EP3319855B1 - 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 Download PDF

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Publication number
EP3319855B1
EP3319855B1 EP16745412.3A EP16745412A EP3319855B1 EP 3319855 B1 EP3319855 B1 EP 3319855B1 EP 16745412 A EP16745412 A EP 16745412A EP 3319855 B1 EP3319855 B1 EP 3319855B1
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EP
European Patent Office
Prior art keywords
train
sensor
time interval
sensors
track section
Prior art date
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Not-in-force
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EP16745412.3A
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German (de)
English (en)
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EP3319855A1 (fr
Inventor
Sebastian Krins
Jürgen KRAUSE
Dietmar Kulka
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Pintsch GmbH
Original Assignee
Pintsch Bamag Antriebs und Verkehrstechnik GmbH
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Publication of EP3319855A1 publication Critical patent/EP3319855A1/fr
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Publication of EP3319855B1 publication Critical patent/EP3319855B1/fr
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    • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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:
  • 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.
  • 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.
  • 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.
  • 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.
  • wheel sensors includes.
  • axle or wheel sensors which always respond when a wheel or an axle is within its detection range.
  • 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.
  • sensors 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.
  • 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 first time interval of predetermined length is started and, if the time interval without interruption has expired, a platform door release signal is generated.
  • a platform door release signal could already be generated with only two sensors 12 and 14.
  • the tolerance value must have a certain minimum length.
  • 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.
  • 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 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.
  • the axis distribution of the train is known, i.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the reference numerals 28, 32, 34, 38, 40, 42 and 44 simultaneously correspond to sectors of the tolerance range.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • the DEC can be given, which is in Fig. 3 is indicated symbolically at time T3 by setting the DEC indicator 48 to white.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • the space regions can be thought of as a different sectors of the tolerance range covering, juxtaposed areas.

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  • 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)
  • Train Traffic Observation, Control, And Security (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Claims (15)

  1. Système de génération d'un signal de déverrouillage de porte pour 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 disposés à différentes positions le long d'un tronçon de voie (10), au niveau duquel un train (16) doit s'arrêter, et couplés d'une manière communicative avec l'unité de commande,
    caractérisé en ce que
    l'unité de commande est formée de sorte à démarrer un premier intervalle de temps d'une longueur prédéterminée lorsqu'un train (16) ou une certaine section du train a passé le premier capteur (12) dans le sens de marche du train, et à interrompre ensuite au moins le premier intervalle de temps lorsqu'une certaine partie du train (18', 20', 22') passe devant le deuxième capteur (14) dans le sens de marche du train et lorsque l'intervalle de temps s'est écoulé sans interruption, à générer un signal de déverrouillage de porte pour portes d'accès aux quais.
  2. Système selon la revendication 1, caractérisé en ce que l'unité de commande est formée de sorte à compter directement ou indirectement les essieux d'un train engagé dans un tronçon de voie qui passent le premier capteur (12) dans le sens de marche du train, et à démarrer le premier intervalle de temps lorsqu'un nombre prédéterminé d'essieux est atteint.
  3. Système selon la revendication 1 ou 2, caractérisé en ce que l'unité de commande est formée de sorte à interrompre ensuite au moins le premier intervalle de temps lorsqu'un des essieux passe le deuxième capteur (14) dans le sens de marche du train.
  4. Système selon l'une des revendications 1 à 3, caractérisé en ce que le premier capteur (12) et le deuxième capteur (14) sont disposés respectivement au début et à la fin du tronçon de voie (10) de telle sorte que l'écart entre eux corresponde à l'écart entre le premier et le dernier essieu du train, une valeur de tolérance prédéfinie en plus.
  5. Système selon l'une des revendications 1 à 4, caractérisé en ce que les capteurs (12, 14, 18, 20, 22) sont formés de sorte à détecter la présence d'une roue de train (18', 20', 22') ou d'un essieu de train dans un espace limité.
  6. Système selon l'une des revendications 1 à 5, comprenant en outre au moins un troisième capteur, de préférence plusieurs troisièmes capteurs (18, 20, 22),
    - chaque troisième capteur (18, 20, 22) étant disposé le long du tronçon de voie (10) entre le premier capteur (12) et le deuxième capteur (14), couplé à l'unité de commande et formé de sorte à réagir lorsqu'une certaine partie du train (18', 20', 22') se trouve dans son espace de détection, et
    - l'unité de commande étant formée, lorsque le troisième capteur ou un des troisièmes capteurs (18, 20, 22) saisit que la certaine partie du train (18', 20', 22') se trouve dans son espace de détection, de sorte à
    -- soit démarrer un deuxième intervalle de temps d'une longueur prédéterminée et d'interrompre le déroulement du premier intervalle de temps, soit de redémarrer le premier intervalle de temps et
    -- générer un signal de déverrouillage de porte pour portes d'accès aux quais lorsque le deuxième ou le premier intervalle de temps redémarré s'est écoulé sans interruption.
  7. Système selon la revendication 6, caractérisé en ce que les capteurs (12, 14, 18, 20, 22) sont attribués à différentes zones du tronçon de voie (10) et l'unité de commande est formée de sorte à démarrer un nouvel intervalle de temps et à interrompre le déroulement d'un intervalle de temps en cours s'il est détecté qu'une certaine partie du train entre dans ou sort d'une des zones.
  8. Système selon la revendication 7, les troisièmes capteurs (18, 20, 22) étant disposés de telle sorte qu'ils sont attribués respectivement à des essieux différents du train lorsqu'un train (16) s'arrête au niveau du tronçon de voie (10) et placés décalés les uns par rapport aux autres de telle sorte qu'ils correspondent respectivement aux différentes positions du train.
  9. Système selon l'une des revendications 1 à 8, comprenant en outre des moyens (46) pour l'indication visuelle et/ou acoustique qu'une position d'arrêt prédéterminée a été atteinte.
  10. Procédé de génération d'un signal de déverrouillage de porte pour portes d'accès aux quais comprenant les étapes suivantes:
    - démarrage d'un premier intervalle de temps d'une longueur prédéterminée lorsqu'un train (16) ou une certaine partie du train a passé un premier capteur (12) disposé dans le sens de marche du train le long d'un tronçon de voie (10) au niveau duquel le train doit s'arrêter,
    - interruption du premier intervalle de temps au moins lorsqu'une certaine partie du train (18', 20', 22') passe un deuxième capteur (14) disposé dans le sens de marche du train le long du tronçon de voie, et
    - génération d'un signal de déverrouillage de porte pour portes d'accès aux quais lorsque l'intervalle de temps s'est écoulé sans interruption.
  11. Procédé selon la revendication 10, caractérisé en ce que le nombre de roues ou des essieux du train, qui passent le premier capteur (12), est compté et le premier intervalle de temps est démarré lorsqu'un nombre prédéterminé est atteint.
  12. Procédé selon la revendication 10 ou 11, caractérisé en ce que le premier intervalle de temps est interrompu lorsque l'une des roues ou l'un des essieux du train passe le deuxième capteur (14).
  13. Procédé selon l'une des revendications 10 à 12, caractérisé en ce que le premier capteur (12) est disposé au début du tronçon de voie et le deuxième capteur (14) est disposé à la fin du tronçon de voie de telle sorte que l'écart entre eux corresponde à l'écart entre le premier et le dernier essieu du train, une valeur de tolérance prédéfinie en plus.
  14. Procédé selon l'une des revendications 10 à 13, caractérisé en la saisie si une certaine partie du train se trouve dans une certaine zone du tronçon de voie entre le premier capteur (12) et le deuxième capteur (14) et, si oui,
    - soit démarrage d'un deuxième intervalle de temps d'une longueur prédéterminée et interruption du déroulement du premier intervalle de temps,
    - soit redémarrage du premier intervalle de temps,
    - génération d'un signal de déverrouillage de porte pour portes d'accès aux quais lorsque le deuxième ou le premier intervalle de temps redémarré s'est écoulé sans interruption, et
    - interruption de l'intervalle de temps respectivement en cours lorsque la certaine partie du train ressort de la certaine zone.
  15. Procédé selon la revendication 14, caractérisé par l'attribution des capteurs disposés le long du tronçon de voie à des différents essieux respectivement d'un train s'arrêtant au niveau du tronçon de voie de telle sorte qu'ils saisissent différentes positions du train et divisent respectivement une portée de tolérance, dans laquelle une partie du train peut s'arrêter de manière fiable, dans des secteurs individuels.
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)

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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

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EP3319855B1 true EP3319855B1 (fr) 2019-01-02

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EP (1) EP3319855B1 (fr)
CN (1) CN107848543A (fr)
BR (1) BR112018000494A2 (fr)
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WO (1) WO2017008785A1 (fr)

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CN107848543A (zh) 2018-03-27
BR112018000494A2 (pt) 2018-09-11
WO2017008785A1 (fr) 2017-01-19
DE112016003123A5 (de) 2018-03-22
DE102015116816A1 (de) 2017-01-12

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