ES2384943A1 - Balizing and signaling system for railway and similar platforms and lighting module for the system. (Machine-translation by Google Translate, not legally binding) - Google Patents

Abstract

Beaconing and signaling system for railway platforms and similar and lighting module for the system. Beacon system and signaling of risk areas for railway platforms, comprising a control system (6) interconnected between lighting segments (5, 5a, 5b) each composed of a plurality of illuminating modules (3) and a system of power supply (7), and also connected a detection system (4), the control system (6) being designed so that, when it receives at least one first signal from the detection system (4), it can switch each segment of illumination (5a) between a standby mode and at least one warning illumination mode independently of the other illumination segments (5b, 5c). Each illuminating module (3) is recessed in the platform and comprises a lampholder (10a) with a hollow body (10d), a led light source (10b) housed in a longitudinal channel of a light diffuser (10c), and a paddle (11) with side walls (11b) that are respectively housed in lateral spaces (10h) of respective upper horizontal wings (10f) on each side of the hollow body (10d). The system is easily and effectively integrated into the platforms. (Machine-translation by Google Translate, not legally binding)

Description

Beacon and signaling system for railway and similar platforms and lighting module for the system.

Technical Field of the Invention

The present invention falls within the technical field of security systems for railway stations and, particularly in the sector of security systems that allow signaling and marking of platforms at such stations, it being understood that the term "railway" also covers trains metropolitan such as light meters and meters.

Background of the invention

Railroad station platforms are potentially dangerous places for travelers, especially when they are waiting for the train in which they wish to travel. This is not only the case of people who suffer from any hearing or visual impairment, but of people in general since accidents often occur due to "tripping" that cause people to be excessively close to the edge of the platform and they are reached by the train that enters or passes along the platform, or they do not notice the edge and rush to the train track.

Nowadays, most of the platforms are provided with signaling systems consisting of visual marks such as paint lines applied on the surface of the platform or rows of tiles of a different color than the rest of the platform arranged at a certain distance from the edge of the same, that they try to call the attention of the travelers on the proximity of the edge of the platform. There are also acoustic alert systems, such as voice announcements for public address systems and signals such as beeps, through which travelers are advised of the entry, exit and / or passage of a train. However, the degree of security offered by these systems, especially in terms of visual signaling, is limited, so systems have been developed to improve visual and acoustic alerts.

German patent application DE-19733295-A1 describes an alert installation for platforms comprising a wide light strip arranged on the platform floor in a neighboring area at its edge. When a train enters, these luminaires are switched on, optionally in intermittent mode, thus alerting, eventually with the help of a public address warning, to the travelers that are in that strip, who are in a risk zone of which They must withdraw. This installation has the disadvantage of requiring substantial adaptation works due to the width of the strip combined with the depth required for the arrangement of the light sources. On the other hand, this patent application does not describe an automatic alert system.

Spanish patent application ES-2160063-A1 describes a signaling or beacon arrangement of railway platforms comprising luminaires arranged in modular channels inserted in friction on the floor of the platform and that provide a strip of light along the entire length of the edge of the platform , a unit presence detection system and a control system. In this arrangement, when the unit presence detector system detects train input and output, the control system switches the luminaires to enter the light flashing mode until the detector system detects the train's output. Said modular channel comprises, seen in cross section, a lower part in which a light source is arranged, an upper widening in which an anti-shock and non-slip glass fits, and two horizontal wings that extend outward. The modular channel is immobilized in the friction through two joint covers arranged on both sides on the respective horizontal wings in such a way that they also cover both lateral strips of the glass, and which are screwed to the platform by means of screws that cross both the covers and the wings. Horizontal modular channel. This arrangement has several drawbacks, such as, for example, that it does not include a standing position detection system of the train, nor an acoustic alert system that complements the light alert. In addition, the modular channel has the disadvantage of requiring friction with three different sections, corresponding respectively to the lower part, the upper part and to the longitudinal wings of the modular channel, which makes it difficult to adapt on a platform.

The Spanish patent application ES-2216684-A1 describes a light signaling system of platforms intended to warn travelers of various landmarks such as, for example, the approach of a train, the parking place of the train inside the station, the opening of train doors, etc., in order to improve the safety on the platforms during the approach of the trains and their approach by passengers. This system includes a row of luminaires placed at ground level along the platform and marking a safety zone. The luminaires based on bi-or three-color LEDs, are connected to each other and to a control system through wiring, and emit, depending on the event that is taking place or will take place, flashes and flashes in different colors.

The system also includes train position detectors, an interface for connection to a communications system. This patent application is basically limited to describing the generic operation of the system and does not describe the way in which it can be physically implanted in the platforms.

Description of the invention

The object of the present invention is to overcome the drawbacks of the state of the art detailed above, by means of a beaconing and signaling system for risk areas, particularly for platforms, comprising

a plurality of electric illuminating modules, arranged in a row one after the other in at least one channel practiced on the surface of the platform,

a train detection system comprising a plurality of sensors,

a power supply system connected to said illuminating modules,

and a control system interconnected between said plurality of illuminating modules and the power supply system, and also connected to said detection system, the control system being able to operate the illuminating modules automatically in at least one warning lighting mode, characterizing this system in that

it comprises a plurality of lighting segments each comprising a plurality of illuminating modules, and which are connected to the control system such that each lighting segment is switchable by the control system between a standby mode and at least a first warning lighting mode independently of at least one other lighting segment, when the control system receives at least a first signal from said detection system.

In one embodiment of the invention, the length of the lighting segments corresponds approximately to parts or to the total standard lengths (such as 80 or 100 m) of the train convoys.

According to the invention, the illuminating modules preferably comprise, as light sources, light emitting diodes (LEDs) which can be, depending on the desired embodiment of the system, of different colors so that mono warning illuminations can be generated , bi-or three-color depending on the event that is intended to alert travelers who are on the platform. When several light sources are used, such as two-color or three-color, the control system also controls the color change, controlling the power of each group of illuminating modules of the color to be illuminated within each lighting segment.

According to the invention, the system can also be provided with a plurality of acoustic alarms that are activated synchronously with at least one of the lighting segments, such as an electric buzzer, connected to the control system to automatically emit synchronized acoustic warnings. with the warning lighting mode or modes emitted by the lighting segments. The acoustic alarms can be, for example, monosonic or "bi-tone" buzzers of 12V and / or 240V AC. Preferably, at least part of these acoustic indicators with their corresponding connection elements are also housed in the corresponding illuminating modules.

Preferably, each lighting segment carries its own power supply cable, which will provide, exclusively, power to the corresponding lighting module group. Likewise, at least one and preferably each of the lighting segments, can be connected, via the power cable, to an uninterruptible power supply ("UPS") that is automatically activated when the control system detects a fault. in the supply of electricity by the power system.

In a preferred embodiment of the present invention, the lights of the illuminating modules are in direct contact with each other without continuity solution. Preferably, in this embodiment but also for others, the illuminating modules are identical in terms of their structure, function and external dimensions and have straight heads. On the other hand, for the curved sections of a lighting segment, bevelled angle pieces can also be provided at a predetermined angle. Such angle can range, for example, between 2 and 20 °.

In a first embodiment of the invention, the detection system preferably comprises a first sensor that detects the approach of trains and is arranged in a previous position (for example 10-30 m), in the direction of train travel, at platform, a second sensor arranged on the platform and that detects the passage and presence of trains entering the platform, a third sensor arranged on the platform at a certain distance from the second sensor, as well as a fourth sensor arranged after the third sensor at a certain distance (for example 10-30 m) from the platform's exit. The first, second and fourth sensors are proximity sensors, preferably short-range ultrasonic sensors, while the third sensor is a motion sensor, preferably a microwave radar sensor. All sensors must be adjusted in such a way as to avoid that the passage of a train through the adjacent tracks of the station can trigger them. The sensors that are on the platform such as the second and third sensors, can be placed on the outer wall of the platform, adjacent to the tracks, while the sensors that are outside the area of the platform, such as the The first and fourth sensors can be mounted on supports in similar positions in terms of their height and distance from the railroad track.

The function of the first sensor is to detect the passage of the train. When it detects the passage of the train to the platform, it sends the corresponding signal to the control system that then activates at least part and preferably all of the lighting segments in a first warning lighting mode, which can be, for example, a intermittent lighting mode at a certain frequency or simply a continuous ignition. Also, in the event that, in standby mode, the lighting segments are always on providing continuous lighting, this first lighting mode can be intermittent. On the other hand, the first lighting mode may consist, in the case that the lighting segments are equipped with illuminating modules capable of emitting two or more colors, alternatively or in addition to a change in the lighting color. The first lighting mode is intended to alert travelers that a train will enter the station.

The second sensor is activated with the passage of the train and, therefore, sends a signal to the control system when it detects the train. This signal confirms the direction of travel detected by the first sensor and, on the other, the presence or absence of the train in a section of the platform if and when the train has stopped in the section in which it is located. On the other hand, the combination of the respective signals of the first and / or second sensor allows the control system to calculate the train length. In turn, the deactivation of the second sensor indicates to the control system that the train has at least passed through the section in which said second sensor is located.

The third sensor, arranged on the platform below the second sensor in a position facing the place where the head of the train will be placed when it has stopped, detects the movement of the head and sends the corresponding signal to the control system that then activates at least part and preferably all of the lighting segments in a second lighting mode indicative that a moving train is in the station. This second lighting mode may be the same or, preferably, different from the first warning lighting mode.

When the third sensor no longer detects a movement of the head of the train, that is, when the train has stopped, it is deactivated. This deactivation is detected by the control unit that then activates at least part of the lighting segments in a third warning lighting mode, indicative of the presence of a stopped train on the platform and of the possibility that travelers can access the Same when it opens its doors. Preferably, the third warning lighting mode is activated only in the segments that are in the area of the platform where the train is stopped. The third warning lighting mode may be the same as or different from the standby mode described above.

When the train starts again, the third sensor detects its movement and the control system receives the corresponding signal and instructs the lighting segments to enter a fourth lighting mode indicating that a train is in the platform. movement. The fourth warning lighting mode may be the same as or different from the second warning lighting mode, and is maintained until the third sensor has stopped detecting train movement and the fourth sensor has been deactivated after it has passed The train's tail. The control system receives the signals respectively corresponding to the activation and deactivation of the fourth sensor, and, therefore, will maintain the lighting segments in the fourth warning lighting mode until it has received the deactivation signal, that is, the second signal from the fourth sensor, and will order the lighting segments to return to standby mode.

The fourth sensor may also have the function of performing the first detection of trains entering the platform in the opposite direction, that is, a function analogous to that of the first sensor. Since, in the case of input in the opposite direction, the control system has not received signals from the first, second and / or third sensor before receiving the activation signal from the fourth sensor, it will switch to a second routine or banalization program according to which this first signal of the fourth sensor received in the control system triggers the activation of the segments in the first warning lighting mode.

When the system according to the present invention is provided in addition to the acoustic alarms described above, the control system can also simultaneously activate the acoustic warning (s) in the lighting segments that have entered the first, second, third or fourth mode of warning lighting, so that these alarms emit respective alert sounds, such as hum or beeps, intermittent or continuous, which, on the one hand, reinforce the lighting alert effect for all the travelers in the platform and, on the other, serve as an alert for blind travelers.

It follows that the lighting modes and, where appropriate, the alert sounds, are configurable according to the needs or preferences of the operator, as shown, by way of example, in the following table:

TABLE 1

5 When in both the first and second mode the warning lights are intermittent, the frequency of the second mode flashing may be greater than that of the first mode in order to cause a greater alert effect on travelers. In this case and given that the situation of greatest danger is when the train is moving on the platform, the fourth mode may also have a frequency of intermittency greater than that of the

10 first mode and can be the same as the second mode. As for the colors corresponding to the various modes, these can be, for example, amber, blue, red and green.

Also in the case of the audible alerts whose example is shown in the previous table, the second alert sound and, where appropriate, the third alert sound that are emitted respectively synchronously with the second and third third lighting mode of warning, the intermittency of the hum may have a frequency greater than that of the first alert sound.

Optionally, the control system can also be connected to a public address system to activate voice prompts corresponding to the lighting modes and / or alert sounds.

According to the invention, the control system used to control and manage the system can be a control unit that processes the signals received from the sensors, corresponding to the entry, stop and exit of the trains and the sequence of such signals, which they will be treated by a control program, giving rise to command signals that will produce the changes of operation in the illuminating modules of the segments of

25 warning lighting and, where appropriate, acoustic warning devices. This control unit collects the information of the sensors, interprets the different signal sequences and generates control orders that activate the illuminator modules according to the expected warning lighting modes and, where appropriate, activation of the audible alarms in function of the warning and / or ignition lighting modes of the emergency lighting and banalization of the platform.

30 So that in the third warning lighting mode it can be activated only in those segments that are in the area of the platform where the train is stopped, the control system is based on the length of the train that can be calculated from the signals received from the first and / or second sensor, or it may be a known data entered into the control system. Since at the railway stations the headwaters of the

35 trains always stop at a certain position, the control system will activate only the lighting segment (s) that are in the section of the platform corresponding to the length of the stopped train, that is, from the position where its head is up to the position where your tail should be.

The control unit can be installed in a cabinet that in turn can be installed in a closed place, such as

40 may be, for example, a technical room. Preferably, the signals produced by the sensors are sent via data cables to the control unit. Data cables can be installed on the outer wall of the platform.

Preferably, the system power is supplied from the UPS, which through stabilized lines of force is sent to the illuminating modules. The process is controlled by the control system that controls the activation of the different force lines that feed the different warning lighting segments, and therefore, controls the power supply of all illuminating modules and, where appropriate, of the audible warning devices. associated, which make up the aforementioned lighting segment. As stated above, the UPS is also used in the case of automatic lighting of emergency lighting, when the control system detects the general power drop of the station and switches to the emergency position, activating all the lines of force that feed the lighting segments.

A control unit that can be incorporated into the system can be a PLC (Programmable Logic Controller), such as, for example, the SISTEMATIC S7 PLC, manufactured by SIEMENS. PLCs are programmable automatons and, therefore, are not limited to logic control functions but also allow to regulate and position. For this, the appropriate and controlled microprocessor-controlled modules / smart cards are used. The use of such a PLC has the advantage that it allows us to centrally control the power supply to the different lighting segments, without using other distributed controls or CPUs, or Ethernet communication networks necessary to communicate such CPUs. This provides robustness and reliability to the control system and the system in general. In a practical embodiment of the invention, the control unit comprises a process unit, a CPU, an analog 10 I / O card, a digital 5 I / O card, a relay card, a parallel port interface, interfaces for future expansions and an operating system.

Ultrasonic proximity sensors that can be used in the system according to the present invention use very high frequency acoustic impulses, not audible to people, as information support. The duration of the sound between the sensor and the object is the measure for distance or position. Preferably, they are programmable detectors that detect in a programmable range from 10 cm to 2 m distance and adjustable in terms of the measurement window. They must be insensitive to dust, smoke and steam. Proximity sensors suitable for carrying out the present invention are, for example, those of the German company Pepperl + Fuchs, Mannheim, which have an output of 4-20 mA, a transducer frequency of 390 kHz, degree IP65, a voltage of 10 to 30 Vd.c power supply, and an analog output signal.

The motion sensor is preferably a microwave radar sensor whose operating principle is based on a Doppler effect microwave radar that operates in the 24-GHz, K-band. Microwave signals sent by the transmitter are reflected by the train surfaces to the receiver. The microprocessor-controlled system compares the frequency of the emitted and the reflected signal, generating signals in case there are differences between them. If there is no movement in the controlled area, the frequencies of the transmitter and receiver are identical and therefore no detection is made and no impulse is generated. On the other hand, if there is a train in motion in the area to be controlled, a detection occurs through the movement and a pulse is generated that is transmitted to the control system. If the train remains still for a few seconds, it is as if there is nothing and the pulse is deactivated, the change and the absence of the pulse being detected by the control system. Preferably, motion sensors are used in which the time it takes for the train to remain motionless to detect absence of movement, is programmable and can also be programmed with remote control, to detect slow movements in a mode called "Turtle Mode "('turtle mode'). The motion sensor must be insensitive to vibrations, extreme temperatures, humidity, vapors, fumes and dust. Motion sensors suitable for carrying out the present invention are, for example, those of the German company Pepperl + Fuchs, Mannheim, which have a detection speed min. 0.1 m / s, an angle adjustment 0 to 40 °, a working frequency of 24.05 -24.25 GHz K band, an emission power (EIRP) <20 dBm, a working voltage 12 ... 30 V DC, 12 ... 24 V AC and idle current I0 � 50 mA at 24 V DC, a power consumption P0 � 1 W, a type of active / passive switching, and a relay output signal.

To prevent the passage of a train through the adjacent tracks of the station can fire these sensors, the lobes ('patterns') of the sensors are adjusted so that their performance is a short distance.

In an advantageous embodiment of the invention, the illuminating modules each comprise a LED lamp connected to a power supply by means of a cable, and a service channel in which the lamp is embedded. These elements form a firm and watertight assembly, susceptible to being embedded in a brush or groove in the platform floor and flush with the surface of the platform.

The LED lamp comprises a lampholder, a LED light source as well as a light diffuser, which form a sealed and insulated assembly, recessed in the service channel.

The lampholder comprises a hollow body in the form of an elongated U-shaped cross-sectional profile whose upper lateral edges longitudinally emerge from horizontal fins whose respective edges extend into vertical extensions turned downwards, thus defining on each side of the hollow body a vertical lateral space open down. The lampholder can be made, for example, of aluminum.

In the internal cavity of the hollow body a conventional LED light source is housed, which comprises a plurality of light emitting diodes, and which is connected to the power supply. The LEDs of the light source can be single-colored or multi-colored, and preferably have a waterproof protective cover formed, for example, of a translucent silicone layer.

The light source is covered by a translucent diffuser preferably formed by a nuanced translucent body, whose function is to protect the light source against the passages of travelers, for which it must have great impact resistance (preferably at least 10 N xm) already abrasion, and also must be easily cleanable. Depending on the properties of the chosen material, the diffuser can also be used to diffuse and screen the light emitted by the LEDs. The translucent body is in the form of a profile with an inverted U-shaped cross section with a closed upper base, an open lower base and lateral partitions that define an internal longitudinal channel. The translucent body is sized to fit, in terms of its height and width, in the internal cavity of the lampholder so that its upper surface is flush with the horizontal fins of the lampholder. The light source is housed in the internal channel of the diffuser while the edges of its side walls rest internally on the surface of the internal cavity of the hollow body of the lampholder. The diffuser body can be manufactured, for example, from opal methacrylate or polycarbonate with a thickness of 4 to 10 mm and widths between 10 -30 mm, preferably between 12 and 24 mm. Preferably, the diffuser is made of a single piece that covers almost all of the internal cavity of the lampholder.

To hermetically close the channel that houses the light source, the lamp holder and the diffuser can be longer than the light source in order to allow the channel to be closed by two partition walls of the light diffuser.

The service gutter also has a U-shaped cross section and comprises a closed lower base, two heads, two side walls and an open upper base, which define a longitudinal chamber in which the power supply and the wiring harness are housed. the light source and its splices as well as, where appropriate, the acoustic warnings with their respective wiring and splices. The width of the gutter, and the thickness and height of its side walls are sized such that the upper edges of the side walls can enter respectively into one of the defined lateral spaces between the external surfaces of the hollow body of the lamp holder and the vertical extensions thereof, so that each of the horizontal fins can, where appropriate, interpose a sealing gasket, rest on one of said upper edges of the side walls of the gutter.

Preferably, in order to ensure a firm connection between the LED lamp and the service channel, the external surfaces of the side walls of the channel and the internal surfaces of the vertical extensions of the lampholder have complementary engaging elements, such as a groove of longitudinal insertion in said external surface and a longitudinal insertion nerve in said internal surface, or vice versa. For the operation of this insertion joint, the horizontal fins must have a certain degree of elasticity. This insertion joint allows the LED lamp to be removed from the channel and its subsequent reinsertion, which is especially useful for the maintenance and repair work that is necessary throughout the life of the illuminator module.

In a preferred embodiment, the internal surfaces of the side walls and of the gutters of the gutter are provided with two horizontal supports for the lower base of the hollow body of the lampholder that can be provided with respective longitudinal slits, open upwards, in which Seals are housed that give tightness to the assembly formed by the gutter and the LED lamp. To avoid condensation in the longitudinal cavity of the gutter, its inner walls may be coated with an anti-condensation film that breaks the thermal bridge.

The service channel can be made of aluminum, preferably anodized gray aluminum, for example 1.5 mm thick.

In view of the above description it can be seen that the present invention fulfills its object by means of a system of great efficiency and simplicity which, at the same time, is easily implantable in existing stations with minimization of the necessary civil works.

Brief description of the figures

Aspects and embodiments of the invention are described below on the basis of drawings, in which

Figure 1 is a schematic top plan view of the arrangement of the illuminating modules in an embodiment of the system according to the present invention;

Figure 2 is a schematic cross-sectional view along the line A-A 'that appears in Figure 1;

Figure 3 is a block diagram of the train detection system, alert sounds and lighting according to an embodiment of the invention;

Figure 4 is a block diagram showing a first embodiment of the system in general according to the invention; Figure 5 is a block diagram showing a second embodiment of the system in general according to the

invention; Figure 6 is a block diagram of the control system according to an embodiment of the invention; Figure 7 schematically shows a block diagram of an embodiment of the power supply of the

LED and acoustic warning lamps; Figure 8 is a schematic cross-sectional view of an illuminator module; Figure 9 is a schematic cross-sectional view of various elements of the illuminator module

shown in figure 7. In these figures there are numerical references that have the meanings specified below:

one

Platform

1st

Upper edge of the platform

1 B

First end of the platform

1 C

Second end of the platform

1d

Platform surface

1e

Rubbing on the surface of the platform

1f

External wall of the platform, adjacent to the tracks

2

Railway

3

Illuminator module

4

Detection system

4A

First sensor (ultrasonic, proximity)

4B

Second sensor (ultrasonic, proximity)

4C

Third sensor (microwave radar, motion)

4D

Fourth sensor (ultrasonic, proximity)

5

Lighting segments

5A

First lighting segment

5B

Second lighting segment

6

Control system

6A

Data acquisition unit

6B

Control unit

6C

Order Module

7

Power supply system

8

Acoustic warnings

9 Illuminator module power supply 10 LED lamp 10a Lampholder 10b LED light source 10c Diffuser 10d Hollow body 10e Internal cavity 10f Horizontal fins 10g Vertical extensions 10h Side space 10i Top base 10j Bottom base 10k Side partitions 10l Internal channel 10m Slit insert 11 Service channel 11a Closed bottom base 11b Side walls 11d Open top base 11e Longitudinal chamber 11f Longitudinal nerve 11g Slots 11h Longitudinal insertion ribs 12 Alignment / leveling guide

Ways of carrying out the invention

In accordance with the embodiment shown in Figures 1 and 2, the system of the present invention comprises lighting segments 5 composed of illuminating modules -3-arranged in a row next to each other in a channel or slash -1e-practiced in the surface -1d-of platform -1-. The segments -5-form a band capable of issuing light notices to inform and alert travelers who are on the platform -1-of events related to the arrival, passage, stop and departure of trains on the platform.

In positions adjacent to the railroad track (2) four sensors -4A, 4B, 4C, 4D- are arranged. In the direction of travel (indicated by the arrow) of the train, the first sensor -4a is arranged before the first end corresponding to the input -1b-to the platform, the second sensor -4B-in an area of entry to the platform -1 -, the third sensor -4C-at a predetermined distance from the second sensor -4B-and advanced to the stop position of the train head, and the fourth sensor following the third sensor -4C-and at a predetermined distance from the second end -1e-corresponding to the exit of the platform -1-. The second and third sensors are mounted on the outer wall of platform -1-, while the first and fourth sensors are mounted on conventional supports (not illustrated in the figures) in similar positions in terms of their height and distance from the railroad track -2-.

As can be seen in Figures 3 to 7, each of the lighting segments -5A, 5B-with their corresponding illuminator modules -3-is connected to an electric power supply system -7-through a source of -9-individual and independent power supply, so that the control system -6-controls the power supply of each segment -5A, 5B-centrally but separately. In this way, the lighting segment -5A-is switchable by the control system -6-between a standby mode and various warning lighting modes, independently of the other lighting segment -5B-, when the system 6-control has processed the signals coming from the sensors -4A, 4B, 4C, 4D-.

When the first sensor -4A-detects the passage of the train towards platform -1-, it sends the corresponding signal to the control system -6-which in turn activates all the segments -5A, 5B-to operate in a intermittent lighting mode, for example amber, which alerts travelers of the next entry.

The second sensor -5B-is activated with the passage of the train and, therefore, sends a signal to the control system -6-when it detects the train. This signal confirms the direction of travel detected by the first sensor -4A-and, on the other, the presence

or no presence of the train in a section of the platform -1-when the train has stopped in the section in which it is located. On the other hand, the combination of the respective signals of the first and / or second sensor -4A, 4B-allows the control system -6-to calculate the train length. In turn, the deactivation of the second sensor -4A-indicates to the control system that the train has at least passed through the section in which said second sensor is located.

The third sensor -4C-detects the movement of the header and sends the corresponding signal to the control system -6 then the selected lighting segments in a second lighting mode indicative that a moving train is in the station. This second lighting mode can be, for example, the emission of flashing red light.

When the third sensor -4C-no longer detects a movement of the head of the train, that is, when the train has stopped, it is deactivated. This deactivation is detected by the control unit -6-which then activates a third warning lighting mode, indicative of the presence of a train stopped at platform -1-and of the possibility that passengers can access it when they open its doors, only in segments -5A, 5B-which are in the area of platform -1 in which the train is stopped. The third mode of warning lighting may consist, for example, in the emission of a green continuous light.

When the train starts again, the third sensor -4C detects its movement and the control system -6-receives the corresponding signal and orders all lighting segments -5A, 5B-to enter a fourth warning lighting mode indicative that on the platform -1-there is a moving train. The fourth warning lighting mode can be, for example, the emission of red flashing light, and is maintained until the third sensor -4C-has stopped detecting the movement of the train and the fourth sensor -4D-has been deactivated after the train queue has passed. The control system -6-receives the signals respectively corresponding to the activation and deactivation of the fourth sensor -4D-, and, therefore, will maintain the lighting segments -5A, 5B in the fourth warning lighting mode until it has received the deactivation signal, that is the second signal, of the fourth sensor -4D-, and will order that the lighting segments -5A, 5B-return to standby mode.

The fourth sensor -4D-also has the function of performing the first detection of trains entering the platform -1 in the opposite direction, that is, a function analogous to that of the first sensor -4A-. Since, in the case of input in the opposite direction, the control system -6- has not received signals from the first, second and / or third sensor -4A, 4B, 4C before receiving the activation signal from the fourth sensor - 4D-, will switch to a second routine or program of banalization according to which this first signal of the fourth sensor -4D-received in the control system triggers the activation of segments -5A, 5B-in the first warning lighting mode.

The control system -6-also simultaneously activates the acoustic alarms -8-in the lighting segments -5A, 5B-that have entered the first, second, third or fourth warning lighting mode, so that these alarms -8 emit respective alert sounds.

In the embodiment illustrated in Figures 8 and 9, the illuminator module -3- comprises an LED lamp -10-, with a lampholder -10a-, a LED light source -10b- and a diffuser -10c- of light arranged on the LED light source -10b-which is connected to a power supply cable -18-, and a service channel -11-that houses the LED lamp -10- and the power supply cable - 18-.

The lampholder -10a-comprises a hollow body -10d in the form of an elongated U-shaped cross-sectional profile with an internal cavity -10e-from whose upper lateral edges longitudinally emerge horizontal -10f-whose respective edges extend into vertical extensions - 10g-turns down, thus defining on each side of the hollow body -10d-a lateral space -10h-vertical open down. Also, on the internal surfaces of the vertical extensions -10g-are located longitudinal grooves -10m-grooves whose purpose will be described below.

The light diffuser -10c-shaped profile with section is an inverted U-shaped translucent transverse body with a top -10i-closed base, a bottom base -10j-open and side walls -10k-which define a internal channel -10l-longitudinal and rest on the bottom surface of the internal cavity -10e-of the lampholder -10a-. The LED light source -10b-is housed in the longitudinal channel -10l-of the light diffuser 10c-on said surface of the internal cavity -10e-. The diffuser -10c-is sized so that the upper surface -10i-of the translucent body is flush with the horizontal fins -10f-of the lampholder -10a-.

The service channel -11-has a U-shaped cross-section that comprises a closed lower base -11a-, two side walls -11b-, two heads, and an open upper base -11d-, which define each other a longitudinal chamber - 11e-. The upper edges of the side walls -11b-of the service channel -11-are housed respectively in one of said side spaces -10h-between the hollow body -10d-of the lamp holder and said vertical extensions -10g-, so that each of said horizontal fins -10f-is supported, with interposition of a seal -16-, on one of the upper edges of the side walls -11b-of the channel -11-.

From the internal surfaces of the side walls -11b-of the channel -11-respective longitudinal ribs -11f-which support the lower base of the hollow body -10a-of the lampholder -11a- emerge. These longitudinal ribs -11f-have respective slits -11g-, open upwards, in which respective sealing joints -17- are housed.

It can also be observed that from each of the external surfaces of the walls -11b-of the gutter -11emerge a longitudinal insertion rib -11h-that respectively fit into one of the grooves -10m provided in the internal surfaces of the extensions -10g-vertical lampholders -10a-.

The longitudinal ends of the base -11a-of the gutter -11-are mounted on two alignment and leveling guides -12-that support the illuminator module -3-on the bottom of the groove -1e-on the platform - one-. Each of these guides has two vertical wings -12a-that embrace the lower part of the side walls -11b-of the channel -11-.

Claims (26)

1. Beacon system and signaling of risk areas, particularly for platforms, comprising a plurality of electric illuminating modules (3), arranged in a row one after the other in at least one channel (1a) practiced on the surface (1e) of the platform (1), a train detection system (4) comprising a plurality of sensors (4A, 4B, 4C, 4D), a power supply system (7) connected to said illuminating modules (3), and a control system (6) interconnected between said plurality of illuminating modules (3) and the power supply system (7), and also connected to said detection system (4), the control system (6) being capable of making operate the illuminator modules (3) automatically in at least one warning lighting mode,  characterized because it comprises a plurality of lighting segments (5, 5A, 5B) each comprising a plurality of illuminating modules (3), and which are connected to the control system (6), the control system (6) being designed in such a way form that switches each lighting segment (5A) between a standby mode and a warning lighting mode independently of at least one other lighting segment (5B), when the control system (6) receives a first signal from said detection system (4).

2.

 System according to claim 1, characterized in that it further comprises a plurality of acoustic alarms (9) connected to the control unit (6) such that they emit alert sounds synchronized with the warning lights.

3.

 System according to claim 1 or 2, characterized in that the illuminating modules (3) comprise electric light sources (10b) selected from bulbs, luminescent tubes, and light-emitting diode lamps.

Four.

 System according to claim 3, characterized in that the light-emitting diode lamps (10b) are capable of generating illuminations in at least two different colors.

5.

 System according to any of claims 1 to 4, characterized in that the detection system (4) comprises

a first sensor (4A), arranged in a previous position, in the direction of train travel, to the platform (1), to detect the passage of trains and to send to the control unit (6) a signal indicative of the passage of a train; a second sensor (4B), arranged in the entrance area to the platform (1), to detect the presence of incoming trains on the platform (1), and to send to the control unit (6) at least one signal indicative of a incoming train; a third sensor (4C), arranged on the platform (1) at a predetermined distance from the second sensor (4B) and advanced to the stop position of the train head, to detect moving trains on the platform (1), which sends a signal indicative of the moving train to the control unit (6), each time it detects a moving train; a fourth proximity sensor (4D), arranged next to the third sensor (4C) and at a predetermined distance from the platform exit (1); the first sensor (4A), the second sensor (4B) and the fourth sensor (D) proximity sensors, and the third sensor (4C) being a motion sensor; and because the control unit (6), when it receives any of the signals from said sensors, successively activates lighting segments (5, 5A, 5B) in successive warning lighting modes. System according to claim 5, characterized in that the control system (6) is designed to process the signals of the sensors (4A, 4B, 4C, 4D) so that, when receiving the signal from the first sensor (4A), activate lighting segments (5, 5A, 5B) preselected in a first warning lighting mode; when receiving the signal from the second sensor (4B), confirm the direction of travel and the length of the train detected by the first sensor (4A); when, after receiving signals indicative of the moving train of the third sensor (4C), it stops receiving said signals from the third sensor (4C), activate lighting segments (5, 5A, 5B) in a third warning lighting mode ; when receiving signals from the third sensor (4C) again, reactivate the illuminated segments (5, 5A, 5B) preselected in an alert lighting mode selected between the first and a second warning lighting mode; Y When it receives the signal from the fourth sensor (4D) and does not receive signals from the third sensor (4C), switch the preselected lighting segments (5, 5A, 5B) to return to standby mode.

7.

 System according to claim 5 or 6, characterized in that the control system (6) is designed to, when receiving a signal from the fourth sensor (4D) without having previously received signals from the third sensor (4C), activate lighting segments (5, 5A, 5B) preselected in the first warning lighting mode.

8.

 System according to claim 5, 6 or 7, characterized in that the first sensor (4A), the second sensor (4B) and the fourth sensor (D) are short-range ultrasonic proximity sensors.

9.

 System according to any of claims 5 to 8, characterized in that the third sensor (4C) is a microwave radar motion sensor.

10.

 System according to any of claims 1 to 9, characterized in that the control system (6) is designed to, in the standby mode, keep the light sources (3) deactivated.

eleven.

 System according to any one of claims 1 to 7, characterized in that the control system (6) is designed to, in the standby mode, keep the light sources (3) activated to emit a continuous standby illumination.

12.

 System according to any of claims 6 to 11, characterized in that the control system (6) is designed to, in the first lighting mode, activate pre-selected lighting segments (5A, 5B, 5C) to emit a first warning lighting flashing at a predetermined frequency.

13.

 System according to claim 12, characterized in that the control system (6) is designed to, in the second warning lighting mode, activate preselected lighting segments (5, 5A, 5B) to emit a second intermittent warning lighting with a frequency equal to that of the first warning lighting.

14.

 System according to any of claims 11 to 13, characterized in that the control system (6) is designed to activate lighting segments (5, 5A, 5B) to emit, in the third warning lighting mode, a warning lighting same as a waiting illumination emitted in standby mode.

fifteen.

 System according to any of claims 2 to 14, characterized in that an acoustic warning device (8) is mounted on each illuminator module (3).

16.

 System according to any of claims 2 to 15, characterized in that the acoustic alarms (8) are buzzers selected from monotone buzzers and bitone buzzers.

17.

 Illuminator module, usable in the system defined in claims 1 to 16, capable of being embedded in a groove in the platform floor and flush with the surface of the platform, comprising

an LED lamp (10), with a lamp holder (10a), a LED light source (10b) and a light diffuser (10c) arranged on the LED light source (10b) connected to a power supply cable (18), a container that houses the LED lamp (10) and the power supply cable (18),  characterized because The lampholder (10a) comprises a hollow body (10d) in the form of an elongated U-section profile with an internal cavity (10e) from whose upper lateral edges longitudinally emerge horizontal paths (10f) whose respective edges extend into vertical extensions (10g) turns down, thus defining on each side of the hollow body (10d) a vertical side space (10h) open downwards; The light diffuser (10c) is a translucent body in the form of a profile with an inverted U-shaped cross section with a closed upper base (10i), an open lower base (10j) and lateral partitions (10k) that define a internal channel (10l) longitudinal and rest on the surface of the internal cavity (10e) of the lamp holder (10a); the LED light source (10b) is housed in the longitudinal channel (10l) of the light diffuser (10c) on said surface of the internal cavity (10e); The container is a service gutter (11) with a U-shaped cross-section that comprises a closed lower base (11a), two side walls (11b), two heads, and an open upper base (11d), which define a longitudinal chamber (11e); the upper edges of each of the side walls (11b) of the service channel (11) are respectively housed in one of said lateral spaces (10h) between the hollow body (10d) of the lamp holder and said vertical extensions (10g), so that each of said horizontal fins (10f) rests on one of said upper edges.

18.

 Illuminator module according to claim 17, characterized in that the external surfaces of the upper part of the side walls (11b) of the gutter the internal surfaces of the vertical extensions (10g) of the horizontal fins (10f) of the lampholder (10a) have respective complementary insertion means (11h, 10m).

19.

 Illuminator module according to claim 18, characterized in that the complementary insertion means (11h, 10m) comprise a longitudinal insertion groove in said external surface and a longitudinal insertion rib in said internal surface.

twenty.

 Illuminator module according to claim 18, characterized in that the complementary insertion means (11h, 10m) comprise a longitudinal insertion groove (10m) in said internal surface and a longitudinal insertion rib (11h) in said external surface.

twenty-one.

 Illuminator module according to any of claims 17 to 20, characterized in that between said upper edges of each of the side walls (11b) of the service channel (11) and said horizontal fins (10f) a sealing gasket (16 ).

22

 Illuminator module according to any of claims 17 to 20, characterized in that the internal surfaces of the side walls (11b) of the gutter (11) are provided with respective longitudinal ribs (11f) that support the lower base of the hollow body (10a) of the lamp holder (11a).

2. 3.

 Illuminator module according to claim 22, characterized in that the longitudinal ribs (11f) have respective recesses (11g), open upwards, in which respective sealing gaskets (17) are housed.

24.

 Illuminator module according to any of claims 17 to 19, characterized in that said diffuser (10c) is sized such that its upper surface (10i) is flush with the horizontal fins (10f) of the lampholder (10a).

25.

 Illuminator module according to any one of claims 17 to 24, characterized in that the longitudinal ends of the base (11a) of the service channel (11) are mounted on two alignment and leveling guides (12) that support the illuminator module ( 3) on the bottom of the groove (1e) on the platform (1), and having respective vertical wings (12a) that respectively embrace at least a part of the side walls (11b) of the gutter (11).

SPANISH OFFICE OF THE PATENTS AND BRAND Application no .: 200900749 SPAIN Date of submission of the application: 03/18/2009 Priority Date: REPORT ON THE STATE OF THE TECHNIQUE 51 Int. Cl.: See Additional Sheet RELEVANT DOCUMENTS

Category

56 Documents cited Claims Affected

X

EN 2216684 A1 (MARTIN AYALA RODRIGO) 16.10.2004, description; figures. 1-4,10,11,14-16

TO

5-9,12,13,17-25

TO

DE 19733295 A1 (BAIER OSKAR) 04.02.1999, description; figures. 1-25

TO

US 2006 180712 A1 (HILL JAMES L) 08.17.2006, description; figure 2. 1-16

X

EN 2160063 A1 (CYSEM CONSTRUCCIONES Y SUMINIS) 16.10.2001, description; figures. 1-4,10,11,14-16

TO

5-9,12,13,17-25

TO

JP 9039794 A (NIPPON SIGNAL CO LTD) 10.02.1997, Recovered from: EPO PAJ; summary; figures. 1-25

Category of the documents cited X: of particular relevance Y: of particular relevance combined with other / s of the same category A: reflects the state of the art O: refers to unwritten disclosure P: published between the priority date and the date of priority submission of the application E: previous document, but published after the date of submission of the application

This report has been prepared • for all claims • for claims no:

Date of realization of the report 27.06.2012

Examiner M. P. López Sábater Page 1/5

REPORT OF THE STATE OF THE TECHNIQUE Application number: 200900749 CLASSIFICATION OBJECT OF THE APPLICATION B61B1 / 02 (2006.01) B61L25 / 02 (2006.01) B61L1 / 02 (2006.01) E01F9 / 00 (2006.01) Minimum documentation sought (classification system followed by classification symbols) B61B, B61L, E01F Electronic databases consulted during the search (name of the database and, if possible, search terms used) INVENTIONS, EPODOC State of the Art Report Page 2/5  WRITTEN OPINION Application number: 200900749 Date of Completion of Written Opinion: 06.27.2012 Statement

Novelty (Art. 6.1 LP 11/1986)

Claims Claims 2.5-9.11-25 1,3,4,10 IF NOT

Inventive activity (Art. 8.1 LP11 / 1986)

Claims Claims 5-9,12,13,17-25 1-4,10,11,14-16 IF NOT

The application is considered to comply with the industrial application requirement. This requirement was evaluated during the formal and technical examination phase of the application (Article 31.2 Law 11/1986).  Opinion Base.- This opinion has been made on the basis of the patent application as published. State of the Art Report Page 3/5  WRITTEN OPINION Application number: 200900749  1. Documents considered.- The documents belonging to the state of the art taken into consideration for the realization of this opinion are listed below.

Document

Publication or Identification Number publication date

D01

ES 2216684 A1 (MARTIN AYALA RODRIGO) 16.10.2004

D02

FROM 19733295 A1 (BAIER OSKAR) 04.02.1999

D03

US 2006 180712 A1 (HILL JAMES L) 08/17/2006

 2. Statement motivated according to articles 29.6 and 29.7 of the Regulations for the execution of Law 11/1986, of March 20, on Patents on novelty and inventive activity; quotes and explanations in support of this statement Claim 1: In the prior art document D01, a system of beaconing and signaling of particularized risk areas for platforms comprising a plurality of electric illuminating modules (1) arranged in a row one after the other in at least one channel is disclosed practiced on the surface of the platform (3), a train detection system comprising a plurality of sensors (8), a power supply system (6) connected to said illuminating modules (1), a control system (5) interconnected between said plurality of illuminating modules (1) and the power supply system (6), and also connected to said detection system, the control system (5) being able to operate the illuminating modules (1) automatically in at least a warning lighting mode, comprising a plurality of lighting segments each comprising a plurality of illuminating modules (1), which are connected to the s control system (5), the control system (5) being designed in such a way that switches each lighting segment between a standby mode and a warning lighting mode independently of at least one other lighting segment when the system control (5) receives a first signal from said detection system. Therefore, D01 annuls the novelty of this first claim according to article 6 of Patent Law 11/86. Claim 2, 15 and 16: Document D01 lacks an acoustic alarm. However, it is a widely known and widespread practice in the state of the art that user warning systems in public transport stations include, in addition to visual signals, acoustic warning systems similar to that of this claim. As an example, document D02 can be named. Thus, this claim lacks inventive activity according to article 8 of Patent Law 11/86. Claims 3 and 4: These dependent claims are also not new as can be seen from the reading of D01. Claim 5: D01 does not specify the number of sensors that are available on the tracks to implement the beaconing system. A possibility that allows three warning modes to be established is disclosed in the prior art document D03. In this one, a section of track assimilable to the concept of platform is considered and different sensors are located that divide said section into the zones of “progress detection”, “movement detection” and “presence detection” of a train arriving to the section under study. In total two sensors (42) for detecting the advance, two sensors (43) for detecting movement and one sensor, (44) for detecting the presence and / or departure of the train. This set of sensors not only notifies the control unit of the presence, movement or departure of the train, but also activates or it deactivates the warnings depending on the speed with which the train moves in different subsectors of the section of Ways studied. Unlike the sensor system disclosed in this claim, in D03 there is no third sensor to detect movement, but the movement is detected by comparison between the data of two system sensors. Thus, these are different systems and this claim can be considered new. Claims 6 to 9 and 12 and 13 These claims are new depending on claim 5. Claims 10 and 11: Claim 10, dependent on the first one, is not new because it is anticipated in the description of D01, in lines 12 to 14 of its column 4. Claim 11, also dependent on claim 1, lacks inventive activity, since This is the complementary case of the preceding claim. (See section 6.5.3.4 of the Patent Application Examination Guidelines, item 4) State of the Art Report Page 4/5  WRITTEN OPINION Application number: 200900749 Claim 14: This claim dependent on 11 is only an applicant's choice that has no inventive activity. Claim 17: No illuminator module usable in the system object of this opinion was found in the prior art Written document that anticipates the one to be protected in this independent claim. Therefore, this claim is considered to be new and has inventive activity. Claims 18 to 25: These dependent claims are also new and inventive because they have not been previously disclosed in the state of the art State of the Art Report Page 5/5