EP3281834B1 - Railway vehicle with end doors release inhibition - Google Patents
Railway vehicle with end doors release inhibition Download PDFInfo
- Publication number
- EP3281834B1 EP3281834B1 EP16306047.8A EP16306047A EP3281834B1 EP 3281834 B1 EP3281834 B1 EP 3281834B1 EP 16306047 A EP16306047 A EP 16306047A EP 3281834 B1 EP3281834 B1 EP 3281834B1
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- 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.)
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- 230000005764 inhibitory process Effects 0.000 title claims description 8
- 230000002401 inhibitory effect Effects 0.000 claims description 34
- 238000012790 confirmation Methods 0.000 claims description 8
- 230000005540 biological transmission Effects 0.000 claims description 3
- 230000011664 signaling Effects 0.000 claims description 2
- 238000001514 detection method Methods 0.000 claims 1
- 230000002452 interceptive effect Effects 0.000 claims 1
- 230000001960 triggered effect Effects 0.000 claims 1
- 238000010586 diagram Methods 0.000 description 3
- 238000000034 method Methods 0.000 description 2
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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.
- JP 2010 254 294 describes a train door opening/closing control system for controlling the opening and closing of the door of a train T which runs on rails.
- 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 features of claims 2 to 8, 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.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Lock And Its Accessories (AREA)
Description
- 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.
- This kind of problem occurs in particular during high traffic volume where the train operators often use railway vehicles consisting of a set of several coupled cars so that the passenger capacity can be raised and the timetable optimised.
-
Figure 1 illustrates this problem with three examples a), b) and c).Figure 1 shows arailway vehicle 10 consisting of threecars 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 end doors 18 and two pairs ofcentral doors 20. The two doors of each pair are located on opposite sides of therailway vehicle 10. SinceFig. 1 only shows one side of therailway vehicle 10, one of the two doors of each pair is hidden from view. - In the examples shown in
Fig. 1 , therailway 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 thereference number 22. Based on the direction of travel D, one can define arear end 24, acentral section 25 and afront end 26 of therailway vehicle 10. Therear end 24 has a pair ofrear doors 18r. Thefront end 26 has a pair offront doors 18f. Thecentral section 25 comprises, for example, the other doors of therailway vehicle 10. Thecentral section 25 joins therear end 24 to thefront end 26. - As can be seen in example a), the length of the
railway vehicle 10 is adapted for long platforms PI. When therailway vehicle 10 stops at a long platform PI, alldoors rear door 18r and thefront door 18f, face the platform PI. Hence, alldoors railway vehicle 10. - However, as shown in examples b) and c), when the
railway vehicle 10 stops at a short platform Ps (example c)) or a very short platform Pvs (example b)), therear door 18r or therear door 18r and thefront door 18f do not face the platform Ps/Pvs. As a consequence, when the doors are released, an inadvertent passenger might alight therailway vehicle 10 at one of thedoors -
JP 2010 254 294 - It is an object of the present invention to provide a railway vehicle where the just described security risk of passengers falling onto the track during stops at short platforms is securely prevented.
- This object is achieved with a railway vehicle for passenger transport according to claim 1.
- 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.
- According to preferred embodiments, the inventive railway vehicle comprises one, several or all of the features of claims 2 to 8, in all technically possible combinations.
- A preferred embodiment of the railway vehicle according to the invention will now be described in detail with reference to the appended drawings, wherein:
-
Fig. 1 is an illustration of the technical problem underlying the present invention; -
Fig. 2 is a block diagram showing the communication network architecture of said preferred embodiment; -
Fig. 3 is a flow chart showing the successive steps of the end door release inhibition process of the present invention; -
Fig. 4 is a block circuit diagram showing, according to the invention, two end door release inhibiting units that are connected in parallel, with two associated end door controlling units; and -
Fig. 5 is a block circuit diagram showing, according to the invention, a part of the electric circuit for generating a confirmation feedback signal confirming that the release of the end doors has been inhibited. - The explanations made above with respect to the railway vehicle of
Fig. 1 fully apply to the railway vehicle according to the invention, which is described in the following. Accordingly, these explanations will not be repeated here. - However, even if in the example of
figure 1 the railway vehicle consists of three cars, in other embodiments of the invention the railway vehicle consists of less than three cars such as one or two cars or more than three cars. - In the embodiment in which the railway vehicle consists of a single car, this car defines the
rear end 24, thecentral section 25 and thefront end 26. -
Figure 2 shows thecommunication network 28 of therailway vehicle 10.Communication network 28 allows the different control components of therailway vehicle 10 to exchange control signals. -
Communication network 28 includes atrain bus 30 running through theentire railway vehicle 10 and allowing communication between thedifferent cars - Each
car car control unit 32 that is connected to thetrain bus 30. Each centralcar control unit 32 performs all necessary control tasks for its associatedcar car control unit 32 is connected to the various subcomponents of itscar car bus 34. Eachcar bus 34 may be a so-called Multifunction Vehicle Bus or MVB. - Each
car desk 36 at each of itsextremities 37. Each driver'sdesk 36 is connected to thecar bus 34. - Furthermore, each car has a
doors controlling device 38 that is also connected to thecar bus 34. In the present example, eachdoors controlling device 38 comprises four individual centraldoor controlling units 40, one for each of the fourcentral doors 20, and four individual enddoor controlling units 42, one for each of the fourend doors 18. - The three
doors controlling devices 38 together form adoors controlling system 44. - Each
car release inhibiting device 46, which is connected to thecar bus 34. In the present example, each end doorsrelease inhibiting device 46 comprises four individual end doorrelease inhibiting units 48, one for each of the fourend doors 18. - The three end doors
release inhibiting devices 46 together form an end doorsrelease inhibiting system 50. - With reference to
Fig. 4 , there is shown how the end doorrelease inhibiting units 48 are implemented. Each end doorrelease inhibiting unit 48 is associated with one enddoor controlling unit 42. - Each end
door controlling unit 42 has two separate inputs, namely adoor release input 52 and a doorrelease inhibiting input 54. As a function of the signals that are present at the twoinputs door controlling unit 42 can be in two different configurations. - In a release configuration, the end
door controlling unit 42 releases itscorresponding end door 18 so that it may be opened by a passenger. The enddoor controlling unit 42 is in the release configuration when a signal is present at thedoor release input 52 and a signal is absent at the doorrelease inhibiting input 54. - In a locking configuration, the end
door controlling unit 42 locks itscorresponding end door 18. The enddoor controlling unit 42 is in the locking configuration when a signal is absent at thedoor release input 52 or a signal is present at the doorrelease inhibiting input 54. - Each end door
release inhibiting unit 48 can switch its associated enddoor controlling unit 42 between said release configuration and said locking configuration. To this end, the end doorrelease inhibiting unit 48 is preferably a switch that can interrupt and establish a signal at the twoinputs door controlling unit 42. - As illustrated in
Fig. 4 , each end doorrelease inhibiting unit 48 is preferably a relay, and in particular a force-guided contacts relay, with one normally closedcontact 56 for interrupting the signal at thedoor release input 52 of its enddoor controlling unit 42, and with one normallyopen contact 58 for providing a signal at the doorrelease inhibiting input 54 of its enddoor controlling unit 42. - One will note that the circuit of
Fig. 4 shows tworelays 48 connected in parallel with their correspondingend door controller 42. This kind of circuit is implemented twice in eachcar end doors 18 located on opposite sides of the car. - Turning now to
Fig. 3 , there is shown how adriver 60 of theinventive railway vehicle 10 can deactivate the pair ofrear doors 18r when stopping at a short platform Ps. - First, in step a), the
driver 60 enters the driver'scab 22 at the railway vehicle'sfront end 26 and activates the driver's desk with her key 62. Thedriver 60 can then depart and drive therailway vehicle 10 until it reaches a short platform Ps. - When stopping at the short platform Ps, the
driver 60 will detect that therear door 18r is not covered by platform. In order to prevent passengers from alighting via therear door 18r and falling onto the track, thedriver 60 triggers the transmission, to each centralcar control unit 32, of a command C to inhibit the release of therear door 18r, cf. step b). The command reaches each centralcar control unit 32 via the MVB 34 (car 16), or via theMVB 34 and then the WTB 30 (cars 12 and 14). - In the present example, the
driver 60 triggers said command by pushing a dedicated Illuminated Push Button orIPB 64 that is arranged on the driver'sdesk 36. Preferably, a second IPB for deactivating thefront doors 18f is also arranged on the driver'sdesk 36. - Upon receiving the command C, each central
car control unit 32 checks whether its car comprises therear door 18r whose release is to be inhibited, and, if the check is positive, activates the end doors release inhibitingsystem 50. - Preferably, 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'sdesk 36, cf. step c). If both conditions are met, the centralcar control unit 32 sends a door release inhibition command to the end doors release inhibitingdevice 46 and thus to the rear doors release inhibiting circuit (cf.Fig. 4 ) of therear doors 18r via theMVB 34. - Once the release of the
rear door 18r has been inhibited, the centralcar 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: - i. the end doors release inhibiting
system 50 indicates that the release of therear door 18r has been inhibited; and - ii. the
doors controlling system 44 does not indicate that there has been no inhibition of the release of therear door 18r. -
Figure 5 shows how condition i can be implemented as an additional normally open
contact 65 in therelays 48. - Preferably, the following conditions must also be met:
- iii. A coupler of the relevant car indicates that it is mechanically uncoupled;
- iv. None of the two driver's
desks 36 of the relevant car indicates that it is active. - The confirmation feedback signal F travels back via the
MVB 34 and possibly theWTB 30 to the active driver'sdesk 36 at thefront end 26 of therailway vehicle 10. - A
signalling device 66, such as an indicator light, which is preferably integrated in thepush button 64, signals the presence of said confirmation feedback signal F to the driver of therailway vehicle 10. - The inhibition of the release of the
front doors 18f generally follows the same procedure shown inFig. 3 for the rear doors. However, to deactivate thefront doors 18f, thedriver 60 must push the second IPB instead of thefirst IPB 64. Contrary to the inhibition of therear doors 18r, thedriver 60 triggers a command only to thecar control unit 32 in thefront car 16 in which thedriver 60 is located to inhibit thefront doors 18f. In difference to therear doors 18r, thecar control unit 32 then determines whichextremity 37 of thefront car 16 comprises the front doors whose release is to be inhibited by checking for eachextremity 37 whether it is uncoupled and whether it has an active driver'sdesk 36. - If both the
front door 18f and therear door 18r are not covered by the platform, thedriver 60 will then push both IPBs.
Claims (8)
- A railway vehicle (10) for passenger transport, comprising:- a first end (24), a second end (26) and a central section (25) joining the first end to the second end;- a first end door (18r) arranged in the first end (24), a second end door (18f) arranged in the second end (26), and one or more central doors (20) arranged in the central section (25), each of said doors allowing passengers to enter and exit the railway vehicle (10), wherein all the doors (18, 20) are arranged on the same side of the railway vehicle;- a doors controlling system adapted to lock said doors (18, 20) when the railway vehicle is travelling and to release the doors (18, 20) for opening when the railway vehicle stops at a station platform (Ps); and- an end doors release inhibiting system (50) adapted to selectively inhibit the release of one or both of the end doors (18r, 18f) by the doors controlling system, while not interfering with the release of the one or more central doors (20), when the railway vehicle (10) stops at a station platform (Ps) and it is detected that one or both of the end doors (18r, 18f) is not covered by the station platform, and characterised in that:- the railway vehicle is a multiple unit train with at least two coupled cars (12, 14, 16);- each car includes a central car control unit (32);- the detection that one or both of the end doors (18r, 18f) is not covered by the station platform (Ps) triggers the transmission, to each central car control unit (32), of a command (C) to inhibit the release of one or both of the end doors (18r, 18f); and- each central car control unit (32) is adapted to, upon receipt of said command:a) check whether its car comprises the end door (18r, 18f) whose release is to be inhibited; andb) if the check is positive, activate the end doors release inhibiting system (50).
- The railway vehicle (10) of claim 1, wherein:- the doors controlling system has one end door controlling unit (42) for each end door (18);- the end doors release inhibiting system (50) has one end door release inhibiting unit (48) for each end door (18), each end door release inhibiting unit being associated with one end door controlling unit;- each end door controlling unit (42) has two separate inputs, namely a door release input (52) and a door release inhibiting input (54), the end door controlling unit (42) being adapted to:a) release its corresponding end door (18) in a release configuration wherein a signal is present at the door release input (52) and a signal is absent at the door release inhibiting input (54); andb) lock its corresponding end door (18) in a locking configuration wherein a signal is absent at the door release input (52) and a signal is present at the door release inhibiting input (54); and- each end door release inhibiting unit (48) is adapted to switch its associated end door controlling unit (42) between said release configuration and said locking configuration.
- The railway vehicle (10) of claim 2, wherein each end door release inhibiting unit is a relay (48), 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.
- The railway vehicle (10) of any one of claims 1 to 3, wherein:- each car (12, 14, 16) has a driver's cab (22) at at least one of its extremities (37); and- said check includes determining whether one of the car's extremities (37) is uncoupled and whether the car has an active driver's cab (22).
- The railway vehicle (10) of claim 4, wherein each driver's cab (22) includes a driver operated end door release inhibiting push button (64), said transmission of said inhibition command being triggered by operating the push button.
- The railway vehicle (10) of any one of the preceding claims, wherein the central car control unit (32), which has activated the end doors release inhibiting system (50), is adapted to output a confirmation feedback signal (F) confirming that the release of its end door has been inhibited.
- The railway vehicle (10) of claim 6, wherein said central car control unit (32) is adapted to output the confirmation feedback signal (F) if at least the following conditions are all met:- the end doors release inhibiting system (50) indicates that the end door release has been inhibited; and- the doors controlling system (44) does not indicate that there has been no end door release inhibition.
- The railway vehicle (10) of claim 6 or 7, further comprising a signalling device (66), such as an indicator light, adapted to signal the presence of said confirmation feedback signal (F) to the driver (60) of the railway vehicle.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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EP16306047.8A EP3281834B1 (en) | 2016-08-11 | 2016-08-11 | Railway vehicle with end doors release inhibition |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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EP16306047.8A EP3281834B1 (en) | 2016-08-11 | 2016-08-11 | Railway vehicle with end doors release inhibition |
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EP3281834A1 EP3281834A1 (en) | 2018-02-14 |
EP3281834B1 true EP3281834B1 (en) | 2019-06-26 |
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EP16306047.8A Active EP3281834B1 (en) | 2016-08-11 | 2016-08-11 | Railway vehicle with end doors release inhibition |
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Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2023052333A1 (en) * | 2021-09-30 | 2023-04-06 | Siemens Mobility GmbH | Method for controlling a multiplicity of doors in a vehicle |
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JPH07242172A (en) | 1994-03-04 | 1995-09-19 | Toshiba Toransupooto Eng Kk | Door opening/closing motion control system for train |
GB2424288A (en) | 2005-03-17 | 2006-09-20 | Aea Technology Plc | Train door control system |
JP2006315605A (en) | 2005-05-16 | 2006-11-24 | Mitsubishi Electric Corp | Train door opening/closing control device |
JP2007302205A (en) | 2006-05-15 | 2007-11-22 | West Japan Railway Technos Corp | Vehicle crew supporting device |
JP2010254294A (en) | 2009-03-31 | 2010-11-11 | Kyushu Railway Co | Train door opening/closing control system |
JP2011093429A (en) | 2009-10-29 | 2011-05-12 | Hitachi Ltd | Opening/closing door control system for rail vehicle |
GB2487365A (en) | 2011-01-18 | 2012-07-25 | John Ritchie Kinghorn | Vehicle Identification System for Trains with Flexible Formations |
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EP1787883B1 (en) * | 2005-11-17 | 2009-09-16 | Bombardier Transportation GmbH | Vehicle with two boarding levels and a barrier free transit for wheelchairs between said levels |
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2016
- 2016-08-11 EP EP16306047.8A patent/EP3281834B1/en active Active
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JPH07242172A (en) | 1994-03-04 | 1995-09-19 | Toshiba Toransupooto Eng Kk | Door opening/closing motion control system for train |
GB2424288A (en) | 2005-03-17 | 2006-09-20 | Aea Technology Plc | Train door control system |
JP2006315605A (en) | 2005-05-16 | 2006-11-24 | Mitsubishi Electric Corp | Train door opening/closing control device |
JP2007302205A (en) | 2006-05-15 | 2007-11-22 | West Japan Railway Technos Corp | Vehicle crew supporting device |
JP2010254294A (en) | 2009-03-31 | 2010-11-11 | Kyushu Railway Co | Train door opening/closing control system |
JP2011093429A (en) | 2009-10-29 | 2011-05-12 | Hitachi Ltd | Opening/closing door control system for rail vehicle |
GB2487365A (en) | 2011-01-18 | 2012-07-25 | John Ritchie Kinghorn | Vehicle Identification System for Trains with Flexible Formations |
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Title |
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"Certificate of Derogation from a Railway Group Standard - Deviation Number 08/037/DGN", RAIL SAFETY AND STANDARDS BOARD, 25 March 2008 (2008-03-25), XP055700326 |
"Selective door operation", WIKEPIDIA, 4 August 2016 (2016-08-04), XP055700324 |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2023052333A1 (en) * | 2021-09-30 | 2023-04-06 | Siemens Mobility GmbH | Method for controlling a multiplicity of doors in a vehicle |
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