EP3319855A1

EP3319855A1 - Arrangement and method for generating a door release signal for platform doors

Info

Publication number: EP3319855A1
Application number: EP16745412.3A
Authority: EP
Inventors: Sebastian Krins; Jürgen KRAUSE; Dietmar Kulka
Original assignee: Pintsch Bamag Antriebs und Verkehrstechnik GmbH
Current assignee: Pintsch GmbH
Priority date: 2015-07-10
Filing date: 2016-07-11
Publication date: 2018-05-16
Anticipated expiration: 2036-07-11
Also published as: CN107848543A; DE112016003123A5; WO2017008785A1; BR112018000494A2; EP3319855B1; DE102015116816A1

Abstract

The invention relates to an arrangement for generating a door release signal for platform doors, comprising at least one first sensor (12), one second sensor (14), and a control unit, wherein the sensors (12, 14) are arranged at different positions along a track section (10) at which a train (16) is to stop and are communicatively coupled to the control unit, wherein the control unit is designed to start a first time interval of a predetermined length when a train (16) or a certain section of the train has passed the first sensor (12) of the train in the direction of travel, and to at least then interrupt the first time interval if the second sensor (14) in the direction of travel of the train is passed by a certain train part (18', 20', 22'), and to generate a platform door release signal if the time interval has expired without interruption.

Description

ARRANGEMENT AND METHOD FOR PRODUCTION OF A

DOOR FREEZE SIGNALS FOR RAILWAY DOORS

TECHNICAL FIELD OF THE INVENTION

The invention relates to an arrangement and a method for generating a door release signal for platform screen doors.

BACKGROUND OF THE INVENTION

For several years, the track areas in stations have been increasingly separated by usually glazed walls with so-called platform screen doors from the platforms. This not only increases the safety for travelers, but also allows an energetically favorable air conditioning of the stations.

For as synchronous control of the opening and closing of platform and train doors various methods and arrangements are known. The

DE 10 2004 045 558 B3 describes a method for controlling doors of a

Rail vehicle and the corresponding doors of a platform wall, wherein the door availability (the presence and the efficiency of a door) of the vehicle and the platform wall before transfer to the nearest station via a radio-based transmission channel between the vehicle and platform transferred, processed and then a passenger information system in the vehicle or transmitted at the platform. At the platform then a communication between corresponding doors from door to door over

Infrared interfaces take place. GB 2 436 152 A discloses a device for controlling doors of a

Rail vehicle and a platform wall, wherein each door of the vehicle and each door of the platform wall is assigned in each case a separate transceiver. The communication between a door of the vehicle and a door of the platform wall takes place directly on the respective transceiver, the control commands of the doors on the vehicle side. From WO 201 1/069503 A1 a method and a system for synchronous control of platform screen doors and train doors are known, which has proven particularly useful in practice. This is after a stop a train

Communication link between a train-side door control unit and a platform-side door control unit is set, then synchronized the synchronous opening and closing of the train doors and the platform doors between the control units, advantageously pairs of opposite train and platform doors are formed, each pair of train door and platform door can be controlled independently of other couples. This allows, for example, to be closed in the presence of a malfunction of a train door, the train door and the corresponding platform door, while other doors are opened. Also, it is possible by a door pair specific

To realize anti-pinch protection, so that when closing the doors

Pinching is detected, only the corresponding pair of tensile and

Platform door must be opened while the other couples can close.

Platform wall systems are usually used at busy platforms, where trains often stop every minute. A whats conditional disturbance in the control of the opening and closing of the platform screen doors can therefore disturb the timetable and the processes in the respective rail network sensitive. DE 10 2012 108 784 B3 describes a backup system that can control the opening and closing of the platform screen doors very reliably in case of a fault in the communication between train and platform. DE 10 2012 108 784 B3 also describes that for detecting the correct

Holding a train on the platform three wheel sensors can be provided, one in the Zuganfangs, one in the Zugmitte and one in the region of Zugendes, which allows to generate error messages when the sensors generate different messages. The described arrangement is therefore based on the assumption that all three sensors respond when the train is correctly held.

It has been shown that for various technical reasons, for example, depending on the utilization of the train greatly different weight, a very precise compliance with a desired holding position only with great technical effort or very slow ride is possible. Especially in metropolises for

Rush hours the trains arrive every minute and an off and

If the boarding process is to last only a few decades, an exactly defined target holding position can practically never be approached exactly. In addition, certain train operators are speeding up the boarding and boarding process

Opening and closing the train and platform doors already allowed when the train is not or not yet complete, but still a certain predetermined low residual speed, e.g. 1 km / h, owns. In order for the arrangement known from the cited German Patent DE 10 2012 108 784 B3 to detect a correct "hold" under these conditions, the sensors would have to have a very large detection range, so that they would respond even if the train was outside the desired range

Target position, but still within a specified tolerance range holds. A large coverage area, however, also causes a great deal of uncertainty about the

Remaining speed of the train. If the latter were to enter the detection ranges of the sensors at a residual speed above the limit permitted by the operator, the sensors nevertheless triggered a door release signal, which could lead to serious accidents. That's why the well-known

Sensors designed to respond only within a certain narrow range.

From EP 2 159 129 A2 an arrangement and a method for generating a door release signal are known in which by means of one or more

Speed sensors, in particular by means of radar sensors, the

Speed of a retracted in a track section train is measured. If this speed falls below a certain threshold for a predetermined period of time, a platform door release signal is generated. The known platform door systems are designed so that the of

Platform doors maximum releasable openings are significantly wider than the releasable from the train doors openings so that a train has a significant tolerance range within which he can hold on the platform to still provide sufficient coverage of the opening areas of train doors and

Platform screen doors to reach. DISCLOSURE OF THE INVENTION

The invention has for its object to further develop the arrangement and the method, which are known from EP 2,159,129 A2, or to propose alternative technical solutions that operate without speed sensors, since such speed sensors are not unproblematic in rough rail operation. In this case, the arrangement and the method for generating a

Door release signal make it possible, without establishing a communication connection to a train and without any other action, the intervention or a

Modification of the train, for example, by adding additional parts conditional, very reliable to detect a stop or very slow movement of a train with known axis distribution in a certain area and then generate a door release signal for platform screen doors, so that the platform screen doors can be opened.

The object is achieved by an arrangement having the features of claim 1 and a method having the features of claim 12. The independent claim 24 relates to the use of an arrangement with a plurality of sensors for implementing a self-sufficient system for generating a release signal for platform screen doors. The dependent claims relate to advantageous embodiments and

Implementing forms.

An arrangement according to the invention comprises a first sensor, a second sensor and a control unit, wherein the sensors are arranged at different positions along a track section on which a train is to stop and with which

Control unit are communicatively coupled, and wherein the control unit is adapted to start a first time interval of predetermined length when a train or a certain portion of the train has passed the first in the direction of travel of the train sensor, and at least interrupt the first time interval, if the second sensor in the direction of travel of the train is passed by a certain part of the train, and, if the time interval has elapsed without interruption, to generate a platform door release signal.

An inventive method for generating a door release signal for platform screen doors, comprising the following steps: Starting a first time interval of a predetermined length when a train or a specific section of the train has passed a first sensor arranged along a track section on which the train is to stop, in the direction of travel of the train,

Interrupting the first time interval at least when an in

Direction of travel of the train along the track section arranged second sensor is passed by a particular tensile member, and

Generating a platform door release signal when the time interval has elapsed without interruption.

The invention thus makes it possible to reliably detect a holding or slow movement of a train in a customer-specified area without consuming speed measurements with a predeterminable by the customer accuracy, without having to communicate with the train or attach additional elements on the train. The arrangement and method can easily be designed to meet the highest safety requirements, typically SIL 3 or SIL-4 in railway applications.

In a simple embodiment, it is sufficient to count the number of wheels by means of a simple and robust sensor, which gives a pulse in the manner of a switch when driving over a wheel, to determine when train or a known configuration of an incoming train when the train or a Section of the train is retracted into a track section. By means of another sensor, which is likewise a sensor which triggers when passing over, but also a light barrier or the like. can act, it can be determined that the train or

Train section has not yet left the track section. If the train or train section is in the track section for a predetermined period of time, it can be reliably determined that the train is stopping or moving at least so slowly that a door release signal can be given.

Further details and advantages of the invention will become apparent from the

following, purely exemplary and non-limiting description of preferred embodiments and embodiments in conjunction with the drawings. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 shows a schematic schematic diagram to illustrate a possible actual spatial one according to the invention

Distribution of different sensors along a track section. shows a schematic schematic diagram to illustrate the evaluation moderate only a tolerance range and the coverage selbigens to different axes offset to varying degrees arranged sensors. shows a schematic schematic diagram to illustrate the operation of the method according to the invention when entering a train in the monitored track section at three different times T1, T2 and T3.

DESCRIPTION OF PREFERRED EMBODIMENTS

In Fig. 1, a possible arrangement according to the invention for generating a door release signal for per se known and not shown here platform screen doors is shown in highly schematic form, the five in this embodiment

Sensors, and so-called wheel sensors includes. It should be noted at this point that, if in the present application and the

Claims is spoken of that the presence of a train or a tensile member to be detected in a certain limited space, this can be done in each case in different, known in the art way. A presently particularly preferred embodiment provides for the use of so-called axle or wheel sensors which always respond when a wheel or an axle is within its detection range.

Since each wheel is attached to an axle, whenever a wheel is detected in a certain area, the presence of the corresponding to the wheel belonging axis detected. Therefore, even if the wheels passing through a particular sensor are counted, at least indirectly, the corresponding axes are always counted. For the realization of the idea according to the invention, therefore, the words wheels and axles can be regarded as quasi-synonymous. It is also clear to the person skilled in the art that in order to realize the idea according to the invention instead of a wheel or an axle, any other suitable pulling parts which can be detected by means of corresponding sensors can be used to detect the presence of a train in a certain area of space. Such tension parts may be, for example, characteristic inputs, attachments or superstructures on a train, eg windows, doors,

Attachments to train roofs and other. Accordingly, other suitable types of sensors may be used instead of axle or wheel sensors, e.g. Photoelectric sensors based on laser or camera, pressure sensors, radar sensors, ultrasonic sensors and track sensors that monitor isolated short track sections.

In the arrangement shown, the monitored track section 10 is defined by the spacing of the two outermost sensors 12 and 14 along the track section 10, wherein the distance between the first sensor 12 and the second sensor 14 is the distance between the first axis and the center of a this axis located first wheel 14 'and the last axis or the center of a located on this axis wheel 12' of the train 16 plus a tolerance value, which is typically less than 2.0 meters, preferably less than or equal to about 1, 5 meters, equivalent. It should be noted at this point that the here called "first" wheel sensor sensor 12 depending on the direction of travel of the train can of course also be the "last" wheel sensor. In the example shown, the train, as indicated by the movement arrow 24, moves from left to right so that the wheel 14 'located on its first axis in the direction of travel is first detected by the sensor 12.

The respective allowable tolerance value is determined taking into account the width of the openings releasable from the platform screen doors and the width of the openings of the train doors such that a train can stop at any location between the first wheel sensor 12 and the second wheel sensor 14 and then, if all Axes of the train between the first and the second wheel sensor after opening the train and platform doors, there will always be an opening with sufficient width for entry and exit.

According to the invention, when all the axles of a train have passed the sensor located in the direction of travel of the incoming train at the beginning of the track section, a first time interval of predetermined length is started and, if the time interval without interruption has expired, a platform door release signal is generated. In the simplest embodiment, therefore, a platform door release signal could already be generated with only two sensors 12 and 14. Since, however, as mentioned above, due to various boundary conditions, such as high timing and thus higher

Train speed, load-dependent different train weights, etc. an exact stop at a predefined location is virtually impossible, the tolerance value must have a certain minimum length.

If only two sensors arranged at the outermost boundaries of a track section are used, the time interval, which must run without interruption before a door release signal may be generated, must be made relatively long, which is obvious to the person skilled in the art the first wheel sensor passes, the train can over the tolerance value, typically eg over 1, 5 meters, move before the first axis in the direction of travel is then detected by the second sensor. If the selected time interval is only short, e.g. 2.5 seconds, this would mean that the train could move at a speed of 1.5 meters in 2.5 seconds, corresponding to slightly more than 2 km / h, which is highly uncertain for a boarding and alighting process is to be considered. Correspondingly, in the worst case scenario, a train returning to service after a stop could accelerate over a distance of 1.5 meters without this being detected, which may also constitute a considerable safety risk.

Depending on the train operator and the type of means of transport considered (passenger train, subway, etc.), different residual speeds are considered safe for a boarding and disembarking operation and thus the opening of the corresponding train and train

Platform screen doors viewed. Subways are typically

Residual speeds less than or equal to 1 km / h considered safe. This means, however, that the said first time interval would have to be more than 5 seconds in order to be able to assume that the train is stationary or is moving at a speed of at most 1 km / h. However, such a long wait is regarded as undesirable especially in hochaktakteten commuter trains.

In the preferred embodiment shown, further sensors 18, 20 and 22 are provided along the track section and are each arranged relative to one another such that they respond to respectively different train positions. In other words, sensor 18 then responds when the train 16 between the first wheel sensor 12 and the second wheel sensor 14 is in a different position along the track section 10 than the positions in which the train 16

Address sensors 20 and 22. This makes it possible to also detect movements of the train below the tolerance value and the time interval that must elapse before, after detection of a specific train position

Platform door release signal may be generated to substantially shorten. It can be used advantageously the fact that in most

Applications of the invention, the axis distribution of the train is known, i. that the number of axles of a train expected in the track section and their relative positions to each other (with the particular caused by the buffer between the cars of a train tolerances) are known. This is regularly the case for public transport trains that are supposed to stop at platforms equipped with appropriate platform door systems. Since the relative positions of the axes are known to each other, resulting from the determination of the position of an axis automatically with the said tolerances, the position of all other axes, which can be advantageously exploited to a very accurate

Determination of train position and possibly existing residual speed to realize.

Note that in FIG. 1, the shown distances of the individual sensors 18, 20 and 22 to their associated wheels 18 ', 20' and 22 'are not to scale. In fact, the sensors 18, 20 and 22 are typically arranged such that when the wheel 20 'is just above the sensor 20, the wheel 18' is about 45 cm behind the sensor 18 and the wheel 22 'is about 45 cm ahead of the sensor 18 Sensor 22 are located, the measurements are purely exemplary and relate to one of innumerable possible distributions of the sensors. The arrangement further comprises a control unit not further shown here, which is formed in this embodiment, inter alia, the axes that pass in the direction of travel of a train entering the track section at the beginning of the track section sensor, in the manner mentioned directly or indirectly to count, in the example shown by evaluation of the signals generated by the corresponding sensor, and, when a predetermined number of axes has been reached and none of the axes has passed the sensor located in the direction of travel of the train at the end of the track section, the first

Start time interval and, if the time interval without interruption has expired, to generate a platform door release signal.

The control unit is further configured in the illustrated arrangement to start a second time interval of predetermined length, wherein the starting of the second time interval interrupts the expiration of the first time interval when it is detected by one of the sensors 18, 20 or 22, that a wheel or An axis is in the detection range of the respective sensor or leaves this detection area again, and to generate a Bahnsteigenürfreigesignal when the second time interval has expired without interruption. A running (first or second) time interval is interrupted whenever it is detected that an axle or a wheel leaves the detection range of one of the sensors or is detected in the detection range. As long as all the axles of the train are between the first sensor 12 and the second sensor 14, either one of the other is always interrupted when a current time interval is interrupted

Time interval started or, depending on the design of the time measurement also possible and identical in the technical effect, reset a running time interval and restarted. The latter variant is particularly suitable when a software-based timer is used for time measurement, while in hardware-based timers usually offers a simple switching between two timers. The invention advantageously allows the person skilled in the art to select the most technically favorable solution in the specific implementation case.

The said control unit may be a unit separated from a superordinated platform door control unit, which unit evaluates the signals of the individual sensors and outputs a corresponding platform door release signal to the platform door control after fulfillment of predefinable boundary conditions, which then the actual opening and closing of the platform screen doors

preferably at least substantially synchronously with the opening and closing of the train doors controls. However, the control unit may also be part of a corresponding platform door control and e.g. computer implemented. The invention also advantageously allows the person skilled in the art to choose the one for the respective one

Application in particular taking into account the customer

predetermined security requirements optimal design to choose.

FIG. 2 shows a schematic illustration to illustrate the consideration of only one tolerance range and the so-called "normalization" of the absolute ones

Positions and detection ranges of the individual sensors on these

Tolerance range and a single wheel for detecting train positions and limit speeds of one with all axes between the first sensor 12 (which, as explained above, of course, depending on the direction of travel may also be the last sensor) and the second sensor 14 (which may also be the first sensor ) located train. The length of the tolerance range corresponds to the aforementioned tolerance value.

If the axle distribution of the train is known, by determining the position of a single wheel 20 'relative to a particular wheel sensor automatically (within certain tolerances, essentially by the buffers between individual wagons, which are more in holding depending on train weight and braking time or less far apart, determined) the positions of other wheels known to other wheel sensors. The same applies, of course, when considering train components other than wheels or axles which are on or on the train in a certain known arrangement, e.g. Doors or roof structures.

As stated, the wheel sensors along the monitored track section are arranged offset from one another in such a way that when a wheel of a

Axis is located exactly above a wheel sensor, the wheels of other axles are more or less offset from their assigned wheel sensors. Therefore, as is done in Figure 2, the method of the present invention may be illustrated by the position of a single wheel 20 'relative to five different sensors 12, 14, 18, 20, and 22 in the example, although that wheel actually located over the distance of eg a car from the wheel sensor 18. So instead of looking at the complete length of the track section, ie the area between the first sensor 12 and the second sensor 14 whose spacing in this embodiment corresponds to the distance between the first and last axles of the train plus the tolerance value, it is sufficient to set the tolerance range within which a single wheel can move admissibly without obstructing the fundamental generation of a platform door release signal. In Fig. 2, the distance D, which typically has a total length of, for example, about 150 cm, the length of the tolerance range, wherein the distribution of the sensors normalized relative to each other is shown in this tolerance range, while actually relative to each other a distance of, for example Meters to each other. Their respective detection ranges are indicated by 26, 28, 32, 34 and 36. This makes it possible to divide the tolerance range virtually into individual sectors and, for example, as a boundary condition for the

Platform door release to pretend that a platform door release signal can be given at all only if the considered train wheel 20 'is within this tolerance range. Relative to the wheel 20 'is seen in this embodiment of the two sub-sensors 20A and 20B existing sensor 20 exactly in the middle of the tolerance range, which can be considered insofar as optimal holding position, as typically the

Platform screen doors, each of which typically includes two counter-opening and closing sliding door panels, are arranged so that the

Just cover the door centers with the door centers of corresponding train doors when the train stops in the middle of the considered track section between the sensors 12 and 14. The sensors 18 and 22 consisting of the sub-sensors 18A and 18B and the sub-sensors 22A and 22B are located on the right and left of the center in areas which are suboptimal but permissible in this sense

Hold positions correspond.

Note that for dividing the tolerance range, it does not matter at all how the sensors are actually spatially distributed to each other, ie whether the sensor 20 scanning the center of the tolerance range, as shown in FIG. 1, is actually in the middle between the two areas right and to the left of the middle located between the ends of the tolerance range sensing sensors 18 and 22, or whether, for example, the sensor 18 shown in Fig. 1 is arranged so that it responds when the train stops exactly in the middle of the considered track section between the sensors 12 and 14, in which case then the sensor for

Monitoring the center of the tolerance range served while e.g. the sensor 20 for detecting the area to the right of the center and the sensor 22 for detecting the area to the left of the center could be arranged, as it ultimately comes from the known spatial relation of certain reference points on a train, e.g. the wheels or axles, close to each other where a train is in the considered track section, and whether it moves at most at a speed below a predefined limit speed, if at all.

At least in the case of the sensors 18, 20 and 22, but preferably also in the case of the sensors 12 and 14, the illustrated embodiment is a so-called inductive double-wheel sensor, each of which has two directly

comprising sub-sensors arranged one behind another with partially overlapping detection areas. 2, the numbers 0, 30 and 60 in each case in cm, where certain sensors or their detection areas 26, 28, 32, 34 and 36 are based on the tolerance range.

Typically, an inductive dual wheel sensor useful in the invention has a detection range of about 30 cm, with each sub-sensor having a detection range of about 20 cm and overlapping the detection ranges of the sub sensors of a dual wheel sensor by about 10 cm. The inductively operating sensors thus respond when a train wheel is in the monitored by the respective sensor track section of about 30 cm in length. The use of Doppelradsensoren makes it advantageous, the

Presence of a train in a certain area not only particularly safe to detect, but - if desired - also knowledge about the

To gain direction of movement of the turn.

A possible mode of operation of the arrangement according to the invention or a possible realization of the method according to the invention will be explained in more detail below with reference to FIG. For the expert it is clear that instead of the shown inductive Doppelradsensoren of course, all other suitable sensors and detection techniques can be used, for example, the above-mentioned sensors. 3 are positions of a wheel 20 'at three different times T1,

T2 and T3 shown in the above-described tolerance range of 150 cm total length, to illustrate the principle of this embodiment of the invention in the figure right next to the three different relative positions of the wheel 20 'indicating drawing elements respectively the state of

Platform door release and optional optical

Train position indicator, the so-called. Train Position Indicator, TPI short, by two schematic displays 46 and 48 is shown.

The display 46 may be a real light with e.g. Two or three different colors act to the driver of a corresponding turn

Information about the train position can be conveyed and which is controlled via a signal referred to below as TPI signal. The display 48 may be, but need not be, a real light. It serves only to symbolize the state of the platform door release, which - depending on

Customer request - of course also can be displayed to the driver. The

Platform gate door release done when the above control unit after

Evaluation of the information collected by the various sensors a platform door release command, the so-called Door Enable Command, short DEC produced. The TPI is optional and independent of the generation of the DEC, although of course it is also controlled based on the evaluation of the information acquired by the same sensors.

The train with the corresponding wheel 20 'moves in the example shown from the right into the viewing area, wherein the monitored track section is bounded by the sensors 12 and 14 whose actual distance is the distance of the first and the last axis of the train plus the above-mentioned tolerance value corresponds, and it is sufficient for understanding the principle of the invention to consider only the tolerance range, as explained above in connection with FIG. 2 in detail. For clarity, the others shown in FIG

Sensors 18, 20 and 22 in Fig. 3 are not shown. Shown are but (for reasons of clarity not in the representation of all times) schematically the detection areas 26, 28, 32, 34 and 36 of all five sensors used in the example and the intermediate areas 38, 40, 42 and 44 between the detection ranges of the sensors the detection ranges of the inner sensors located between the outer sensors 12 and 14 and the spaces normalized to the tolerance range thereof are divided into sectors. In the schematic drawing, therefore, the reference numerals 28, 32, 34, 38, 40, 42 and 44 simultaneously correspond to sectors of the tolerance range.

As the train approaches from the right, as indicated by the movement arrow 24, the sensor located at the right end of the monitored track section takes over the function of the above-mentioned first sensor, which is why it has been given the reference numeral 12, while the left one in the drawings

Sensor at the opposite end of the monitored track section assumes the function of the second sensor and was therefore provided with the reference numeral 14. Correspondingly, the areas 26, 28, 32, 34, and 36 are interchanged with respect to the representation selected in FIG.

At the times T1, T2 and T3 already shown, all the axes of the train are already between the first and the second sensor, which is determined by counting the axes (or the wheels) and comparing the counted number with the known number of axles of the train , whereupon a first time interval begins to run. As by the dark hatched display

48 symbolizes, at the time T1, the platform screen doors are not released for opening, because the first time interval has not yet expired and therefore can not be ruled out that the train is still moving, which in the example shown is actually the case.

For example, the display 46 indicating the driver reaching a predetermined stop position remains dark or jumps with a first color range, which may indicate to the driver that the train is still within the allowable holding range, that is, between the first and second sensors not in an optimal stop position. It is at this point on it pointed out that the TPI is not safety relevant and serves only to help the driver to a certain desired holding area

head for. It would be optimal if the driver were able to stop the train so that - normalized to the tolerance range - the wheel 20 'comes to a stop in one of the areas 32, 40 or 42. It could then be replaced by a e.g. Green signal are displayed to the driver that the train or the sensor technology detected tension part, in particular a specific wheel, is located in this area. If the train, or more precisely the sensor component, is located in one of the regions 28 and 34 in front of and behind the "green" region, this could e.g. indicated by a yellow signal. If the train or sensor-detected tension member is in range 38 or 44, the TPI display 46 may remain dark, although of course it is possible to generate a platform door release signal in this range as well, if it is detected that the train is in that range and either stops or does not travel at more than the allowed remaining speed, since, as stated above, in this too

Area still sufficient coverage of the opening of the train and platform doors resulting openings consists.

At time T2, the exemplary considered wheel 20 'has moved so far that depending on the arrangement of the individual sensors, either it itself or, as explained above, another wheel that is in fixed spatial relationship with the wheel shown, of the Sector 28 is detected to the right of the center monitoring sensor. This detection interrupts the time interval started after the train has entered the area between the two sensors 12 and 14 and starts a new time interval. It should again be noted that according to the invention not many sensors immediately adjacent to each other

Monitoring of a single wheel are arranged, but the monitored area is divided by the fact that different sensors different suitable tension parts, which are in fixed spatial relationship to each other, in particular wheels or axles monitor, while spatially offset from each other so that due to the known spatial relationship of the individual train parts to each other by addressing any of the sensors can be concluded, where a particular tensile member, such as a wheel, along the monitored track section or in the tolerance range. Therefore, proceeding to the schematic representation in the manner shown and so be done as if one and the same wheel 20 'actually monitored by different sensors.

Said detection is then evaluated as a reliable detection with respect to the generation of the DEC when either both subsensors of the corresponding wheel sensor respond, or no sub-sensor one

Radsensors responsive, so that false triggering are largely excluded. The acquisition then interrupts the current time interval and starts a new time interval. If the time interval expires without interruption, it can be reliably concluded that the train either only with the allowed

Border speed or not moving at all and that the

Platform screen doors can be released. At time T2, however, this is not yet the case, since the train moves at more than the permitted residual speed, which in turn is indicated by a movement arrow 24. Symbolically, the DEC display 48 is also displayed dark at time T2.

In order to indicate to the driver that he is approaching the optimal stop position, by evaluating the information provided by the sensors, in particular by means of the control unit, which is also the DEC, a TPI signal can be generated which is used to switch on e.g. yellow signal light is used, as indicated by the hatching of the TPI display 46 at the time T2 compared to the time T1.

When the wheel under consideration leaves the detection range of a sensor again, the current time interval is interrupted and a new time interval is started, since a DEC can of course also be generated when the train is stationary, but there is no wheel in the detection range of a corresponding sensor. In the example shown, the train rolls on at time T2 and finally arrives at time T3 so that the symbolically viewed wheel 20 'is located just behind the middle of the tolerance range in sector 42. At time T3, the subject wheel 20 'in this example is actually located between the detection areas 32 and 34 of two sensors. But since it is known from the evaluation of the signals supplied by the corresponding sensors that the Train is still within the tolerance range, after the time interval has started to run, after the wheel has left the central detection area, here the sector 32, the DEC can be given, which in Fig. 3 for

Time T3 symbolically indicated by setting the DEC indicator 48 on white. At the same time, the driver can be shown that the train is in a still to be regarded as optimal holding position, which is why, as indicated in Fig. 3, at the time T3 and the TPI display 46 is symbolically set to white. Thus, a DEC indicates that the train is stationary (or is moving at no more than a predefined maximum speed), the TPI indicates in which area the train is located.

Within the scope of the inventive concept, numerous modifications and

Further developments are possible, which relate, for example, to the number and arrangement of the sensors for subdividing the tolerance range. By providing further sensors, the area can be subdivided finer and, accordingly, a platform door release signal can be given already after uninterrupted expiration of shorter time intervals. From the description, it will also be clear to the person skilled in the art that sensors arranged along the considered track section can be assigned differently if required, that is, if a shorter train than usual arrives, e.g. the second sensor is muted and one of the third sensors takes over the role of the second sensor. It can also be provided that the third sensors are already activated when entering a train in the track section at a time when the train is not yet completely between the first and second sensor and therefore the giving of a DEC is not possible and their signals are evaluated to test their operability.

A great advantage of the invention is that, without any modifications to the train, it will provide a track section with great reliability not only on the

Presence of a train, but also on the observance of a particular

Can monitor maximum speed. The corresponding

Platform gate release signal according to the invention is always generated only when two conditions are met, namely that the train is ever completely in the monitored track section and he moves with not more than a previously defined maximum speed. DEFINITIONS

Under a tensile member is here a component of a train or a on, on or train on a train, in particular a wheel, an axle, a door, a window, a specially shaped roof section o. The like. Understand its presence in a certain space section can be detected by means of suitable sensors.

Below a train section, here is a particular section of a train, such as a train. one or more wagons, a railcar, a locomotive, etc. understood.

A tolerance value is understood here to mean a length over which a train on the considered track section can move admissibly in such a way that, when the train and platform doors are opened, a cover which allows safe entry and exit results in the openings released by the train and platform doors , The tolerance value also defines the length of a

Tolerance range within which a particular considered tensile part, e.g. A wheel may be allowed to keep (or move at not more than a given residual speed) to ensure adequate coverage of the openings resulting from the opening of the train and platform doors.

For evaluating the signals of the various sensors typically spatially more or less widely separated from each other separate space regions, the space regions can be thought of as a different sectors of the tolerance range covering, juxtaposed areas.

By "normalization to the tolerance range", the evaluation of the signals supplied by the different spatially offset sensors is understood here to mean that a specific tensile component is evaluated in the

Tolerance range is located. LIST OF REFERENCE NUMBERS

10 track area

12 sensor

12 'train wheel

14 sensor

14 'train wheel

16 train

18 sensor

18 'train wheel

20 sensor

20 'train wheel

22 sensor

22 'train wheel

24 movement arrow

26 coverage area / sector

28 coverage area / sector

32 coverage area / sector

34 coverage / sector

36 coverage / sector

38 sector

40 sector

42 sector

44 sector

46 TPI display

48 DEC display

T1 time

T2 time

T3 time

TPI Train Position Indicator

DEC Door Enable Command CLAIMS

1. An arrangement for generating a door release signal for platform screen doors, comprising at least a first sensor (12), a second sensor (14) and a control unit,

wherein the sensors (12, 14) at different positions along a

Track section (10) to which a train (16) is to hold, arranged and communicatively coupled to the control unit,

characterized,

in that the control unit is designed to start a first time interval of a predetermined length when a train (16) or a certain section of the train has passed the first sensor (12) in the direction of travel of the train, and to interrupt the first time interval at least when the second sensor (14) in the direction of travel of the train is passed by a specific tension member (18 ', 20', 22 ') and, if the time interval has elapsed without interruption, a

Produce platform door release signal.

2. Arrangement according to claim 1, characterized in that the

Control unit is adapted to count the axes of a train entering the track section, the first in the direction of travel of the train first sensor (12) to count directly or indirectly and to start the first time interval when a predetermined number of axes is reached.

3. Arrangement according to claim 1 or 2, characterized in that the control unit is adapted to interrupt the first time interval at least when one of the axles the second in the direction of travel of the train

Sensor (14) happens.

4. Arrangement according to one of claims 1 to 3, characterized in that the first sensor (12) at the beginning and the second sensor (14) at the end of the track section (10) are arranged so that the distance between them the

Distance between the first and the last axis of the train plus a predefined tolerance value corresponds.

Claims

5. Arrangement according to one of claims 1 to 4, characterized in that the sensors (12, 14, 18, 20, 22) are adapted to the presence of a train wheel (18 ', 20', 22 ') or a traction axis in a limited one

Room area to detect.

6. Arrangement according to one of claims 1 to 5, further comprising at least one third sensor, preferably a plurality of third sensors (18, 20, 22),

wherein each third sensor (18, 20, 22) is arranged along the track section (10), coupled to the control unit and configured to

to address when a certain tension member (18 ', 20', 22 ') in his

Detection area is located, and

wherein the control unit is configured, when the third sensor or one of the third sensors (18, 20, 22) detects that the specific tension member (18 ', 20', 22 ') is within its detection range,

either to start a second time interval of predetermined length and to interrupt the expiration of the first time interval or to restart the first time interval and

to generate a platform door release signal when the second or restarted first time interval has expired without interruption.

7. Arrangement according to claim 6, characterized in that the sensors (12, 14, 18, 20, 22) are assigned to different subregions of the track section (10) and the control unit is adapted to start a new time interval and the course of a current Interrupting time interval, when it is detected that a certain tensile part enters or leaves one of the subregions.

8. Arrangement according to claim 7, wherein the third sensors (18, 20, 22) are arranged so that they are associated with different trains of the train while holding a train (16) on the track section (10) and thereby offset from each other, that they each have different train positions

speak to.

9. Arrangement according to one of claims 6 to 8, characterized in that at least the third sensors (18, 20, 22), preferably all sensors (12, 14, 18, 20, 22), each having a detection range of at most about 40 cm in length, preferably about 30 cm in length.

10. Arrangement according to one of claims 1 to 9, further comprising means (46) for optically and / or acoustically indicating the reaching of a predetermined holding position.

1 1. Arrangement according to one of claims 1 to 10, characterized in that at least some of the sensors (18, 20, 22) inductive Doppelradsensoren with two along the track section successively arranged sub-sensors (18A, 18B, 20A, 20B, 22A, 22B ) with each other partially overlapping

Are detection areas.

12. A method of generating a door release signal for platform screen doors comprising the steps of:

Starting a first time interval of predetermined length, if a train or a specific section of the train has passed a first sensor arranged along a track section on which the train is to stop, in the direction of travel of the train,

Interrupting the first time interval at least when an in

Direction of travel of the train along the track section arranged second sensor is passed by a certain tensile member, and

13. The method according to claim 12, characterized in that the number of wheels or the axes of the train that pass the first sensor, counted and the first time interval is started when a predetermined number is reached.

14. The method of claim 12 or 13, characterized in that the first time interval is interrupted when one of the wheels or one of the axles of the train passes the second sensor.

15. The method according to any one of claims 12 to 14, characterized in that the first sensor arranged at the beginning of the track section and the second Sensor are arranged at the end of the track section so that the distance between them corresponds to the distance between the first and the last axis of the train plus a predefined tolerance value.

16. The method according to any one of claims 12 to 15, characterized by detecting whether a certain train part is located in a specific portion of the track section, and, if so,

either starting a second time interval of predetermined length and interrupting the expiration of the first time interval,

or restarting the first time interval,

Generating a platform door release signal when the second or the restarted first time interval has expired without interruption, and

Interrupting the current time interval when the particular train part leaves the particular subarea again.

17. The method according to claim 16, characterized in that the detection of whether a certain tension member is located in a specific portion of the predetermined track section, by detecting whether a wheel or an axle is in the detection range of a sensor occurs.

18. The method according to any one of claims 16 or 17, characterized by associating arranged along the track section sensors to each different axes of a holding on the track section train such that they respond to each different train positions and thus a tolerance range, within which a tensile member adhere to law can divide into individual sectors.

19. The method according to claim 18, characterized in that the tolerance range to be divided has a length less than or equal to about 2.0 meters, preferably less than or equal to about 1, 5 meters.

20. The method according to claim 18 or 19, characterized in that a new time interval is then started and a running time interval is interrupted when it is detected that a certain axis enters or leaves one of the sectors.

21. The method according to any one of claims 12 to 20, characterized by using inductive Doppelradsensoren with two along the

Track section successively arranged sub-sensors with each other partially overlapping detection areas and starting a time interval at least when both sub-sensors detect the presence of a wheel, and

Interrupting a current time interval at least when both

Sub sensors no longer detect a wheel.

22. The method according to any one of claims 12 to 23, characterized by generating an optical and / or acoustic signal for displaying the

Reaching a predetermined stop position.

23. The method according to any one of claims 12 to 22, characterized in that the time intervals have a length less than or equal to 3.0 seconds, preferably less than or equal to 2.5 seconds.

24. Use, in the production of a platform door release signal for platform door systems, an arrangement having at least two along a

Track section to which a train is to hold, arranged inductive wheel sensors, preferably inductive Doppelradsensoren for determining the number of wheels of a retracted into the track section train to start a first time interval when a certain number is reached, and for determining whether one of the wheels Leaves track section again, in order to interrupt the time interval.