EP3319855A1 - Système et procédé de génération d'un signal de déverrouillage de porte pour portes d'accès aux quais - Google Patents

Système et procédé de génération d'un signal de déverrouillage de porte pour portes d'accès aux quais

Info

Publication number
EP3319855A1
EP3319855A1 EP16745412.3A EP16745412A EP3319855A1 EP 3319855 A1 EP3319855 A1 EP 3319855A1 EP 16745412 A EP16745412 A EP 16745412A EP 3319855 A1 EP3319855 A1 EP 3319855A1
Authority
EP
European Patent Office
Prior art keywords
train
time interval
sensors
sensor
track section
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
EP16745412.3A
Other languages
German (de)
English (en)
Other versions
EP3319855B1 (fr
Inventor
Sebastian Krins
Jürgen KRAUSE
Dietmar Kulka
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.)
Pintsch GmbH
Original Assignee
Pintsch Bamag Antriebs und Verkehrstechnik GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Pintsch Bamag Antriebs und Verkehrstechnik GmbH filed Critical Pintsch Bamag Antriebs und Verkehrstechnik GmbH
Publication of EP3319855A1 publication Critical patent/EP3319855A1/fr
Application granted granted Critical
Publication of EP3319855B1 publication Critical patent/EP3319855B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
    • B61B1/02—General arrangement of stations and platforms including protection devices for the passengers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/163—Detection devices
    • B61L1/165—Electrical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0072—On-board train data handling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/125—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using short-range radio transmission

Definitions

  • the invention relates to an arrangement and a method for generating a door release signal for platform screen doors.
  • 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.
  • GB 2 436 152 A discloses a device for controlling doors of a
  • 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
  • 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
  • Target position but still within a specified tolerance range holds.
  • a large coverage area however, also causes a great deal of uncertainty about the
  • 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
  • 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.
  • 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
  • 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,
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • 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.
  • the words wheels and axles can be regarded as quasi-synonymous.
  • 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.
  • tension parts may be, for example, characteristic inputs, attachments or superstructures on a train, eg windows, doors,
  • 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.
  • 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.
  • a tolerance value which is typically less than 2.0 meters, preferably less than or equal to about 1, 5 meters, equivalent.
  • 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.
  • a platform door release signal is generated.
  • 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
  • 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.
  • 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.
  • 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
  • Platform door release signal may be generated to substantially shorten. It can be used advantageously the fact that in most
  • 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
  • the shown distances of the individual sensors 18, 20 and 22 to their associated wheels 18 ', 20' and 22 ' are not to scale.
  • 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
  • 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 Bruschürkegesignal 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
  • 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
  • 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
  • FIG. 2 shows a schematic illustration to illustrate the consideration of only one tolerance range and the so-called "normalization" of the absolute ones
  • the length of the tolerance range corresponds to the aforementioned tolerance value.
  • 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.
  • 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.
  • 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 screen doors each of which typically includes two counter-opening and closing sliding door panels, are arranged so that the
  • 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
  • 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.
  • the illustrated embodiment is a so-called inductive double-wheel sensor, each of which has two directly
  • sub-sensors 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.
  • 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
  • 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
  • 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
  • TPI signal 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
  • 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.
  • 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
  • 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
  • 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
  • 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.
  • 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.
  • 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.
  • 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.
  • the subject wheel 20 'in this example is actually located between the detection areas 32 and 34 of two sensors.
  • Time T3 symbolically indicated by setting the DEC indicator 48 on white.
  • 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.
  • 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.
  • 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
  • Platform gate release signal 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.
  • 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.
  • 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.
  • 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.
  • the space regions can be thought of as a different sectors of the tolerance range covering, juxtaposed areas.
  • 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,
  • 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
  • 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.
  • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

L'invention concerne un système de génération d'un signal de déverrouillage de portes d'accès aux quais, comprenant au moins un premier capteur (12), un deuxième capteur (14) et une unité de commande, les capteurs (12, 14) étant agencés en différentes positions le long d'une section de voie (10), sur laquelle un train doit s'arrêter (16), et étant en liaison de communication avec l'unité de commande et l'unité de commande étant conçue pour démarrer un premier intervalle de temps d'une longueur prédéfinie, lorsqu'un train (16) ou une section définie du train sont passés devant le premier capteur (12) dans le sens de marche du train, et pour interrompre le premier intervalle de temps du moins si une certaine partie du train (18', 20', 22') est passée devant le deuxième capteur (14) dans le sens de marche du train, et, si l'intervalle de temps s'est déroulé sans interruption, pour produire un signal de déverrouillage de porte d'accès aux quais.
EP16745412.3A 2015-07-10 2016-07-11 Système et procédé de génération d'un signal de déverrouillage de porte pour portes d'accès aux quais Not-in-force EP3319855B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102015111230 2015-07-10
DE102015116816.2A DE102015116816A1 (de) 2015-07-10 2015-10-03 Anordnung und Verfahren zur Erzeugung eines Türfreigabesignals für Bahnsteigtüren
PCT/DE2016/100307 WO2017008785A1 (fr) 2015-07-10 2016-07-11 Système et procédé de génération d'un signal de déverrouillage de porte pour portes d'accès aux quais

Publications (2)

Publication Number Publication Date
EP3319855A1 true EP3319855A1 (fr) 2018-05-16
EP3319855B1 EP3319855B1 (fr) 2019-01-02

Family

ID=57583700

Family Applications (1)

Application Number Title Priority Date Filing Date
EP16745412.3A Not-in-force EP3319855B1 (fr) 2015-07-10 2016-07-11 Système et procédé de génération d'un signal de déverrouillage de porte pour portes d'accès aux quais

Country Status (5)

Country Link
EP (1) EP3319855B1 (fr)
CN (1) CN107848543A (fr)
BR (1) BR112018000494A2 (fr)
DE (2) DE102015116816A1 (fr)
WO (1) WO2017008785A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017104192A1 (de) 2017-02-28 2018-08-30 Pintsch Bamag Antriebs- Und Verkehrstechnik Gmbh System und Verfahren zur Anzeige benutzerspezifischer Infomationen an einem Bahnsteigtürsystem
CN109649409B (zh) * 2018-12-21 2020-04-17 交控科技股份有限公司 城市轨道交通中列车编组处理方法
CN110159132B (zh) * 2019-05-15 2020-08-07 广州新科佳都科技有限公司 一种地铁屏蔽门错峰启动的控制系统
CN110424859B (zh) * 2019-06-12 2020-12-22 北京全路通信信号研究设计院集团有限公司 一种应用于高速铁路的车门与站台门联控方法及系统
CN112854944B (zh) * 2021-02-01 2023-02-17 高朋飞 一种高铁站台门控制方法、装置及高铁站台门

Family Cites Families (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3437544B2 (ja) * 2000-10-26 2003-08-18 川崎重工業株式会社 車両の定位置停止検出装置
KR100462771B1 (ko) * 2004-03-03 2004-12-24 서울특별시지하철공사 Ａｔｓ 모드에서의 열차 정위치 정차 및 연동 시스템
DE102004012167B4 (de) * 2004-03-09 2011-07-07 Siemens AG, 80333 Verfahren zur Ermittlung des Raddurchmessers von Rädern von Schienenfahrzeugen, insbesondere von Güterwagen, sowie eine Schwerkraftablaufanlage unter Anwendung des Verfahrens
DE102004045558B3 (de) 2004-09-15 2005-09-08 Siemens Ag Verfahren und Einrichtung zum koordinierten Betrieb von Fahrzeugtüren schienen- oder spurgebundener Fahrzeuge und korrespondierenden Bahnsteigleitsystemen, insbesondere Bahnsteigtüren
GB2436152B (en) 2006-03-17 2011-05-04 Knorr Bremse Rail Systems Platform screen doors
DE102008035615B4 (de) * 2008-07-25 2011-05-26 Siemens Aktiengesellschaft Verfahren und Vorrichtung zum Öffnen von Bahnsteigtüren
JP5023022B2 (ja) * 2008-08-28 2012-09-12 株式会社日立製作所 列車停止検知システム
DE102008050764A1 (de) * 2008-10-09 2010-04-22 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur Erhöhung der Haltegenauigkeit eines bewegten Objektes
DE102009044843A1 (de) 2009-12-09 2011-06-16 Pintsch Bamag Antriebs- Und Verkehrstechnik Gmbh System zur Steuerung von Türen eines Fahrzeuges, insbesondere eines Schienenfahrzeuges, und einer Bahnsteigwand, Fahrzeugtürsystem, Bahnsteigwand sowie Verfahren zur Steuerung des Systems
JP5511593B2 (ja) * 2010-08-30 2014-06-04 株式会社京三製作所 列車停止位置検知装置
CN102167064A (zh) * 2011-04-08 2011-08-31 南京工程学院 Rfid辅助的地铁列车位置检测及精确停车系统
DE102012212939A1 (de) * 2012-07-24 2014-01-30 Siemens Aktiengesellschaft Radsensor
DE102012108784B3 (de) 2012-09-18 2013-09-05 Pintsch Bamag Antriebs- Und Verkehrstechnik Gmbh Anordnung und Verfahren zur Steuerung von Bahnsteigtüren
US9884635B2 (en) * 2013-03-29 2018-02-06 Mitsubishi Heavy Industries, Ltd. Signaling system and door control method
DE102013216979A1 (de) * 2013-08-27 2015-03-19 Siemens Aktiengesellschaft Verfahren zur Steuerung von Bahnsteigtüren und Bahnsteigtüren-Steuerungseinrichtung

Also Published As

Publication number Publication date
BR112018000494A2 (pt) 2018-09-11
DE112016003123A5 (de) 2018-03-22
CN107848543A (zh) 2018-03-27
WO2017008785A1 (fr) 2017-01-19
EP3319855B1 (fr) 2019-01-02
DE102015116816A1 (de) 2017-01-12

Similar Documents

Publication Publication Date Title
EP3319855B1 (fr) Système et procédé de génération d'un signal de déverrouillage de porte pour portes d'accès aux quais
DE102012108784B3 (de) Anordnung und Verfahren zur Steuerung von Bahnsteigtüren
DE102008050764A1 (de) Verfahren und Vorrichtung zur Erhöhung der Haltegenauigkeit eines bewegten Objektes
EP3013662B1 (fr) Procédé et dispositif de commande de portes palières de quai de gare
EP3124350B1 (fr) Systeme de commande de porte et procede de commande commune de portes de vehicule et de quai
EP3335961B1 (fr) Procédé de validation du réglage d'une voie de train voisine pour un véhicule sur rails
EP2708432B1 (fr) Agencement et procédé destinés à commander des portes de quai
WO1995001900A1 (fr) Systeme de liberation de l'ouverture des portes de vehicules sur rails
EP3658440B1 (fr) Détection et optimisation de la précision de point d'arrêt d'un véhicule
DE102008023347B4 (de) Verfahren zum Erkennen und Zuordnen von Haltfällen und Haltfallerkennungseinrichtung für ein Zugsicherungssystem
WO2012123474A1 (fr) Procédé et dispositif de réglage d'un aiguillage à réglage local électrique
EP3158344A1 (fr) Procédé et dispositif de reconnaissance d'un déraillement
EP1637427B2 (fr) Assemblage et méthode de sécurité pour trains
DE2652233A1 (de) Einrichtung zur selbsttaetigen korrektur von zaehlfehlern bei achszaehleinrichtungen
EP0989408A1 (fr) Procédé de détermination de la décélération et de l'arrêt d'un objet, dispositif pour la réalisation du procédé, et son utilisation
DE102009012918B3 (de) Schienenfahrzeug mit Einklemmschutzvorrichtung
DE102010007000A1 (de) Schienenfahrzeug mit Fahrgastzähleinrichtung
DE102011088891A1 (de) Verfahren und Vorrichtung zur Erhöhung der Haltegenauigkeit eines bewegten Objektes
DE102008026572A1 (de) Verfahren und Anordnung zur Überwachung des Belegungszustandes eines Gleisabschnitts
DE102023101780A1 (de) Selbstevakuation von Passagieren aus einer defekten Aufzugskabine oder Aufzugsanlage
DE102022206624A1 (de) Fahrgastzählsystem
DE1605342C (de) Steuereinrichtung fur eine Gleisbrem se
DE19958784A1 (de) Einrichtung für den sicheren Haltfall eines Lichtsignals beim Passieren eines Fahrzeugs
EP4277824A2 (fr) Procédé et système de surveillance de sections de voie
EP0763456A1 (fr) Procédé et dispositif de surveillance et d'arrêt automatique d'un véhicule sur rails commandé par un conducteur

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20180201

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
INTG Intention to grant announced

Effective date: 20180921

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

Ref country code: AT

Ref legal event code: REF

Ref document number: 1083969

Country of ref document: AT

Kind code of ref document: T

Effective date: 20190115

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502016003092

Country of ref document: DE

REG Reference to a national code

Ref country code: DE

Ref legal event code: R081

Ref document number: 502016003092

Country of ref document: DE

Owner name: PINTSCH GMBH, DE

Free format text: FORMER OWNER: PINTSCH BAMAG ANTRIEBS- UND VERKEHRSTECHNIK GMBH, 46537 DINSLAKEN, DE

RAP2 Party data changed (patent owner data changed or rights of a patent transferred)

Owner name: PINTSCH GMBH

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20190102

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190502

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190402

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190402

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190502

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190403

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502016003092

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20190724

Year of fee payment: 4

Ref country code: DE

Payment date: 20190703

Year of fee payment: 4

Ref country code: TR

Payment date: 20190709

Year of fee payment: 4

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: BE

Payment date: 20190722

Year of fee payment: 4

26N No opposition filed

Effective date: 20191003

REG Reference to a national code

Ref country code: BE

Ref legal event code: HC

Owner name: PINTSCH GMBH; DE

Free format text: DETAILS ASSIGNMENT: CHANGE OF OWNER(S), CHANGEMENT DE NOM DU PROPRIETAIRE; FORMER OWNER NAME: PINTSCH BAMAG ANTRIEBS- UND VERKEHRSTECHNIK GMBH

Effective date: 20191029

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: CH

Payment date: 20190725

Year of fee payment: 4

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20190711

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20190711

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 502016003092

Country of ref document: DE

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20200711

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20200731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200711

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200731

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200731

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200731

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210202

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20160711

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200711

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190102

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 1083969

Country of ref document: AT

Kind code of ref document: T

Effective date: 20210711

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210711