EP3281834A1 - Véhicule ferroviaire avec inhibition de libération des portes d'extrémité - Google Patents

Véhicule ferroviaire avec inhibition de libération des portes d'extrémité Download PDF

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Publication number
EP3281834A1
EP3281834A1 EP16306047.8A EP16306047A EP3281834A1 EP 3281834 A1 EP3281834 A1 EP 3281834A1 EP 16306047 A EP16306047 A EP 16306047A EP 3281834 A1 EP3281834 A1 EP 3281834A1
Authority
EP
European Patent Office
Prior art keywords
doors
release
door
railway vehicle
end door
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP16306047.8A
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German (de)
English (en)
Other versions
EP3281834B1 (fr
Inventor
Reiner FELLER
Thomas Arndt
Christoph POLKEHN
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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Publication date
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Application filed by Alstom Transport Technologies SAS filed Critical Alstom Transport Technologies SAS
Priority to EP16306047.8A priority Critical patent/EP3281834B1/fr
Publication of EP3281834A1 publication Critical patent/EP3281834A1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D19/00—Door arrangements specially adapted for rail vehicles
    • B61D19/02—Door arrangements specially adapted for rail vehicles for carriages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D1/00—Carriages for ordinary railway passenger traffic

Definitions

  • the present invention concerns a railway vehicle for passenger transport and the control of the release of the passenger doors of this railway vehicle during stops at railway stations.
  • the length of a station platform often varies between different railway stations. Some railway stations may have very short platforms. A railway vehicle stopping at such a short platform may have a length that is longer than the platform length. In such a case, there may be no platform in front of the doors at the front and/or the rear end of the railway vehicle during passenger exchange. This can lead to a dangerous situation for passengers alighting the railway vehicle when the front and/or rear doors that do not face any platform are released.
  • Figure 1 illustrates this problem with three examples a), b) and c).
  • Figure 1 shows a railway vehicle 10 consisting of three cars 12, 14 and 16.
  • the railway vehicle 10 is preferably an electric multiple unit but may also be a diesel multiple unit. It is preferably used as a suburban or regional train for passenger transport.
  • An example of such a train type is the Coradia Continental manufactured by the Applicant.
  • Each car 12, 14 and 16 has two pairs of end doors 18 and two pairs of central doors 20.
  • the two doors of each pair are located on opposite sides of the railway vehicle 10. Since Fig. 1 only shows one side of the railway vehicle 10, one of the two doors of each pair is hidden from view.
  • the railway vehicle 10 travels from left to right in the direction indicated by the arrow D.
  • the staffed and active driver's cab is identified by the reference number 22.
  • the central section 25 comprises, for example, the other doors of the railway vehicle 10.
  • the central section 25 joins the rear end 24 to the front end 26.
  • the length of the railway vehicle 10 is adapted for long platforms PI.
  • all doors 18, 20 can be released once the railway vehicle has stopped without any risk to passengers alighting the railway vehicle 10.
  • a railway vehicle for passenger transport comprising:
  • end doors release inhibiting system By providing said end doors release inhibiting system, the end doors are not released when the railway vehicles stops at a platform that is shorter than the length of the railway vehicle. Hence, the passengers are forced to leave the railway vehicle via the central doors and cannot inadvertently fall onto the track.
  • the inventive railway vehicle comprises one, several or all of the following features, in all technically possible combinations:
  • the railway vehicle consists of three cars
  • the railway vehicle consists of less than three cars such as one or two cars or more than three cars.
  • this car defines the rear end 24, the central section 25 and the front end 26.
  • FIG. 2 shows the communication network 28 of the railway vehicle 10.
  • Communication network 28 allows the different control components of the railway vehicle 10 to exchange control signals.
  • Communication network 28 includes a train bus 30 running through the entire railway vehicle 10 and allowing communication between the different cars 12, 14 and 16.
  • the train bus may in particular be a so-called Wire Train Bus or WTB.
  • Each car 12, 14, 16 has a central car control unit 32 that is connected to the train bus 30.
  • Each central car control unit 32 performs all necessary control tasks for its associated car 12, 14, 16.
  • Each central car control unit 32 is connected to the various subcomponents of its car 12, 14, 16 via a car bus 34.
  • Each car bus 34 may be a so-called Multifunction Vehicle Bus or MVB.
  • Each car 12, 14, 16 has a driver's desk 36 at each of its extremities 37.
  • Each driver's desk 36 is connected to the car bus 34.
  • each car has a doors controlling device 38 that is also connected to the car bus 34.
  • each doors controlling device 38 comprises four individual central door controlling units 40, one for each of the four central doors 20, and four individual end door controlling units 42, one for each of the four end doors 18.
  • the three doors controlling devices 38 together form a doors controlling system 44.
  • Each car 12, 14, 16 also comprises an end doors release inhibiting device 46, which is connected to the car bus 34.
  • each end doors release inhibiting device 46 comprises four individual end door release inhibiting units 48, one for each of the four end doors 18.
  • the three end doors release inhibiting devices 46 together form an end doors release inhibiting system 50.
  • Each end door release inhibiting unit 48 is associated with one end door controlling unit 42.
  • Each end door controlling unit 42 has two separate inputs, namely a door release input 52 and a door release inhibiting input 54. As a function of the signals that are present at the two inputs 52, 54, the end door controlling unit 42 can be in two different configurations.
  • the end door controlling unit 42 releases its corresponding end door 18 so that it may be opened by a passenger.
  • the end door controlling unit 42 is in the release configuration when a signal is present at the door release input 52 and a signal is absent at the door release inhibiting input 54.
  • the end door controlling unit 42 locks its corresponding end door 18.
  • the end door controlling unit 42 is in the locking configuration when a signal is absent at the door release input 52 or a signal is present at the door release inhibiting input 54.
  • Each end door release inhibiting unit 48 can switch its associated end door controlling unit 42 between said release configuration and said locking configuration.
  • the end door release inhibiting unit 48 is preferably a switch that can interrupt and establish a signal at the two inputs 52 and 54 of the end door controlling unit 42.
  • each end door release inhibiting unit 48 is preferably a relay, and in particular a force-guided contacts relay, with one normally closed contact 56 for interrupting the signal at the door release input 52 of its end door controlling unit 42, and with one normally open contact 58 for providing a signal at the door release inhibiting input 54 of its end door controlling unit 42.
  • circuit of Fig. 4 shows two relays 48 connected in parallel with their corresponding end door controller 42. This kind of circuit is implemented twice in each car 12, 14, 16 and serves to inhibit the release of one pair of end doors 18 located on opposite sides of the car.
  • a driver 60 of the inventive railway vehicle 10 can deactivate the pair of rear doors 18r when stopping at a short platform Ps.
  • step a) the driver 60 enters the driver's cab 22 at the railway vehicle's front end 26 and activates the driver's desk with her key 62. The driver 60 can then depart and drive the railway vehicle 10 until it reaches a short platform Ps.
  • the driver 60 When stopping at the short platform Ps, the driver 60 will detect that the rear door 18r is not covered by platform. In order to prevent passengers from alighting via the rear door 18r and falling onto the track, the driver 60 triggers the transmission, to each central car control unit 32, of a command C to inhibit the release of the rear door 18r, cf. step b). The command reaches each central car control unit 32 via the MVB 34 (car 16), or via the MVB 34 and then the WTB 30 (cars 12 and 14).
  • the driver 60 triggers said command by pushing a dedicated Illuminated Push Button or IPB 64 that is arranged on the driver's desk 36.
  • IPB 64 Illuminated Push Button
  • a second IPB for deactivating the front doors 18f is also arranged on the driver's desk 36.
  • each central car control unit 32 Upon receiving the command C, each central car control unit 32 checks whether its car comprises the rear door 18r whose release is to be inhibited, and, if the check is positive, activates the end doors release inhibiting system 50.
  • said check involves two questions, namely determining whether one of the car's extremities 37 is uncoupled and whether the car has an inactive driver's desk 36, cf. step c). If both conditions are met, the central car control unit 32 sends a door release inhibition command to the end doors release inhibiting device 46 and thus to the rear doors release inhibiting circuit (cf. Fig. 4 ) of the rear doors 18r via the MVB 34.
  • the central car control unit 32 outputs a confirmation feedback signal F confirming that the release of its end door has been inhibited, cf. step d).
  • the central car control unit 32 outputs the confirmation feedback signal F if at least the following conditions are met:
  • Figure 5 shows how condition i can be implemented as an additional normally open contact 65 in the relays 48.
  • the confirmation feedback signal F travels back via the MVB 34 and possibly the WTB 30 to the active driver's desk 36 at the front end 26 of the railway vehicle 10.
  • a signalling device 66 such as an indicator light, which is preferably integrated in the push button 64, signals the presence of said confirmation feedback signal F to the driver of the railway vehicle 10.
  • the inhibition of the release of the front doors 18f generally follows the same procedure shown in Fig. 3 for the rear doors. However, to deactivate the front doors 18f, the driver 60 must push the second IPB instead of the first IPB 64. Contrary to the inhibition of the rear doors 18r, the driver 60 triggers a command only to the car control unit 32 in the front car 16 in which the driver 60 is located to inhibit the front doors 18f. In difference to the rear doors 18r, the car control unit 32 then determines which extremity 37 of the front car 16 comprises the front doors whose release is to be inhibited by checking for each extremity 37 whether it is uncoupled and whether it has an active driver's desk 36.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Lock And Its Accessories (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP16306047.8A 2016-08-11 2016-08-11 Véhicule ferroviaire avec inhibition de libération des portes d'extrémité Active EP3281834B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP16306047.8A EP3281834B1 (fr) 2016-08-11 2016-08-11 Véhicule ferroviaire avec inhibition de libération des portes d'extrémité

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP16306047.8A EP3281834B1 (fr) 2016-08-11 2016-08-11 Véhicule ferroviaire avec inhibition de libération des portes d'extrémité

Publications (2)

Publication Number Publication Date
EP3281834A1 true EP3281834A1 (fr) 2018-02-14
EP3281834B1 EP3281834B1 (fr) 2019-06-26

Family

ID=56853560

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EP16306047.8A Active EP3281834B1 (fr) 2016-08-11 2016-08-11 Véhicule ferroviaire avec inhibition de libération des portes d'extrémité

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Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021211019A1 (de) * 2021-09-30 2023-03-30 Siemens Mobility GmbH Verfahren zur Ansteuerung einer Vielzahl von Türen in einem Fahrzeug

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07242172A (ja) * 1994-03-04 1995-09-19 Toshiba Toransupooto Eng Kk 列車の扉開閉制御システム
US6341563B1 (en) * 1997-06-19 2002-01-29 Sensotech Ltd. Door opening control apparatus
GB2424288A (en) * 2005-03-17 2006-09-20 Aea Technology Plc Train door control system
JP2006315605A (ja) * 2005-05-16 2006-11-24 Mitsubishi Electric Corp 列車ドア開閉制御装置
EP1787883A1 (fr) * 2005-11-17 2007-05-23 Bombardier Transportation GmbH Véhicule avec deux niveaux d'accès, et une libre circulation pour un fauteuil roulant entre ces niveaux
JP2007302205A (ja) * 2006-05-15 2007-11-22 West Japan Railway Technos Corp 車両乗務員支援装置
JP2010254294A (ja) * 2009-03-31 2010-11-11 Kyushu Railway Co 列車ドア開閉制御システム

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5236611B2 (ja) 2009-10-29 2013-07-17 株式会社日立製作所 鉄道車両用開閉ドア制御システム
GB2487365A (en) 2011-01-18 2012-07-25 John Ritchie Kinghorn Vehicle Identification System for Trains with Flexible Formations

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07242172A (ja) * 1994-03-04 1995-09-19 Toshiba Toransupooto Eng Kk 列車の扉開閉制御システム
US6341563B1 (en) * 1997-06-19 2002-01-29 Sensotech Ltd. Door opening control apparatus
GB2424288A (en) * 2005-03-17 2006-09-20 Aea Technology Plc Train door control system
JP2006315605A (ja) * 2005-05-16 2006-11-24 Mitsubishi Electric Corp 列車ドア開閉制御装置
EP1787883A1 (fr) * 2005-11-17 2007-05-23 Bombardier Transportation GmbH Véhicule avec deux niveaux d'accès, et une libre circulation pour un fauteuil roulant entre ces niveaux
JP2007302205A (ja) * 2006-05-15 2007-11-22 West Japan Railway Technos Corp 車両乗務員支援装置
JP2010254294A (ja) * 2009-03-31 2010-11-11 Kyushu Railway Co 列車ドア開閉制御システム

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EP3281834B1 (fr) 2019-06-26

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