EP3124350B1 - Door control system and methods for the joint control of vehicle and platform doors - Google Patents

Description

The invention relates to a door control system comprising a vehicle for passenger transport with at least one vehicle door and a platform with an access protection device, wherein the access protection device has at least one platform door. Each vehicle door is associated with a vehicle door tractor having means for moving the respective vehicle door and each platform door having a platform elevator with means for moving the respective platform door.

The invention further relates to a method for controlling vehicle doors and platform screen doors via associated actuators for the movement of the respective doors.

In the field of vehicles for passenger transport, it is known to control the doors of these vehicles via respective door controls. These door controls open doors when needed, closed, jammed objects or persons in doors detected, etc. Also add-on parts such as sliding steps can be moved in and out by such door control system. It is also known to provide platforms for such vehicles of passenger transport with an access protection wall, which delimits the platform edge from the rest of a station or a stop. Such partitions are typically glass walls, which allow the view of the platform, but no uncontrolled access to the platform edge.

In this way, in particular the safety at a stop can be increased. However, such a partition can also be used for optimizing the air conditioning of a railway station. For example, the inner area in front of the glass wall may be cooled or heated relative to the area at the edge of the platform without being made difficult by air exchange with the environment in which the vehicle is located.

The controlled access of people to the platform edge to enter a vehicle, but also the access of persons from the platform edge to the rest of the station area is typically made possible by several doors within the partition. These doors thus only open when a vehicle has retracted and can be entered and exited at the station. In other situations, the doors preferably remain closed. Also, such a platform door system usually has its own door control system, which controls the opening, closing, detection of jammed objects, etc. Such systems are also typically used in automated mass transit systems with driverless vehicle operation, since there must be ensured that a change of passengers is only possible when a vehicle has come to a stop at a predetermined position. For example, information from the signal system can be used to open and close the platform screen doors.

In order that the opening and closing operations of the vehicle door system can be coordinated with the corresponding operations on the platform door system, it is further from the patent application EP 2 708 432 A1 known to provide means for detecting the correct holding a vehicle. Furthermore, a laser scanner detects the opening and closing of vehicle doors, wherein a platform-side door control unit is designed to control the platform screen doors on the basis of this information.

In addition, it is from the patent EP 2 509 842 B1 (of the DE 10 2009 044 843 A1 accordingly) known to provide the vehicle and the platform each have a central door control unit. The control unit of the vehicle controls the vehicle doors, while the control unit on the platform controls the platform screen doors. Communication between these two door controls allows each door controller to receive information about the state of the other system.

Based on this, it is the object of the invention to provide a simpler and safer system and method, can be controlled with the vehicle doors and platform screen doors in an access control device on a platform. According to the invention, this object is achieved by a door control system according to independent claim 1. Advantageous developments of the system will become apparent from the dependent claims 2-10. Furthermore, the object is achieved by a method according to independent claim 11. Advantageous developments of the method will become apparent from the claims 12-14.

It should be noted that the features listed individually in the claims can be combined with each other in any technically meaningful manner, insofar as they remain within the scope defined by the claims, and show further embodiments of the invention. The description additionally characterizes and specifies the invention, in particular in connection with the figures.

The door control system according to the invention comprises a vehicle for passenger transport with at least one vehicle door and a platform with an access protection device, wherein the access protection device has at least one platform door. The vehicle is in particular a rail vehicle, but it can also be a vehicle without rail connection such as a bus. The access protection device of the platform may, for example, be a protective wall which completely delimits the area of the platform edge from other areas of a stop. In this protective wall one or more platform screen doors are introduced, which can be opened and closed in a controlled manner. Passengers pass through these platform screen doors to access and enter and exit a vehicle.

However, the access protection device may also be a gate-shaped access barrier into which one or more access barriers have been introduced. These doors or barriers are preferably closed when no vehicle is on the platform. They are opened when a vehicle approaches the platform so that people leaving the vehicle can leave the vehicle and people entering the vehicle can enter the vehicle. An access control device and access devices located therein, such as doors or barriers that can be opened and closed, may in any way be realized, the access means are referred to in the context of this invention generally as platform screen doors. In contrast, vehicle doors are access devices on the vehicle.

For the opening and closing operations, each vehicle door is associated with a vehicle door tractor having means for moving the respective vehicle door and each platform door, a platform elevator having means for moving the respective platform door. These actuators consist at least of a drive with which a respective door can be moved up and down. The drive is preferably an electric drive that can be controlled by control commands. In one embodiment of the invention, each door is assigned its own actuator, so that a door can be moved independently of any other door. Alternatively, several doors can be simultaneously moved by a single actuator.

According to the invention it is provided that the vehicle has a central door control unit, which is designed to control the at least one vehicle door tractor and the at least one Bahnsteigenüraktor. The central door control unit of a vehicle can thus control the opening and closing operations of several vehicle doors, which compared to individual door controls for each door has the advantage of a reduced number of components with it. Furthermore, the central door control of the vehicle can also directly drive the platform screen doors of a platform that a vehicle starts. At the platform therefore no central door control unit must be present, which is responsible for the control of all platform screen doors, but this can be done by the door control unit of each retracting vehicle. In this case, the central door control with control commands directly access the actuators of the platform screen doors.

To do so, the at least one vehicle door tractor is configured to effect movement of a vehicle door in response to a control command received from the central door control unit, and the at least one platform lift is operable to effect movement of a platform door due to a control command received from the central door control unit. The central door control unit The vehicle can thus communicate directly with the respective actuators via corresponding control commands. In this case, there is a first communication connection between the central door control unit and the at least one Fahrzeugtüraktor, via which control commands for a movement of a vehicle door to the respective Fahrzeugtüraktor be communicated. This first communication connection preferably exists permanently and is implemented permanently within the vehicle. For the activation of the at least one platform elevator, a temporary second communication connection between the central door control unit and the at least one Bahnsteigenüraktor can be produced via which control commands for a movement of a platform door from the central door control unit to the respective Bahnsteigenüraktor be communicated.

The door control system according to the invention has the advantage, for example, that no door control for moving the platform screen doors is required on a platform. In one embodiment of the invention, it is therefore provided that such a platform-side door control is also absent, so that components can be saved. The platform screen doors only have actuators with drives for moving the platform screen doors, which are unable to move the doors without external control commands. The actuators are therefore not to be called door controls.

Furthermore, the reliability of the overall system increases since the movement of the vehicle doors can be coordinated more easily and better with the movement of the platform screen doors. The vehicle dictates when doors will open and close and registers both the states of the vehicle doors and the platform doors without the need for an intermediate central unit of the platform, which generates control signals for the platform screen doors and collects their condition information. Thus, no coordination between different door control units is required.

The temporary second communication connection for controlling the platform screen doors can be produced in various ways. For example, the vehicle has a vehicle interface, which is connected to the central door control unit. In contrast, the platform has a platform interface which is connected to the at least one platform elevator. In this case, the vehicle interface and the platform interface are designed so that a temporary communication connection between these two interfaces can be produced.

The temporary communication link between the two interfaces may be contactless or contact-based. A combination of both types of connection can also be used. In one embodiment of the invention, the first communication link between the central door control unit and the at least one vehicle door tractor is, for example, a CAN bus. The CAN bus also includes the connection between the central door control unit and the vehicle interface. The connection between the platform interface and the at least one platform elevator may also be a CAN bus. The doors on the vehicle and on the platform can thus each be controlled via a permanently installed CAN-BUS. The protocols of the first communication connection between the central door control unit and the at least one vehicle door tractor, the connection between the central door control unit and the vehicle interface and the connection between the platform interface and the at least one platform elevator are preferably identical.

The temporary communication connection between the vehicle and the platform can then be realized without contact, for example via a radio link. Through this wireless connection, the interface of the vehicle can communicate with the interface of the platform when the vehicle is in the area of the platform. Preferably, radio links are selected in the low frequency range of about 50 to 200 kHz, so that they are not disturbed by Wi-Fi networks, mobile phones or Bluetooth connections. The range of this radio link can be selected, for example, according to how exactly the vehicle should or can approach a defined stop position in order to reach the radio area of the platform interface. If the tolerance for this is large, a radio link is selected with a longer range, while the range is lower, if the vehicle is to approach a certain stop position with greater accuracy.

Further, a contact-type connection may be used to temporarily contact the vehicle interface with the platform interface when the vehicle is approaching the platform. This can be realized for example via a sliding or sliding contact. Such sliding or sliding contact can be formed by a sliding rail and a brush, on the energy and information can be communicated on contact. In this case, the sliding rail on the platform and the associated brush on the vehicle or vice versa. The sliding contact has the advantage over a radio link that it can be harder disturbed or even manipulated. However, it is more sensitive to damage and dirt and subject to wear.

In one embodiment of the invention, the two interfaces on the vehicle and on the platform are arranged so that they can communicate with each other only in a defined stop position of the vehicle. This is the case in particular for radio links with a shorter range of, for example, 50-80 cm or the use of sliding contacts. When using sliding contacts, in one embodiment of the invention, a platform interface is provided, which is formed by an elongated contact rail. At least one corresponding brush contact is provided on the vehicle with which the vehicle makes contact with the contact rail when it enters a platform and comes to a halt in a holding position. Due to the elongated contact rail, the vehicle is not set to a precisely defined holding position, but the possible holding area results from the length of the contact rail. Conversely, this effect can also be achieved with a contact rail on the vehicle and a local contact brush on the platform.

In one embodiment of the invention, the vehicle interface is arranged in the front region of the vehicle or begins there, so that it can come into contact with the interface of the platform as early as possible. Thus, status information could be transmitted to the central door controller from the platform screen doors before the vehicle stopped. This gives the door control very early about information, in particular regarding defective or blocked platform screen doors. If, for example, a platform door is recognized as unusable, the central door control can provide for not opening the associated vehicle door in this platform area. Depending on the design of the platform passengers could otherwise stand in front of a locked platform door after getting out. In this case, it may be more advantageous to let passengers get out through another vehicle door. This can visually and / or acoustically be displayed to the passengers before the vehicle comes to a final stop so that the passengers can change the passenger door in good time.

In one embodiment of the invention, a platform door has at least one sensor means, and the central door control unit has access to information of the respective sensor means via the temporary second communication connection. The sensor means may be one or more sensors that can detect and pass on the condition of a platform door to the central door control unit. This can be done actively by the sensor means or passively by means of retrieval by the central door control unit of the vehicle. However, a sensor means may also be constituted by a door operator which only controls its condition, i. the position of a door, can play.

In addition to the vehicle doors and the platform screen doors, the central door control unit can also control one or more exit aids on the vehicle doors. These exit aids are, for example, retractable sliding steps below the vehicle doors.

The invention further comprises a method for jointly controlling at least one vehicle door of a passenger transport vehicle, in particular a rail vehicle, and at least one platform door of a platform, which is located within an access protection device of the platform. According to the invention, the central door control unit of the vehicle controls at least one vehicle door tractor by transmitting a control command from the central door control unit to the vehicle door tractor via a first communication connection. The vehicle door actuator causes the movement of the vehicle door assigned to it due to this control command received from the central door control unit. A temporary second communication link is established between the central door control unit and at least one platform elevator, whereupon the central door control unit of the vehicle drives the at least one platform handler by transmitting a control command from the central door control unit to the platform handler via said temporary second communication link. The platform elevator also causes the movement of a platform door associated with it due to this control command received from the central door control unit.

Analogous to the system according to the invention, the central door control unit can thus control both the vehicle doors and the platform screen doors via control commands. In particular, it can be provided that a control command is simultaneously transmitted from the central door control unit to at least one vehicle door tractor and at least one platform door tractor. For example, a "door open" or "door close" command can be simultaneously sent to a vehicle door and a platform door in the area of that vehicle door so that both doors open and close simultaneously. However, control commands can also be sent offset in time to one another when a platform door is to be opened, for example, in front of a vehicle door and closed after a vehicle door.

In particular, the temporary communication link is established before the vehicle stops at the platform. Thus, the central door control has very early information about the platform screen doors and / or can send control commands to them. Also information from sensor means of the platform screen doors can be evaluated very early by the central door control.

Overall, the invention leads to a saving of control units, which in particular increases the reliability of the overall system. With a reduced number of components, the probability of failure decreases. Furthermore, simplified redundancy concepts can be made available with the invention. Further advantages, features and expedient developments of the invention will become apparent from the dependent claims and the following description of preferred embodiments with reference to the drawings.

From the pictures shows:

Fig. 1

a schematic representation of an embodiment of the door control system according to the invention; and

Fig. 2

a schematic representation of a connection between the vehicle and platform interface.

Fig. 1 schematically shows an embodiment of the system according to the invention, comprising a vehicle 10 for passenger transport and a platform 20. The vehicle 10 is in particular a rail vehicle such as a tram, subway, suspension railway or a train. However, the system can also be used for other vehicles such as buses, if designed accordingly.

The platform 20 is located in the area of a stop for vehicles, so that the vehicle 10 can come there for passengers getting in and out of stopping. The platform may be a paved platform, next to which the vehicle temporarily stops. Under a platform for the purposes of this invention, however, any type of stop is understood to hold a vehicle. In a platform-mounted embodiment, the platform 20 has a platform edge 21 adjacent to which the vehicle 10 is supported. At a certain distance from this platform edge 21, an access protection device is arranged, for example in the form of an access protection wall 30, which delimits the area of the platform edge and thus also a lingering vehicle from the rest of the stop. If the access barrier to the ceiling of the platform, for example, executed within a subway tunnel, it can be used to maintain certain environmental conditions in the station. For example, the area of the station can be heated or cooled. in the Embodiment of Fig. 2 The area to the left of the protective wall 30 could then be correspondingly air-conditioned without this being adversely affected by cold or warm air from the vehicle area to the right.

Furthermore, the access protection wall 30 prevents entry of the platform 20 in the region of the platform edge 21 when no vehicle is on the platform. Only when a vehicle 10 retracts are access devices within the protective device 30 opened in a controlled manner so that passengers can step on the platform 20. This increases safety.

The access protection device 30 has in the embodiment of Fig. 1 a plurality of platform doors 31, 32, and 33 through which people can pass. These are also known as Platform Screen Doors (PSD). In the embodiment of Fig. 1 For example, the invention will be illustrated by way of three platform doors 31, 32, and 33, but it may be a different number of doors. For opening and closing operations, each platform door 31, 32, 33 is assigned a platform elevator 41, 42 and 43, respectively. These platform door tractors 41, 42, 43 comprise means for moving the platform screen doors 31, 32, 33, ie at least drives for opening and closing the platform screen doors. However, they may also include means for canceling a movement, ie an opening or closing operation, for example to interrupt a movement when an object or a person has been detected in the platform door. Therefore, each platform door preferably includes sensor means to detect such events. In this case, the platform door tractors 41, 42, 43 are designed in particular such that they can detect the condition of a platform door, ie, for example, "door closed", "door open", etc.

The vehicle 10 has a plurality of vehicle doors, wherein in the embodiment of the Fig. 1 three vehicle doors 11, 12 and 13 are shown by way of example. When the vehicle 10 is stopped at the platform 20, it may be provided that the vehicle doors 11, 12, 13 lie exactly opposite the platform doors 31, 32, 33, so that the flow of passengers can be directed to passengers entering from the platform doors to the vehicle doors. For outgoing passengers may be provided that They get off on the other side of the vehicle, which also has a platform with an access barrier.

Each vehicle door 11, 12, 13 is movable via a respective vehicle door tractor 51, 52, 53. The vehicle door actuators 51, 52, 53 are connected to a central door control unit 50 via a first communication link 60. This door control unit 50 is located on the vehicle 10 and is part of the overall control of the vehicle.

The first communication connection 60 in the vehicle can be wireless or contactless, wherein, for example, a WLAN network can be used. A wired solution can be realized, for example, by a bus system in the vehicle 10, which may in particular include a CAN bus (Controller Area Network). This is a serial bus system for data transmission between the vehicle door actuators 51, 52, 53 and the central door control unit 50 via a common transmission path. The central door control unit 50 is further in communication with a vehicle interface 54 via which data may be transmitted and received outside the vehicle 10.

The platform lift tractors 41, 42, 43 are connected via a communication link 40 to a platform interface 44. This communication link 40 can also be realized via a CAN bus. Data may be received and transmitted via the platform interface 44, where the platform interface 44 may communicate with the vehicle interface 54.

If the vehicle 10 moves in beside the platform 20, a second communication connection between the central door control unit 50 of the vehicle 10 and the platform lift tractors 41, 42, 43 can thus be established starting from a specific position of the vehicle 10. This takes place via a communication link 61 between the two interfaces 44 and 54, which, together with the communication link 40 at the platform 20, establishes a temporary connection between the central door control unit 50 of the vehicle 10 and the platform door operators 41, 42, 43. The protocol of the first communication connection 60 in the vehicle 10 and the second communication link 40, 61 to the platform lift tractors is suitably identical.

The interfaces 44 and 54 may be implemented in various suitable ways. For example, these may be interfaces for a contactless communication connection, wherein in particular radio transmitters or radio receivers may be used. It can be provided that the communication link 61 has a certain maximum distance, within which a sufficient signal strength is given. This maximum distance may be, for example, in the order of 50 to 80 cm. The vehicle with the interface 54 thus has to approach correspondingly close to the interface 44 of the platform, in order to be able to temporarily establish the second communication connection 40, 61.

For example, the interfaces 44 and 54 may be arranged to be at a height when the vehicle has reached its prescribed stop position on the platform. Such an embodiment is the schematic representation of Fig. 2 can be seen in which a platform interface 44 is mounted below the platform edge 21 and there can communicate with a correspondingly mounted interface 54 of the vehicle 10.

The shape of the interfaces 44 and 54 in the figures is to be understood only schematically, since in particular the vehicle interface 54 may be formed flush with the outside of the vehicle 10 so that it does not protrude from the vehicle. This protects the interface better against damage and contamination. In order to protect the platform interface 44 against damage and contamination, it may be offset to the rear so that it is protected from the top of the platform edge 21. Furthermore, the interfaces 44 and 54 may also be at different heights for a radio connection. Also extensible interfaces are conceivable or interfaces whose position is changeable.

Via the interfaces 44 and 54, a temporary radio link 61 can be made, as in Fig. 1 is indicated schematically. In another embodiment In the invention, the interfaces 44 and 54 are two components of a sliding contact. About this sliding contact can be made when starting a vehicle 10 to the platform 20, a sliding contact between the interface 54 of the vehicle 10 and the interface 44 of the platform 20, wherein the contact points temporarily get in touch with each other. During this contact, a data transmission from the interface 54 of the vehicle 10 to the interface 44 of the platform 20 and vice versa.

In a sliding contact, the interfaces 44 and 54 are arranged to be at a height when the vehicle 10 has reached its prescribed stop position at the platform 20. Preferably, prior to the final holding of the vehicle 10, the contact is established so that all the necessary data and / or control commands are already obtained via the second communication link 40, 61 thus produced between the central door control unit 50 of the vehicle and the platform lift tractors 41, 42, prior to the final stop. 43 can be transmitted.

The interface 54 of the vehicle 10 may, for example, be arranged in the front region of the vehicle 10 in such a way that it receives contact with a corresponding contact point 44 on the platform 20 as soon as the vehicle 10 approaches the platform 20. The contact point 44 of the platform 20 is thus located in its entrance area, so that all the necessary data and / or control commands via the temporarily produced second communication link 40, 61 between the central door control unit 50 of the vehicle and the Bahnsteigenüraktoren 41, 42, even before holding the vehicle 43 could be transferred.

The contact point 44 of the platform 20 can be very long and thus designed so that the contact point 54 of the vehicle 10 has continuously and even after holding contact with the platform. Such an embodiment is shown schematically in FIG Fig. 1 shown with a long contact rail 44.

A radio link can also be chosen so that the vehicle 10 already has radio contact with the interface 44 of the platform when it enters the platform 20 and this is maintained upright until the vehicle is held.

The vehicle 10, in addition to a plurality of vehicle doors 11, 12, 13 also have attachment parts such as sliding steps. These sliding steps are located underneath a vehicle door and can be retracted and extended to make it easier for passengers to get in and out, and in particular to bridge the gap between the vehicle door and a platform edge. In particular, a vehicle door can also have two overlapping sliding steps, which are extended as a function of the height of the respective platform edge. Schematically, therefore, are in Fig. 1 below the vehicle doors 11, 12 and 13 each show two superposed sliding steps. By way of example, the two sliding steps of the vehicle door 13 are identified by the reference numerals 14 and 15. Each of these sliding steps 14, 15 has its own actuator 55, 56, with which the respective sliding step can be moved. These Schiebetrittaktoren 55, 56 are connected via the first communication link 60 to the central door control 50 of the vehicle and can be controlled via this.

Appropriately, the opening and closing operations of the vehicle doors 11, 12, 13, the platform screen doors 31, 32, 33 and optionally also the sliding steps 14, 15 are coordinated so that for passengers a safe and fast entry and exit is possible. During the boarding process, this may include, for example, that the platform doors are opened only when the vehicle doors are open and the sliding steps are extended. However, the platform doors can also open at the same time as the vehicle doors or even in front of them so that passengers can already reach the platform edge before the vehicle doors open.

In this case, the invention has the particular advantage that the door control of the vehicle can make sure that all vehicle doors are opened and optionally sliding slides are extended before it opens the platform screen doors. In the case of a blocked or not fully functioning vehicle component, it can delay or even completely prevent the opening of the platform screen doors. In this case, the platform no relevant information must be transmitted from the vehicle, which can be error-prone, but the vehicle itself has this information and thus provides the entire door control.

The coordination between the individual access devices may further include that platform screen doors remain open for a certain period of time after the vehicle is parked. Otherwise, passengers would inevitably have to stay at the edge of the platform if they did not step through the doors fast enough and the vehicle has already left. It may also come to blocked platform doors, which could unnecessarily delay the departure of the vehicle when platform screen doors can be controlled exclusively by the vehicle. Therefore, it is provided in an embodiment of the invention that the central door control of the vehicle only takes over the opening of platform screen doors when it enters a platform. Closing operations, however, are controlled by another door control on the platform. Although this requires a complementary door control component on the platform, which may be designed simpler than a platform door control, which also controls opening operations that need to be coordinated with the opening operations on the vehicle. However, closing procedures on the platform can be carried out more easily by the vehicle without extensive status information. As soon as the vehicle has been informed via the temporary communication connection that all vehicle doors have been closed, the platform's door control can take over. It can also be provided that a door control of the platform takes over as soon as the vehicle has left the platform.

Furthermore, it can be provided that passengers can only board on one side of the vehicle, while the disembarkation has to be made on the opposite side of the vehicle. Thus, the platform screen doors can be controlled on the entry side of the central door control 50 of the vehicle 10, while the platform screen doors are controlled on the exit side at the opposite platform by a separate door control of the platform.
In another embodiment of the invention, the access control device 30 has various doors, with some doors intended exclusively for boarding the platform and other doors exclusively for exiting the platform. Also, only a single, larger door can be provided for leaving the platform, while several adjacent doors for are intended to enter. In this way, the flow of people at peak times may be better controlled. The vehicle's central door control 50 can then open the vehicle doors and those platform screen doors intended to leave the platform after the vehicle has entered the platform. In this way, passengers can first leave the vehicle and then the platform. After a certain time interval, the platform doors are also opened for boarding the platform, so that new passengers can get into the vehicle without being prevented from flowing through them.

In addition, it can be provided that a platform has its own door control, with which the platform actuators of the platform screen doors can be controlled. However, the central door control of the vehicle can also control the platform actuators by direct control commands. In this embodiment, although no saving of components, especially when entering and holding a vehicle, the advantages associated with the method according to the invention can be used when the door control of the vehicle also controls the platform screen doors and thus temporarily replaces the door control of the platform.

In order to also be able to open and close platform screen doors when no vehicle has stopped at the platform, provision can be made for example for a mobile platform door control unit 70 to be connected to the communication connection 40. This can be contact-based via a plug or contactless, for example via a radio link. With this mobile platform door control unit 70, service personnel can inspect, service, repair, etc. and / or access the platform edge for platform screen doors to perform work there. In this case, the platform door control unit 70 sends control commands to the platform actuators 41, 42, 43 of the platform doors 31, 32, 33. As mentioned above, a platform-side door control unit 70 may also be fixedly installed, but not particularly responsible for opening operations of platform screen doors when entering a vehicle be. Control commands of the central door control unit 50 of the vehicle in this case directly send control commands via the communication link 40, 61 to the platform actuators 41, 42, 43, without that the platform side door control unit 70 is interposed. Control commands of the vehicle door control 50 are thus not received by the platform-side door control unit 70, optionally processed and then forwarded to the platform actuators 41, 42, 43, but the central door control 50 of the vehicle directly accesses, for example, the CAN bus 40.

LIST OF REFERENCE NUMBERS

10

Vehicle, rail vehicle

11,12,13

vehicle door

14

Upper sliding step

15

Lower sliding step

20

Platform, stop

21

platform edge

30

Access protection device, platform wall

31,32,33

Platform door, barrier

40

Communication connection platform, bus system

41,42,43

Bahnsteigtüraktor

44

Interface, platform interface, contact rail

50

Central door control unit

51,52,53

Fahrzeugtüraktor

54

Interface, vehicle interface, contact brush

55.56

Schiebetrittaktuator

60

First communication connection, bus system

61

Second communication connection, radio connection, sliding / sliding contact

70

Mobile platform door control unit

Claims (14)

1. A door control system, comprising a vehicle (10) for passenger transportation, in particular a rail vehicle, with at least one vehicle door (11; 12; 13) and a train platform (20) with an access prevention device (30), wherein the access prevention device (30) has at least one train platform door (31; 32; 33), and each vehicle door (11; 12; 13) is allocated a vehicle door actuator (51; 52; 53) with means for moving the respective vehicle door (11; 12; 13) and each train platform door (31; 32; 33) is allocated a train platform door actuator (41; 42; 43) with means for moving the respective train platform door (31; 32; 33),
   wherein

   - the vehicle (10) has a central door control unit (50) configured to control the at least one vehicle door actuator (51; 52, 53) and the at least one train platform door actuator (41; 42; 43), wherein the at least one vehicle door actuator (51; 52; 53) is configured to cause the movement of a vehicle door (11; 12; 13) because of a control command received from the central door control unit (50), and the at least one train platform door actuator (41; 42; 43) is configured to cause the movement of a train platform door (31; 32; 33) because of a control command received from the central door control unit (50), and that

   - a first communication link (60) between the central door control unit (50) and the at least one vehicle door actuator (51; 52; 53) exists, via which control commands for a movement of a vehicle door (11; 12; 13) can be transmitted to the respective vehicle door actuator (51; 52; 53), characterized in that

   - for controlling the at least one train platform door actuator (41; 42; 43), a temporary second communication link (40; 61), via which control commands for a movement of the train platform door (31; 32; 33) can be transmitted from the central door control unit (50) to the respective train platform door actuator (41; 42; 43), can be established between the central door control unit (50) and the at least one train platform door actuator (41; 42; 43).
2. The door control system according to claim 1,
   characterized in that the vehicle (10) has a vehicle interface (54) connected to the central door control unit (50), and the train platform (20) has a train platform interface (44) connected to the at least one train platform door actuator (41; 42; 43), wherein the vehicle interface (54) and the train platform interface (44) are configured in such a way that a temporary communication link (61) can be established between these two interfaces (44; 54).
3. The door control system according to claim 2,
   characterized in that the temporary communication link (61) between the two interfaces (44; 54) is contactless or contact-based.
4. The door control system according to any one or both of the claims 2 and 3,
   characterized in that the first communication link (60) between the central door control unit (50) and the at least one vehicle door actuator (51; 52; 53) and/or the link between the train platform interface (44) and the at least one train platform door actuator (41; 42; 43) is a CAN bus.
5. The door control system according to claim 4,
   characterized in that the protocols of the first communication link (60) between the central door control unit (50) and the at least one vehicle door actuator (51; 52; 53) and of the link between the train platform interface (44) and the at least one train platform door actuator (41; 42; 43) are identical.
6. The door control system according to any one or several of the claims 2 to 5, characterized in that the two interfaces (44; 54) are arranged in such a way that they are able to communicate with each other in a defined stopping position of the vehicle (10).
7. The door control system according to any one or several of the claims 2 to 6,
   characterized in that a sliding contact can be established between the two interfaces (44; 54).
8. The door control system according to claim 7,
   characterized in that the train platform interface (44) is an elongated contact rail.
9. The door control system according to any one or several of the claims 2 to 8,
   characterized in that the vehicle interface (54) is disposed in the front region of the vehicle (10).
10. The door control system according to any one or several of the claims 1 to 9,
    characterized in that a train platform door (31; 32; 33) has at least one sensor means, and the central door control unit (50) has access to the information of the respective sensor means via the temporary second communication link (40; 61).
11. A method for the joint control of at least one vehicle door (11; 12; 13) of a vehicle (10) for passenger transportation, in particular of a rail vehicle, and of a train platform door (31; 32; 33) of a train platform (20), which is located within an access prevention device (30) of the train platform (20), wherein each vehicle door (11; 12; 13) is allocated a vehicle door actuator (51; 52; 53) with means for moving the respective vehicle door (11; 12; 13), and each train platform door (31; 32; 33) is allocated a train platform door actuator (41; 42; 43) with means for moving the respective train platform door (31; 32; 33), wherein the method includes the steps

    - a central door control unit (50) of the vehicle (10) controls the at least one vehicle door actuator (51; 52; 53) by a control command being transmitted via a first communication link (60) from the central door control unit (50) to the vehicle door actuator (51; 52; 53), and the vehicle door actuator (51; 52; 53) causes the movement of the vehicle door (11; 12; 13) allocated to it because of this control command received from the central door control unit (50), characterized in that

    - a temporary second communication link (40; 61) is established between the central door control unit (50) and the at least one train platform door actuator (41; 42; 43), whereupon the central door control unit (50) of the vehicle (10) controls the at least one train platform actuator (41; 42; 43) by a control command being transmitted via this temporary second communication link (40; 61) from the central door control unit (50) to the train platform actuator (41; 42; 43), and the train platform actuator (41; 42; 43) causes the movement of a train platform door (31; 32; 33) allocated to it because of this control command received from the central door control unit (50).
12. The method according to claim 11,
    characterized in that a control command is transmitted simultaneously from the central door control unit (50) to the at least one vehicle door actuator (51; 52; 53) and at least one train platform door actuator (41; 42; 43).
13. The method according to any one or both of the claims 11 and 12,
    characterized in that a train platform door (31; 32; 33) transmits information about its condition to the central door control unit (50).
14. The method according to any one or several of the claims 11 to 13,
    characterized in that the temporary communication link (40; 61) is established prior to the vehicle (10) coming to a halt at the train platform (20).

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