EP3319855B1 - Arrangement and method for generating a door release signal for platform doors - Google Patents

Description

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 functionality of a door) of the vehicle and the platform wall, before stopping at the nearest station via a radio-based transmission channel between the vehicle and platform, processed and then a passenger information system in the vehicle or on the platform is transmitted. At the platform then a communication between corresponding doors should be done from door to door via infrared interfaces.

In the GB 2 436 152 A a device for controlling doors of a rail vehicle and a platform wall is described, each door of the vehicle and each door of the platform wall is assigned a separate transceiver in each case. 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 the WO 2011/069503 A1 For example, a method and a system for the synchronous control of platform screen doors and train doors are known, which has proven particularly useful in practice. In this case, a communication link between a train-side door control unit and a platform-side door control unit is built to stop the train synchronizes a synchronous opening and closing of the train doors and the platform doors between the control units, advantageously pairs of train and platform screen doors are formed, wherein each pair of train door and platform door can be controlled independently of other pairs. 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. This also makes it possible to realize door pair-specific anti-jamming protection, so that if jamming is detected when closing the doors, only the corresponding pair of train and platform door must be opened, while the other pairs 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. The 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 the event of a disruption in the communication between train and platform.

The DE 10 2012 108 784 B3 also describes that to detect the correct holding of a train at the platform, three wheel sensors can be provided, one in the area of the train start, one in the center of the train and one in the area of the train end, which allows error messages to be generated if the train stops Sensors generate messages that differ from each other. 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. Since in metropolitan areas at rush hour the trains arrive every minute and a boarding and boarding process should take only a few decades, an exactly defined target stop position can practically never be approached exactly. In addition, certain train operators to accelerate the boarding and boarding process already open and close the train and platform doors already allowed if the train is not or not yet complete, but still a certain predetermined low residual speed, eg 1 km / h , owns.

So that from the cited German patent DE 10 2012 108 784 B3 If the known arrangement detects 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 is outside the desired nominal position, but still within a predetermined tolerance range. However, a large coverage area 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. Therefore, the known sensors are designed to respond only within a certain narrow range.

From the 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 into 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 maximum of the platform screen openings are significantly wider than the releasable from the train doors openings so that a train has a considerable tolerance range within which he can hold on the platform to still have sufficient coverage of Opening areas of train doors and platform screen doors to achieve.

DISCLOSURE OF THE INVENTION

The invention is based on the object, the arrangement and the method resulting from the EP 2 159 129 A2 are known to develop or to propose alternative technical solutions that work without speed sensors, since such speed sensors are not unproblematic in rough railway operation. In this case, the arrangement and the method for generating a door release signal should make it possible, without building a communication connection to a train and other measures that caused an intervention or a change in the train such as by adding additional parts, extremely reliable holding or very slow moving a train with known axis distribution in a certain area to detect and then to 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 10. The subclaims relate to advantageous embodiments and implementation 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 to which a train is to stop and are communicatively coupled to the control unit, and wherein the control unit is designed to to start the first time interval of predetermined length when a train or a certain section of the train has passed the first sensor in the direction of travel of the train, and to interrupt the first time interval at least when the second sensor in the direction of travel of the train is passed by a specific train part, and, if the time interval has elapsed without interruption, generating a platform door release signal.

An inventive method for generating a door release signal for platform screen doors, comprising the following steps:

• Unterbrechen des ersten Zeitintervalls zumindest dann, wenn ein in Fahrtrichtung des Zuges entlang des Gleisabschnitts angeordneter zweiter Sensor von einem bestimmten Zugteil passiert wird, und
• Erzeugen eines Bahnsteigtürfreigabesignals, wenn das Zeitintervall ohne Unterbrechung abgelaufen ist.

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 a second sensor arranged along the track section in the direction of travel of the train is passed by a specific 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 DRAWING FIGURES

Fig. 1

shows a schematic schematic diagram to illustrate a possible inventive real spatial distribution of various sensors along a track section.

Fig. 2

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.

Fig. 3

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 the Fig. 1 is a very schematic shows a possible arrangement according to the invention for generating a door release signal for per se known and not shown here platform screen doors shown in this embodiment, five sensors, namely so-called wheel sensors includes. It should be noted at this point that, when it is spoken in the present application and the claims of it that the presence of a train or a tensile member to be detected in a certain limited space, this in each case in different, known in the art way can be done. 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 others. Accordingly, instead of axle or wheel sensors, other suitable types of sensors may also be used, such as laser-based or camera-based optoelectronic sensors, 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. However, since, as mentioned above, due to various conditions such as high timing and thus high train speed, load-dependent different train weights, etc. exact stopping at a predefined position 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 opens up immediately 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, 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, which is a little over 2 km / h, which is highly uncertain for a boarding and alighting process is to be considered. Accordingly, in the worst case scenario, a train returning to service could accelerate over a distance of 1.5 meters without being detected, which can 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 platform screen doors. For subways, residual speeds of less than or equal to 1 km / h are typically 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 at which the sensors 20 and 22 respond. This makes it possible to also detect movements of the train below the tolerance value and to substantially shorten the time interval that has to elapse before a platform door release signal is allowed to be generated after detection of a specific train position. 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, the position of all other axes automatically results from the determination of the position of an axis with said tolerances, which can be advantageously exploited to realize a very accurate determination of train position and possibly existing residual speed.

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 to start the first time interval and, if the time interval has elapsed without interruption, generating 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 axes of the train are between the first sensor 12 and the second sensor 14, either the other time interval is started when interrupting a current time interval or, which is also possible depending on the design of the time measurement and identical in the technical effect, a current time interval reset 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 controls the actual opening and closing of the platform screen doors preferably at least substantially synchronously with the opening and closing of the train doors. However, the control unit can also be part of a corresponding platform door controller and be implemented, for example, computer. The invention also advantageously allows the person skilled in the art to select the optimum design for the particular application, taking into account in particular the security requirements imposed by the customer.

The Fig. 2 2 shows a schematic representation for the illustration of the consideration of only one tolerance range and the so-called "normalization" of the absolute positions and detection ranges of the individual sensors to this tolerance range and a single wheel for detecting train positions and limit speeds of one with all axes between the first sensor 12 (FIG. which, as explained above, may of course also be the last sensor depending on the direction of travel) and the second sensor 14 (which may also be the first sensor). 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 are arranged offset from one another along the monitored track section such that when a wheel of one axle is located exactly above a wheel sensor, the wheels of other axles are more or less offset from the wheel sensors assigned to them. Therefore, as in Fig. 2 happen, the inventive method based on the position of a single wheel 20 'relative to in the example five different sensors 12, 14, 18, 20 and 22 are shown, although this 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 on this tolerance range, while they may actually have a distance of eg several meters to each other relative 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 to specify, for example as a boundary condition for the platform door release, that a platform door release signal can only be given if the considered train wheel 20 'is within this tolerance range. As seen relative to the wheel 20 ', the sensor 20 consisting of the two sub-sensors 20A and 20B in this embodiment is located exactly in the middle of the tolerance range, which can be considered as an optimum stopping position, typically the platform doors, each typically two in opposite directions opening and closing sliding door wings, are arranged so that the door centers coincide exactly with the door centers of corresponding train doors when the train in the middle of the considered track section between the sensors 12 and 14 holds. 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 corresponding to suboptimal but allowable holding positions in this sense.

Note that for the subdivision of the tolerance range, it does not matter at all how the sensors are actually spatially distributed to each other, that is, whether the sensor 20 scanning the middle of the tolerance range, as in FIG Fig. 1 actually shown in the middle between the two areas right and left of the middle is arranged between the ends of the tolerance range scanning sensors 18 and 22, or whether, for example, in Fig. 1 Sensor 18 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 the sensor was used to monitor the middle of the tolerance range, while eg the sensor 20 for detecting the Area to the right of the center and the sensor 22 could be located to the left of the center, since it is ultimately about the known spatial relation of certain reference points on a train, such as the wheels or axles, close to each other where a Train is in the considered track section and whether he moves, if at all, at most at a speed below a predefined speed limit.

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 comprising two sub-sensors arranged directly behind one another with partially overlapping detection areas. Give in the Fig. 2 the numbers 0, 30 and 60 in each case in cm, where certain sensors or their detection ranges 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 to detect the presence of a train in a particular area not only very safe, but - if desired - to gain knowledge about the direction of movement of the train.

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 described below with reference to FIG Fig. 3 explained in more detail. 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.

In the Fig. 3 13 shows positions of a wheel 20 'at three different times T1, T2 and T3 in the above-described tolerance range of 150 cm overall length, to illustrate the working principle of this embodiment of the invention in the figure to the right of the three different relative positions of the wheel 20' Drawing elements in each case the state of the platform door release and the optional optical train position indicator, the so-called. Train Position Indicator, TPI short, represented by two schematic displays 46 and 48.

The display 46 may be a real light with e.g. acting two or three different colors, which can convey information about the train position to the driver of a corresponding train 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 requirements - of course, also, for example. can be displayed to the driver. The platform door release takes place when the above-mentioned control unit, after evaluation of the information detected by the various sensors, generates a platform door release command, the so-called door enable command, DEC for short. 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 is sufficient, and it is sufficient for understanding the principle of the invention to consider only the tolerance range, as above in connection with Fig. 2 explained in detail.

For clarity, the in Fig. 2 shown further sensors 18, 20 and 22 in Fig. 3 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 sensor in the drawings at the opposite end of the monitored track section takes over the function of the second sensor and was therefore provided with the reference numeral 14. Accordingly, compared to in Fig. 2 selected representation, the areas 26, 28, 32, 34, and 36 reversed.

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 symbolized by the dark shaded display 48, at the time T1, the platform screen doors are not opened for opening, because the first time interval has not expired and therefore can not be ruled out that the train is still moving, which is the case in the example shown is.

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 control a certain desired holding range. 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 indicated by a green signal, for example, to the driver that the train or the sensor-technologically detected tension part, in particular a specific wheel, is located in this area. If the train, or more precisely the tension-sensing part detected in the sensor, is located in one of the areas 28 and 34 in front of and behind the "green" area, this could be indicated by a yellow signal, for example. 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 moves with not more than the permitted residual speed, since, as stated above, in this area there is still sufficient coverage of the opening resulting from the opening of the train and platform doors.

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 are arranged directly adjacent to each other for monitoring a single wheel, but that the monitored area is divided by the fact that different sensors different suitable tension parts, which are in fixed spatial relationship to each other, especially wheels or axles , monitor and are spatially offset from each other so that due to the known spatial relationship of the individual Zugteile 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 is. 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.

With regard to the generation of the DEC, said detection is then evaluated as reliable detection if either both subsensors of the corresponding wheel sensor respond, or if no sub-sensor of a wheel sensor responds, so that false triggering is largely ruled out. 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 moves only at the permitted limit speed or not 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 expiration of the time interval which has started to run after the wheel has left the middle detection area, here the sector 32, the DEC can be given, which is in Fig. 3 is indicated symbolically at time T3 by setting the DEC indicator 48 to white. At the same time the driver can be shown that the train is in a still to be regarded as optimal stop position, which is why as in Fig. 3 indicated 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 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 can monitor a track section with great reliability not only for the presence of a train but also for keeping to a certain maximum speed. According to the invention, the corresponding platform door release signal is always generated only when two conditions have been met, namely that the train is completely in the monitored track section at all and that it moves with no more than a predefined 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 thus 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 various spatially offset sensors is understood here to mean that the position of a specific tensile part is within the tolerance range.

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

Detection area / sector

28

Detection area / sector

32

Detection area / sector

34

Detection area / sector

36

Detection area / 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 (15)

1. An arrangement for generating a door release signal for platform doors, comprising at least a first sensor (12), a second sensor (14) and a control unit,
   wherein the sensors (12, 14) are arranged at different positions along a track section (10), where a train (16) is to stop, and are communicatively coupled with the control unit,
   characterized in that
   the control unit is adapted to start a first time interval of predetermined length when a train (16) or a particular 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 particular train part (18', 20', 22'), and to generate a platform door release signal if the time interval has elapsed without interruption.
2. The arrangement according to claim 1, characterized in that the control unit is adapted to count directly or indirectly the axles of a train entering the track section that pass the first sensor (12) in the direction of travel of the train, and to start the first time interval when a predetermined number of axles has been reached.
3. The 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 passes the second sensor (14) in the direction of travel of the train.
4. The arrangement according to any one of claims 1 to 3, characterized in that the first sensor (12) is arranged at the beginning and the second sensor (14) is arranged at the end of the track section (10) in such manner that the distance between them corresponds to the distance between the first and the last axle of the train plus a predefined tolerance value.
5. The arrangement according to any one of claims 1 to 4, characterized in that the sensors (12, 14, 18, 20, 22) are adapted to detect the presence of a train wheel (18', 20', 22') or a train axle in a limited spatial area.
6. The arrangement according to any one of claims 1 to 5, further comprising at least one third sensor, preferably multiple third sensors (18, 20, 22),

   - wherein each third sensor (18, 20, 22) is arranged along the track section (10) between the first sensor (12) and the second sensor (14), is coupled to the control unit and is adapted to respond when a particular train part (18', 20', 22') is within its detection range, and

   - wherein the control unit is adapted such that, when the third sensor or one of the third sensors (18, 20, 22) detects that the particular train part (18', 20', 22') is within its detection range,

   -- either it starts a second time interval of predetermined length and interrupts the expiry of the first time interval or it restarts the first time interval again, and

   -- it generates a platform door release signal when the second or the restarted first time interval has elapsed without interruption.
7. The arrangement according to claim 6, characterized in that the sensors (12, 14, 18, 20, 22) are assigned to different subsections of the track section (10), and the control unit is adapted to start a new time interval and to interrupt the expiry of a current time interval, when it is detected that a particular train part enters or leaves one of the subsections.
8. The arrangement according to claim 7, wherein the third sensors (18, 20, 22) are arranged in such manner that, when a train (16) stops at the track section (10), they are respectively assigned to different axles of the train, and are thereby offset from one another in such manner that they respectively respond to different train positions.
9. The arrangement according to any one of claims 1 to 8, further comprising means (46) for optically and/or acoustically indicating the reaching of a predetermined stop position.
10. A method of generating a door release signal for platform doors, comprising the following steps:

    - starting a first time interval of predetermined length when a train (16) or a particular section of the train has passed a first sensor (12) arranged in the direction of travel of the train along a track section (10) where the train is to stop,

    - interrupting the first time interval at least when a second sensor (14) arranged in the direction of travel of the train along the track section is passed by a particular train part (18', 20', 22'), and

    - generating a platform door release signal when the time interval has elapsed without interruption.
11. The method according to claim 10, characterized in that the number of wheels or axles of the train that pass the first sensor (12) is counted, and the first time interval is started when a predetermined number is reached.
12. The method according to claim 10 or 11, 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 (14).
13. The method according to any one of claims 10 to 12, characterized in that the first sensor (12) is arranged at the beginning of the track section and the second sensor (14) is arranged at the end of the track section in such manner that the distance between them corresponds to the distance between the first and the last axle of the train plus a predefined tolerance value.
14. The method according to any one of claims 10 to 13, characterized by detecting whether a particular train part is located in a particular subsection of the track section between the first sensor (12) and the second sensor (14), and, if so,

    - either starting a second time interval of predetermined length and interrupting the passing 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 elapsed without interruption, and

    - interrupting the respective running time interval when the particular train part leaves the particular subsection again.
15. The method according to claim 14, characterized by respectively assigning sensors arranged along the track section to different axles of a train stopping at the track section in such manner that they respectively respond to different train positions and thus subdivide a tolerance area within which a train part can permissibly stop, into individual sectors.

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