rail vehicles without stopping at the platform, it must be ensured that no persons from the open part of the platform between the inner protective wall 12 and the platform edge 22 can pass. For this reason, the protective wall system has a side extension by extendable bollards 103. Instead of extendable bollards and extendable posts can form the lateral conclusion. Each post can with its own drive connected or similar to a fork, the posts can be mounted on a beam, so that a drive would move many posts simultaneously. The distance between the lateral bollards 103 should be sufficiently small so that it can not be passed by small children.

If a device as described in FIGS. 3a-3d or FIG. 6a is installed in order to force people on the platform 4 onto the web-near-upper side of the inner protective wall 12 before or during the raising of the inner protective wall 12, then the extendable bollards 103 become like in Fig. 8b shown next to the extendable intermediate element 51 respectively adjacent to the extendable partitions 90, 91, 92, 93 placed. If a device as described in FIGS. 4a-4c is installed, the extendable bollards 103 are placed next to or advantageously as shown in FIG. 8a within the space covered by the flap 65.

In the installation of a device as described in FIGS. 4a-4c, the time sequence of the vertical movements of the lateral bollards 103, the outer protective wall 11 and the inner protective wall 12 and the folding and unfolding movements of the foldable flap 65 in the embodiment according to FIG. 8a as follows:

If the passenger change is completed, the linear vertical drive 32 moves the outer protective wall 11 upwards. If the foldable flap 65 is completely above the platform platform 23, the foldable flap 65 begins to fold out. Due to the unfolding movement of the fold-out flap 65, persons on the platform 4 are pushed onto the side of the inner protective wall 12 closer to the web. The side bollards 103 are now located under the foldable flap 65. It is advantageous if the extension movements of the side bollards 103 follow the unfolding movement of the fold-out flap 65, that is to say the track-closest lateral bollard first moves out, the bollard-closest lateral bollard as the last. Thereby, a gap between the foldable flap 65 and the side bollards 103 can be avoided. The side bollards 103 can also be used as support for the deployment movement of the foldable flap 65. In the further course, the foldable flap 65, the side bollards 103 and the inner protective wall 12 move upwards at the same speed. If the inner protective wall 12 extended so far that they safely secure the track area of Platform area separates, the linear vertical drive 33 stops the upward movement of the inner protective wall 12. Also, the upward movement of the side bollards 103 is stopped. The foldable flap 65 moves a bit further up until it can be folded. The foldable flap 65 is completely folded and the outer protective wall 11 and depending on the embodiment, the support member 70 can be fully retracted. Now only the inner protective wall 12 and the side bollards 103 are in the extended state. Persons can not get between the inner protective wall 12 and the platform edge 22. Now rail vehicles can drive through the platform at great speed. If the last rail vehicle has left the track area at the platform without stopping at the platform and the next rail vehicle will be a rail vehicle with stop at the platform and passenger change, the outer protective wall 11 can extend as shown in FIG. 2h. At this time, no people must be pushed, the fold-out flap 65 remains in the folded state. After the inner protective wall 12 and the side bollards 103 have lowered, before the passenger change and the outer protective wall 11 is lowered again in the retracted state.

In the installation of a device as described in FIGS. 3a-3d, the time sequence of the vertical movements of the side bollards 103, the outer barrier 11, the intermediate telescopic element 51 and the inner barrier 12 in the embodiment of FIG. 8b is as follows:

If the passenger change is completed, the outer protective wall 11 is extended. If the outer protective wall 11 in the extended state or extended so far that no more people can fall from the platform 4 in the track area, the track-side frame component of the extendable intermediate element 51 is moved by the driver or rod 54 up until the inclination is sufficiently large is so that in the course of people on the platform safely be pushed onto the web nearer side of the inner protective wall 12. It is advantageous if the side bollards 103 follow the extension movement of the extendable intermediate element 51, that is to say the side track bollard closest to the track leaves first, the side bollard closest to the platform being the last one. Thereby, a gap between the extendable intermediate member 51 and the lateral Pollanders 103 are avoided. In the further course, the extendable intermediate element 51, the side bollards 103 and the inner protective wall 12 move upward at the same speed. If the inner protective wall 12 has reached the extended protective state, the outer protective wall 11 and the telescopic intermediate element 51 can again be lowered to platform plateau. Now only the inner protective wall 12 and the side bollards 103 are in the extended state. Persons can not get between the inner protective wall 12 and the platform edge 22. Now rail vehicles can drive through the platform at great speed. If the last rail vehicle has left the track area at the platform without stopping at the platform and the next rail vehicle will be a rail vehicle with stop at the platform and passenger change, the outer protective wall 11 can extend as shown in FIG. 2h. At this time, no people must be pushed, therefore, the extendable intermediate element 51 remains on platform platform. After the inner protective wall 12 and the side bollards 103 have lowered, before the passenger change and the outer protective wall 11 is lowered again in the retracted state.

When installing a device as described in Fig. 6a, the time sequence of the vertical movements of the side bollards 103, the outer protective wall 11, the extendable partitions 90, 91, 92, 93 and the inner protective wall 12 is the same as in the installation of a in the FIGS. 3a-3d described device. Advantageously, the extension movements of the lateral bollards 103 follow the extension movements of the extendable partitions 90, 91, 92, 93.

Claims

claims

1. Protection device for the protection of persons from moving rail vehicles in a station area, wherein the station area at least one platform (4), wherein the platform (4) at least one platform edge (2, 22) and on a first side of the platform edge (2 , 22) tracks for a rail vehicle are arranged and on a second side of the platform edge (2, 22) a platform platform (23) is formed, which is designed as a waiting area for persons, wherein a protective wall (11, 12, 76, 77, 88, 89) is located at or in the vicinity of the platform edge (2, 22) and is adjustable between a retracted state and an extended state, so that in the extended state of the protective wall (11, 12, 76, 77, 88, 89) Access to the tracks is denied, in the retracted position access to the tracks is free, characterized in that the protective wall, an inner protective wall (12, 77, 89) and an outer protective wall (11, 7 6, 88).

2. Protection device according to claim 1, wherein the outer protective wall (11, 76, 78) between the platform edge (22) and the inner protective wall (12, 77, 89) is arranged or the outer protective wall (11, 76, 88) the platform edge (22) is formed or immediately adjacent to the platform edge (22) is arranged.

3. Protection device according to claim 1 or 2, wherein the protective wall (11,12,76, 77, 88, 89) at least one drive device (13, 14, 32, 33, 78, 79, 84, 85).

4. Protection device according to one of the preceding claims, wherein the protective wall is received in the retracted state in a cavity (10, 20).

5. Protection device according to claim 4, wherein the cavity (10, 20) below the platform platform (23) is arranged.

6. Protection device according to claim 4 or 5, wherein a removable plate member (6) for closing the cavity (10, 20) is provided.

7. Protection device according to one of the preceding claims, wherein the protective wall (11, 12, 76, 77, 88, 89) in the extended state of the platform edge (2, 22) in the direction of the platform platform (23) is displaceable.

8. Protection device according to one of the preceding claims, wherein in the cavity (10, 20) a support element (7, 17) is arranged, which can serve as a support for the removable plate element (6).

9. Protection device according to one of the preceding claims, wherein on at least one of the protective walls (11, 12, 76, 77, 88, 89), a measuring element (42, 43), a warning element (44, 45), a triggering element (46, 47 ) or a display element (41) is arranged.

10. Protection device according to claim 9, wherein a control element (31) for controlling the drive device (13, 14, 32, 33, 78, 79, 84, 85) is provided, which may be connected to a signal box.

11. Protection device according to one of claims 3 to 10, wherein the drive device (13, 14, 32, 33, 78, 79, 84, 85) at least one drive cylinder (13, 14, 78, 79, 84, 85) or a vertical drive (32, 33).

12. Protection device according to one of the preceding claims, wherein between the outer protective wall (11, 76, 88) and the inner protective wall (12, 77, 89), a mechanical means (51) is arranged to the gap between the outer protective wall (11, 76, 88) and the inner protective wall (12, 77, 89) to close.

13. Protection device according to claim 12, wherein the mechanical device (51) is designed as an extendable intermediate element.

14. A protective device according to claim 12 or 13, wherein the extendable intermediate member comprises a frame having two frame components, which include a spring element (53).

15. Protection device according to one of the preceding claims, wherein one of the protective walls (11, 12, 76, 77, 88, 89) is equipped with a fold-out flap (65), by means of which the gap between the protective walls can be covered.

A protective device according to claim 15, wherein the foldable flap (65) is integrable into the outer bulkhead (11, 76, 88) or attached to a separate support member (70).

17. Protection device according to claim 16, wherein a sensor on the protective wall or the foldable flap (65) is provided.

18. Protection device according to claim 16, wherein a fixing to the rear wall of the outer protective wall (11, 76, 88) or the support element (70) is provided, so that the outer protective wall (11, 76, 88) or the support element (70) only are retractable when the fold-out flap (65) is in the folded state.

19. Device according to one of claims 16 to 18, wherein the length of the foldable flap (65) at least the distance between the outer protective wall (11, 76, 88) and the inner protective wall (12, 77, 89) corresponds.

20. Device according to one of claims 16 to 19, wherein the Ausklappbewegung the foldable flap can be triggered by at least one of the following options: a drive (66) on the attachment of the foldable flap (65) on the outer protective wall at the upper end of the foldable Flap (65), by a rotatable horizontal bar, the rotatable horizontal bar being connected to a drive below the foldable flap (65), by a spring element, by an auxiliary bar (67), by an extendable bollard.

21. Device according to one of the preceding claims, wherein at least one of the inner or outer protective walls (76, 77, 88, 89) is formed in several parts.

22. The apparatus of claim 21, wherein the protective wall (88, 89) consists of a plurality of mating wall elements.

23. Device according to one of the preceding claims, wherein between the outer protective wall (11, 76, 88) and the inner protective wall (12, 77, 89) a plurality of extendable partitions (90, 91, 92, 93) is arranged.

24. Device according to one of the preceding claims, wherein at least one of the inner and outer protective walls (11, 12, 76, 77, 88, 89) forms an angle with the plane of the platform platform (23) of less than 90 °.

25. Device according to one of the preceding claims, wherein a tilting device is provided, so that at least one of the inner or outer protective walls (11, 12, 76, 77, 88, 89) can be transferred from a vertical position to an inclined position.

26. Device according to one of the preceding claims, wherein retaining elements in the intermediate space between the inner and the outer protective wall (11, 12, 76, 77, 88, 89) are arranged.

27. Protection device according to one of the preceding claims, wherein the inner protective wall (12, 77, 89) may comprise a continuous protective wall or close to each other standing posts.

28. A method for operating a protective device for the protection of persons from moving rail vehicles in a station area, wherein in a first step, a protective wall (11, 12, 76, 77, 88, 89) begins to lower as soon as the rail vehicle approaches the station area and / or the approach speed has fallen below 20 km / h and / or an actuation signal for actuating a drive device (3, 13, 14) for the protective wall is received, in a second step the protective wall (11, 12, 76, 77, 88 , 89) is lowered fully to the retracted state, when the rail vehicle reaches its stop position, in a third step after reaching the retracted state, the doors of the rail vehicle are opened, so that a passenger change can take place, in a fourth step, a signal to leave the retracted state to the drive device of the protective wall is transmitted as soon as no passengers m are located between the protective wall and the rail vehicle and a signal to close the doors of the rail vehicle has been given, so that the protective wall is extended to the extended state and the rail vehicle in a fifth step starts moving again, when the protective wall reaches the extended state has, wherein the protective wall comprises an inner protective wall (12, 77, 89) and an outer protective wall (11, 76, 88), wherein just before the entrance of the rail vehicle, the outer protective wall (11, 76, 88) is extended, as soon as the outer protective wall (11, 76, 88) has been extended, the inner protective wall (12, 77, 89) is lowered, and shortly before the passenger change the outer protective wall (11, 76, 88) is lowered back to the retracted state, so that the passenger change can take place, with the rail vehicle after the passenger change only starts moving when the outer protective wall (11, 76, 88) is again in the extended state.

29. The method of claim 28, wherein the signal for extending the protective wall (11, 12, 76, 77, 88, 89) is coupled to the signal to the door closure of the doors of the rail vehicle.

30. The method of claim 28 or 29, wherein the protection device is equipped with a transmitter and / or receiver to interact with a rail vehicle can.

31. The method according to any one of claims 28 to 30, wherein the raising of the outer protective wall (11, 76, 88) is triggered by a forced door closing in the rail vehicle and / or the lowering of the outer protective wall (11, 76, 88) is triggered by a door release control ,

32. The method according to any one of claims 28 to 31, wherein the outer protective wall (11, 76, 88) already starts up before all doors of the rail vehicle are closed.

33. The method according to any one of claims 28 to 31, wherein the outer protective wall (11, 76, 88) starts up after all the doors of the rail vehicle are closed.

34. Method according to claim 28, wherein at least one of the protective walls contains sensors which detect the speed and / or the distance of a rail vehicle from the holding area.

35. The method according to any one of claims 28 to 34, wherein when the outer protective wall (11, 76, 88) after completion of the passenger change a mechanical device (51) is moved until the mechanical device (51) has a sufficiently large inclination, so in the further course Persons on the platform safely on the web nearer side of the inner protective wall (12, 77, 89) are pushed, wherein the mechanical device (51) is moved with the inner protective wall when the inner protective wall (12, 77, 89) is extended and as soon as the inner protective wall (12, 77, 89) has reached the extended state, the outer protective wall (11, 76, 88) and the mechanical device (51) begin to lower again to the level of the platform platform (23).

36. The method of claim 35, wherein the outer protective wall (11, 76, 88) is extended before a rail vehicle reaches the station area, wherein the mechanical device (51) remains on the platform platform (23), wherein after lowering the inner Protective wall (12, 77, 89) before the passenger change and the outer protective wall (11, 76, 88) lowers again in the retracted state.

37. The method of claim 36, wherein the mechanical device (51) comprises an extendable intermediate member (51), a foldable flap (65) or a plurality of partitions (90, 91, 92, 93) which moves by means of a drive upwards can be.

38. The method of claim 35, wherein the mechanical device comprises a track-closer frame component and a track-closer frame component, wherein the track-closer frame component and the track-closer frame component and the inner guard wall engage with the frame move upward at the same speed, whereby the inclination of the mechanical device (51) remains constant.