ES2702462T3 - Flexible system of barriers and door guided in the ground - Google Patents

Abstract

Flexible system of barriers and access openings guided in the ground for an access area for people, comprising: - at least two lanes (10), which can be arranged on the floor of the access area; - at least two barrier elements (6), which are guided in a displaceable manner in the rails (10), in such a way that they can be arranged in at least one closed arrangement, to form a barrier in the access zone; - at least one drive unit (16), which is designed to move at least one barrier element relative to the closed arrangement, to thereby produce at least one access opening in the barrier; and - a control which is designed to control the drive unit (16) in such a way that the at least one access opening is formed at a defined location in the access zone; characterized in that the at least one drive unit (16) is disposed - within the rails (10); or - at least partially below the floor of the access area.

Description

DESCRIPTION

Flexible system of barriers and door guided in the ground

The present invention relates to a system of guided barriers in the ground in areas of human transit, in which the access barriers can be created in places that are flexibly definable. The system of barriers and doors can be used to direct flows of people and similar. In particular, the present invention relates to a system of this type for use as a platform door system in rail transport media, but also in bus line systems (eg, Bus Rapid Transit, BRT) with rail own, fixed stops and high frequencies of bus traffic (high line performances in people per hour).

A system of this type is known from WO 2008/149246 A. To increase the capacity of a means of transport, for example, of a railway line such as a subway or subway train line, train systems are currently used directed automatically, without driver. To secure the platform edges, which are required in particular in this type of means of transport without driver, since there is no driver that can react to the behavior of the passengers who are waiting, etc., to an increasing extent All over the world, platform door systems are being used. These door systems serve to allow access to the transit route or means of transport, respectively, only after it has entered the station. Examples of such systems are found in Lille, Toulouse, Paris, Rennes, Singapore, London, Taipei, Shanghai, Tokyo, New York (JFK airport) and numerous other sites.

Also to prevent disturbances in functioning, whose most feared form of expression is suicide, the platform doors are used more and more. With regard to height, there are different types of platform doors. They are integrated in glass facades of environmental height, approximately 2 m in height, or semialtas (approximately 1.50 - 1.70 m in height) along the edge of the platform. In this regard, mobile façade sections (typically sliding door wings) are provided to open exactly where the doors of a train are located after it has stopped at the station.

For this to work, you have to basically meet three preconditions:

1) Communication between the control of the vehicle, for example, the control of the train, and the control of the system of platform doors;

2) exact punctual stop of the trains to match the positions of the vehicle doors or the train doors and the platform doors; Y

3) a continuously equal geometry of the door openings in the side walls of the vehicle or in the side walls of the train, respectively, in the entire fleet of vehicles transiting the lines in question.

The previous condition 1) - and if necessary also the 2) - can be solved technically with a reasonable dispendium. However, platform doors with wall sections and doors fixedly installed in predefined and unchanged sites are not compatible with mixed vehicle fleets operation, if the doors of the different vehicles can not be geometrically matched to one another (ie , if prerequisite 3 is not met).

For this reason, efforts have already been made in the past to develop flexible facades along the platform doors that can react to each door opening of a stationary train. The corresponding state of the art can be consulted in DE 19303991 (Rauch, 1998). According to this state of the art, the flexibility of the door elements is preferably ensured by the suspension of the movable door elements, as is also the case in the fixed door elements in full-height platform closures or in individual platform facades of free placement with the height of 2 m the height of the mechanics / static / subjection.

Currently, the markets have developed in the sense that on the one hand there are new construction projects for the construction of metro lines or lines known as "People Mover" (for example, in airports - a small partial market). The corresponding stations are prepared from the architectural point of view, as well as the rolling stock (through the existence or order of equal trains), for the use of platform closures that normally have an environmental height with stationary sliding doors (ie , these platform walls / closures are planned in advance).

On the other hand, there are a series of projects for the retrofitting of platform doors in lines and stations that have been in use for many years or decades (the so-called retrofit projects). Among these retrofit projects there are some, in which the used trains present the doors respectively always in the same place. These projects can be carried out in a known manner by using closed sections (which are normally made as pivoting emergency doors in the event of a non-punctually accurate stop of the trains) and mobile sliding doors at predefined sites (where the doors of the In addition, it is conceivable that the constructions and the architecture of the stations in a retrofit project allow to mount the support and suspension devices for fully flexible doors together with the corresponding mechanical system in the ceiling of the roof. the station, with which the system can be used according to the state of the art.

In the meantime, however, the retrofit market has continued to develop. Operators on the one hand want to equip their sections and tunnel stations, but also in the case of surface stations and alternating underground stations, with platform doors in retrofit projects that are simply fastened on the platform and no longer have to be suspended of the roof. In addition, there is also no need to damage the architecture and the environmental aspect of the stations, especially in the case of stations that have a historical value (Paris, Moscow, among others). There are also typologies of train stations that have highly variable longitudinal section heights, which at least make it very difficult or even impossible to constructively suspend the load and assemble the mechanical system on the side. higher. Examples of these types of stations can be found in Brussels, Montreal, Santiago, Chile and in other cities.

Despite the increasing demand for medium height platform doors, with approximately 1.50 - 1.70 m height from the upper edge of the platform floor, a number of interested operators objected to the idea of using overhead doors. platform of medium height. One reason is that trains with different car lengths, different lateral wall geometries and, therefore, different door sites, travel in the respective train or subway system. This partly results in such a large variation that it is no longer possible to mount a fixed structure along the platform doors for the support of a platform closing wall with different sliding elements, able to adapt to door sites. variables (the so-called partial flexibility).

At the same time, there is a desire in the market that in the future it is not subject to limitations in terms of rolling stock. In this case, the desire for a wall of medium height and constructive difficulties (up to the impossibility of an installation from above) is added to this. There is also the possibility, often not taken into account with all its consequences, but absolutely real due to the EU legal regulations (EU directives), that operators or owners of an infrastructure such as a railway network could be forced to admit different providers of transport services in the network "without discrimination." Accordingly, the trips of other service providers would have to be made technically possible, or at least they could not be prevented. that other service providers with vehicles such as trains, equipped in different ways with regard to the geometry of the doors, may also transit through the operator's network, or sections thereof, and stop at the stations.

Therefore, the object of the present invention is to provide a system that allows the use of medium-height platform doors as described above, but at the same time to maintain full flexibility in terms of the creation of access openings or doors, respectively. From the constructive point of view, the system must be able to be mounted exclusively on the edge of the platform, and preferably must be able to be re-equipped by sections that require only a few hours of construction time, in such a way that installation is possible without having that paralyze the service.

In a particular embodiment, the system in a first phase can be implemented with fixed and mobile elements, and in a later phase the fixed elements are partially or completely replaced by equally mobile elements.

In accordance with the present invention, a flexible system of barriers and doors guided in the ground is provided for an access area for people according to claim 1.

This objective is achieved through the assembly of barrier elements on at least two (although 3 or 4) parallel rails are also possible, embedded in the body of the railway platform or generally on the floor of the access area, or mounted on the edge of the platform prepared for this constructive or retrofit measure. The barrier elements are guided in a displaceable manner, so that an access opening can be formed at any desired location of the barrier. Therefore, in different places and in any desired number, access openings can be produced as required.

The use of a system of this type, realizable in the form of walls with door function, in addition to the use in the stops of a means of transport on rails, for example, can also be used in the airport area for the direction of passengers, for purposes of entry control in the customs, in passenger entry and immigration controls, in the zone of access to stadiums and other public events sites, etc. A typical use, therefore, could be, for example, the use in the arrival or departure of flights, in particular of large capacity aircraft.

According to one embodiment, the system comprises at least two drive units that are adapted to move at least two adjacent barrier elements in relation to the closed arrangement and to each other, in which the control is adapted to control the at least two drive units in such a way that the at least one access opening between the two adjacent barrier elements is formed at a defined site of the access zone and with a defined width.

With this, the flexibility is further increased, since with at least two movable barrier elements, which are arranged in mutually adjacent manner, an opening can be formed not only in any desired location, but also with any desired width (depending on the width of the barrier elements, at most as wide as the two movable barrier elements together). By including more than two barrier elements in an analogous manner, when required or desired, other opening widths than 2x the width of a barrier element can also be produced.

According to alternative embodiments of the present invention, only a part of the barrier elements can be made movably, or it can also be that all the barrier elements are movable. The barrier elements can move together with each other and against each other. This allows creating different movement patterns.

For example, a barrier can be made with mobile barrier elements with the width and arrangement of the doors of a certain means of transport. In the event that the means of transport does not stop exactly in the desired position, first all the barrier elements can then be moved together in such a way that the position of the doors of the means of transport again coincides with the positions of the elements of the barrier that must be opened. Then, the barrier elements in the positions of the doors of the means of transport may be displaced relative to the other barrier elements now immobile, in such a way that the door openings are formed.

According to one embodiment, the barrier elements are guided by means of rollers in the rails. Through the rollers, the forces acting during the stop and movement of the barrier elements (perpendicular force or weight, as well as forces generated by pressure or wind aspiration, both external and also caused by the incoming train or it leaves the station or goes through it without stopping, the pressure generated by piles of people, as well as the forces generated by the dynamics of acceleration and braking of the barrier elements when the access openings are formed, as well as by the return them to the closed state) can be entered in the lanes. By installing them in the construction of the platform, the forces are finally introduced into the construction structure.

The rollers can be oriented with their axis of rotation parallel to the floor of the access area and perpendicular to the direction of movement of the barrier elements, or with its axis of rotation perpendicular to the floor of the access area and parallel to the direction of movement of the barrier elements. The former serve primarily for the movement of the barrier elements, but obviously they can also withstand loads. The latter serve in the first place to support the barrier elements, although at the same time they can also withstand greater loads. There are also possible combinations of different rollers (vertical / horizontal). If appropriate, it is also possible to use "oblique" or inclined / rotated orientations of the rollers or their shafts, respectively, In accordance with one embodiment, there are at least two different types of rollers, drive rollers and rollers. In a preferred embodiment, both the drive rollers and the guide rollers are arranged within the rail A roller that assumes the forces to drive the element can also exert a guiding function, and vice versa.

For the drive unit, for example, a motor of minimum size can be used, and depending on the required force, also a greater number of these. The engine (s) can be arranged inside the lane.

According to one embodiment, at least one drive unit is arranged inside the rails, while in another embodiment it is disposed at least partially below the floor of the access area.

The power supply of the drive unit (s) is preferably effected via a consumer within the lane itself. Also the control of the barrier elements can be solved by means of a consumer and a bus system. A radio control (WLAN, Bluetooth or other data transport systems with mandatory transmission security) is also possible. If necessary, specially insulated secondary lanes should be used within the lane to assume the transmission of energy and, if necessary, also the control, in such a way that there is no electrical tension in the lane sections with which a passenger could get in contact. A transmission to the construction of the platform and, for example, to its iron armor must also be excluded. This can be solved, for example, by the use of a top cover in the plane of the platform floor, as well as by the provision of insulating elements in or around the rail. In any case, the lanes of the power supply must be isolated specifically from the control.

The present invention is in principle suitable for all applications, in which a barrier is used in a transit zone which, in defined places, can be traversed in a controlled manner. Due to constructive circumstances, constructions for transport means traveling on rails are particularly suitable for the use of the present invention.

According to one embodiment, the barrier elements have a guided support in the rail and a plate element connected to said support

Due to the construction in two parts of the barrier elements, among other things an optimum selection of materials for the respective parts can be made. Thus, for example, the supports the supports can be made of stainless steel or a similar material, while the plate elements can be made of glass, acrylic or something similar. A barrier element as such should be designed as light as possible by the corresponding selection of the material, ie, having the lowest possible weight, since from the static point of view it is an element fastened in the rail, but provided of mobility. The moving mass must be kept as small as possible. The glass can be replaced with an acrylic coated with a hard glass surface and an anti-graffiti coating, or some other light material. Preferably, however, glass is used as the material of the barrier elements due to its own static characteristics (self-supporting property). The self-supporting glazing is do not need a steel frame. They are placed freely and on the sides they only have to be provided with fastening marks.

According to one embodiment, the barrier elements are respectively guided in two parallel rails. With this the stability and the absorption of the force pairs can be improved.

According to one embodiment, the system further comprises a cover, which is designed to close the rails in the steady state of the barrier elements at least in the area of the at least one access opening, preferably throughout the exposed area.

The closing of the rails is provided in at least the area of the access openings, in order to guarantee safety and prevent contamination and the consequent possibility of malfunctions. In the case of a complete closure, the closure can be carried out in such a way that the barrier elements, for example, ensiform, can respectively open a mechanism, possibly suspended by springs, for closing the rail, which otherwise for security reasons, it remains closed to passengers. The rail opens in the area required for the movement of an element and closes in front and behind the element. This prevents any person from getting hooked, for example, with the heels of their shoes or something similar. A complete closure of the rail channel is also advantageous to prevent contamination. In this sense it is worth mentioning, for example, the gravel that usually spreads in winter to prevent slips, but that should not penetrate inside the rails, so as not to damage the mechanism of these.

According to one embodiment, the cover comprises a flexible seal, a brush seal or an elastically supported strip. For this, a brush system with corresponding bristles, a relatively hard rubber, or some other material that can fulfill this purpose can be provided. In this regard, a compromise must be found between the maximum ease of opening the cover by the barrier elements when moving, on the one hand, and the safe closing of the rail to prevent its contamination and for the safety of people, on the other hand .

According to one embodiment, the system further comprises an adjustment device, which is designed to adjust the position of the rails relative to the floor of the access area.

Due to the combination of precision mechanics with millimeter accuracy and a rough concrete work with an accuracy in the order of centimeters, in the best of cases, on the edge of the platform, it is necessary to provide the rail system with a corresponding adjustability. Therefore, the rails must be readjustable during assembly and, if necessary, also during the operation of the platform barrier system. The construction of the rail system must be able to adapt to the irregularities of the construction of the platform with the usual construction tolerances. Faced with the wide tolerances of construction of the work of the train station, the system of elements of door depends on a precision located in the millimeter order, or even tenths of a millimeter, while the tolerances of construction of the work of the Train stations can be located in the order of centimeters (or, if necessary, even in the order of the decimeters). Adjustability also reacts to changes in the construction site, for example, construction settlements.

According to one embodiment, a first set of rollers are arranged above the floor level of the access area and a second set of rollers is arranged below the level of the floor of the access area.

In this embodiment, the rollers for driving the movable elements can be arranged on the rail. The rollers arranged in the rail below the level of the platform are then used for the static support against the lateral forces, as well as for the guidance and stabilization of the elements.

According to one embodiment, the plate elements are made with an alternately curved cross section. With this a wavy development can occur in the closed state of the elements. The curved shape can increase the stability against the pressure forces incident, such as those that occur, for example, when a simultaneous influx of a large number of people against the barrier occurs. In addition, in particular in embodiments with more than one rail for each barrier element, each plate element can be fastened, based on its supporting surface, in a greater number of points distributed over a greater width or depth, since the wavy shape also increases the depth or width, respectively

With the movement and clamping mechanism of the rail system a control system is connected, which, when used as a flexible barrier, in particular in stops of transport means, each time it calculates again the access openings correspondingly to the position of the incoming transport means, determining the direction of movement, the speed and the route of each element, in such a way that the required openings are formed. During (or shortly after) the closing of the respective doors of the means of transport, the barrier elements move back to their initial position.

According to one embodiment, the rails follow the geometry of the access zone in a radius with a maximum value of ~, both in the vertical as well as in the horizontal direction.

Access zones, such as train platforms, may differ from the ideal straight form in both horizontal and vertical directions. Deviations in the horizontal direction are expressed, for example, in a curved development of the platform, with a simple or even multiple curvature (ie, deviation of a line). This manifests itself in a curved line on the edge of the platform. Some train platforms, for example, can also ascend or descend in the front and rear areas, that is, in general they can deviate from a straight and flat development in the vertical direction (variation in height). Depending on the construction circumstances, in this way there can be very complex developments of the train platforms, for example, in older buildings and / or after renovations / refurbishments for longer trains, etc.

This embodiment allows the use of the present invention also in that type of access areas. In this respect, the rails extend parallel to each other, but in general they follow the development of the edge of the access area in both the vertical and horizontal directions.

According to one embodiment, at least one drive unit is designed to move at least one barrier element longitudinally in the corresponding rail.

According to one embodiment, the barrier elements are made at least in some parts of the rails transversely displaceable relative to these, in such a way that they can be arranged in the at least one closed arrangement, in such a way that the barrier elements are arranged flush in a first of at least two lanes; and the drive unit is designed to move the barrier elements in another rail transversely thereto to the first rail.

In this respect, the first lane preferably is the one closest to the passengers or to the access area, respectively, that is to say, the furthest from the means of transport.

According to one embodiment, at least one of the barrier elements has a display device, which is designed to display information at least on the side facing the passengers or towards the access area, respectively. This display device can be a liquid crystal display (LCD), a thin film transistor (TFT) or an organic luminescent diode ((O) LED), or another similar display device with the same function. Alternatively, the barrier elements may also comprise "passive" display devices, ie, for example, they may be designed as a projection surface to present the information.

The displayed information can be static and / or moving images and can include information for passengers such as itineraries of route, departure times, traffic warnings, warning notices, informative entertainment or publicity. In particular, the opening images or positions that can be expected for the access openings to be formed can be displayed.

The display device can also be designed so that during the passage or stopping of a transport means and / or during the movement and / or change of position of the corresponding barrier element it is switched off, becomes transparent or becomes opaque to the view. The display device may additionally be designed so that during the movement of a barrier element the visualized information is adapted in such a way that the movement of the barrier element is compensated, so that the illusion of a stationary image occurs.

According to one embodiment, the display device has control elements for controlling the displayed information. This embodiment is particularly suitable for controlling the display of information for passengers, for example, to toggle between the display of news announcements, departure times, route itineraries, network plans, environmental maps, traffic announcements , etc.

Next, and until the section "Brief description of the drawings", other additional aspects are described, which do not form part of the objective of the present invention, but which are useful for its understanding.

The at least one drive unit can be arranged at least partially above the floor of the access area, preferably in the lower area of the barrier elements. For example, the drive unit can be arranged approximately in the first 50 cm of height of the barrier elements Si the drive is arranged above the level of the platform, the opening of the rail must be configured in such a way that a driving means, for example a belt, can drive the rollers arranged inside the rail.

The access area to be controlled may be an area of access to a means of transport, preferably to a means of rail transport.

The system can be designed to orient the movable barrier elements with the desired geometry correspondingly to a transport means which stops at a position adjacent to the access zone. The control can be designed to determine the position of the access openings of a transport means that stops at a position adjacent to the access zone, and to control the movement of the barrier elements in such a way that access openings are formed coinciding with the access openings of the means of transport.

The control of the displaceable elements can determine in advance the geometry of a transport means that is going to stop at the edge of the passage zone and process correspondingly coded information, in such a way that it can control the movement of the elements in the lanes in relation to speed and distance traveled, in such a way that in a defined short period of time (for example, 1 second) openings are formed that reflect the openings of the means of transport after having stopped.

The system can also comprise an interface designed for the reception of information regarding the position of the access openings of the means of transport.

The system may further comprise a sensor device connected to the control, designed to determine the position of the access openings of the transport means.

The system may further comprise a memory for storing the position of the access openings of at least one transport means, wherein the control is designed to detect the at least one transport means when it has been stopped adjacently to the access zone, and to read in the memory the position of the access openings of the at least one means of transport.

The control system can receive information about the position (imminent) of the access openings of a means of transport before stopping or immediately after stopping, for example, through an electronic protocol, a bar code or another form of communication. obtaining and transmitting information. The configuration regarding the width and position of the doors of a means of transport may have been previously stored (for example, for the use of transport means with known configurations), but it may also be determined adaptively. For this, sensors can be provided in the system itself, or external sensors can also be used to inform the system about the determined gate positions.

It is also conceivable that each train before its entrance to the station transmits an identification or an electronic protocol commanded by the flexible barrier.

A combination is also possible, for example, in such a way that for the means of transport known in the line, in principle, a previously stored configuration is known, but that this information is verified and, if necessary, modified accordingly. before or immediately after the stopping of the means of transport, for example, by varying the stopping points or in the case of an inaccurate stop at the planned points. In transport means of unknown configuration (that is, not stored), the position and size of the doors is determined adaptively or the corresponding information is received through an interface.

The system can be a system of barriers and access doors guided on the floor that is installed exclusively on the floor of the access area.

In order to avoid the aforementioned disadvantages of the roof-guided or roof-mounted door systems, this embodiment of the present invention does not have fastenings in the roof or in the upper area of the barrier or door elements, respectively. Therefore, this embodiment is independent of the shape and development of the roof or the upper part of the access area and can be used more flexibly. This embodiment requires the previously mentioned variants of the arrangement of the drive unit (s) in the lower area of the barrier or door elements, respectively, totally or partially within the rails.

BRIEF DESCRIPTION OF THE DRAWINGS

The following detailed description of embodiments of the present invention refers to the figures, in which:

Fig. 1 shows a first embodiment of the present invention in cross section.

Fig. 2 shows an embodiment of a rail closure in cross section.

Fig. 3 shows a barrier element according to an embodiment of the present invention in longitudinal section.

Fig. 4 shows a barrier element according to an alternative embodiment of the present invention in longitudinal section.

Fig. 5 shows a second embodiment of the present invention in cross section.

Fig. 6 shows a third embodiment of the present invention in cross section.

Fig. 7 shows an embodiment of plate elements in barrier elements according to the present invention.

Fig. 8 shows a further embodiment of the present invention in cross section.

Fig. 9 shows an embodiment of the present invention in a top view.

Fig. 10 shows an alternative variant of the embodiment according to Fig. 5 in cross section.

Fig. 11 shows an alternative variant of the embodiment according to Fig. 4 in cross section.

In the figure

system of barriers and passage openings is embedded by means of a steel support structure 2 in a platform plate 1, for example, fastened by spikes 20. This embodiment is intended for construction situations, in which the access zone, which, as in this concrete example, can be the edge of a platform, can produce a corresponding depression. For this, in the present example a depth of approximately 10-15 cm is sufficient, which is cut within the platform plate.

In this embodiment, two double lanes 10 are provided for the barrier elements 6. Each barrier element 6 is inserted in two grooves of a double rail 10. The barrier elements 6 are guided by rollers 8 inside the rails 10. The rollers 8 are provided for a displacement out of the plane of the pattern or inside it. Additionally, the rollers 8 absorb forces acting perpendicularly on the barrier elements 6, such as the suction forces of a train entering, or passing through, the station, or of people pressing against the barrier, etc. Through the rollers 8, these forces can be introduced into the rails 10, in the support construction 2 and finally in the platform 1.

The length of the projection 22 of the support construction 2 depends on the lateral forces and the constitution of the platform material 1. The length of the projection 18 of the platform 1 varies in the different meter systems from 0 to 80 or 90 cm, it can exert influence on the detailed embodiment of the system according to the present invention, in such a way that it could vary substantially from the embodiment shown in this example.

A platform coating 4 is also provided, which forms a flush and flat termination between the rails 10 and the platform 1. An underlying concrete construction, or something similar, of the train platform structure normally exhibits larger irregularities. The system of barriers and passage openings, however, depends on a relatively large accuracy, so that the barrier elements 6 can move as easily and free of friction as possible and are at the same height. For this reason, additional adjustment devices 12 are provided, indicated schematically in the example, to adapt to the constructive circumstances. These adjusting devices 12 must ensure an adjustment at least during the construction phase, but preferably the adjustment should also be possible at any later time for maintenance purposes.

In this embodiment, all the rollers 8 of the barrier elements 6 are below the level of the platform. This is advantageous, since in this way only the barrier element 6 guided in the rails 10 projects from the rail 10, which can therefore be made thin or narrow. An embodiment (described in detail below) of the barrier elements 6 in the form of several parts is also possible, in which only a thin support element, for example, in the form of a steel sword, protrudes from the rail 10. The plate of the barrier element 6 is held in this support element. If it is possible to house the rollers below the level of the platform, this variant is preferred. However, this presupposes that there is sufficient space to accommodate the rollers.

The position of the drive units of the barrier elements 6 is not shown in this example. Drive units, for example, electric motors, are preferably arranged below the plane of the edge of the platform. More preferably, the motors are arranged within the rail 10, through which the pairs of force coming from the plates of the flexible wall are also absorbed. The required supply conductors, such as the current and control conductors, can be arranged in a hollow space 3, provided that space of this type exists or can be created. The control (for example, via a bus line) and the voltage supply of the drive units can be effected by sliding contacts 19. In this case, at least four contacts 19 are required (the control and the power supply) separately). The position of the motors within the rails 10 requires that the motors and drive element be as small as possible, that is to say that with the smallest volume (and weight) possible they provide the maximum possible power If necessary, several (more than one) motors must be arranged for each barrier element.

From the hollow space 3, branches of the power and data lines are provided to the contacts 19 at short intervals.

In Fig. 2 the closure 21 of the rails according to an embodiment is shown in detail. On the left side a closed rail is shown, while on the right side the rail 10 is open for a barrier element 6. The closure 21 there is open or laterally retracted, respectively.

It is preferred that the material thickness of the cover 23 be as small as possible from the technical point of view of the load, so that the floor of the access to the train can be made as flat and secure as possible.

In Figure 3 there is shown a barrier element according to an embodiment of the present invention in longitudinal section, for example, for use in an embodiment as shown in Figure 1. Also in this form of embodiment, all the rollers 8 are arranged below the level of the platform or within the rails 10, respectively. The barrier element in this example is formed by a support element 5 and a plate element 7 fastened thereto. The support element 5 can be, for example, a steel sword. The plate member 7 is preferably made of a light material, for example acrylic or glass. The rollers 8 can exert one of two functions or a combination of these: on the one hand, a pure guiding function, that is, the absorption of the generated pairs that occur during operation, and on the other hand the function of a roller drive.

The drive rollers, for example, can be made with a sprocket profile or a grooved profile in general, or they can have a rubber coating or something similar, to transmit the driving force to the rails 10. The grooved profile can to be realized, for example, in a V-shape, in such a way that an easy movement of the barrier elements along the rails 10 is allowed, while the forces perpendicular to this can only cause a small displacement, since the Slotted profile in that direction only supports little game. The transmission of force to the rail can also be reinforced by corresponding means, such as, for example, racks. A toothed belt drive is also possible. An embodiment with side roll guide is shown in Fig. 4. With this additional stability is achieved. This embodiment is similar to that shown in Fig. 3, although in this embodiment two types of rollers are used. A first part of the rollers 8, like in Fig. 3, are oriented in such a way that their axis of rotation extends perpendicular to both the barrier element and also to the direction of movement of the barrier element. A second part of the rollers is oriented in such a way that the axis of rotation in the figure extends vertically, ie parallel to the barrier element and perpendicular to the direction of movement of the barrier element. The second rollers 9 can also be used for the movement of the barrier element, but in particular they also serve to provide a better support and a better introduction of forces exerted on the barrier element in the construction. Any combinations of rollers 8 and 9 are possible.

In Figure 5 a further embodiment of the present invention is shown. This embodiment is suitable for constructive situations, in which the edge of the platform can be notched (with reference character 20 the original edge is insinuated). This results in a greater possible height of the rails 10. In this embodiment a plate construction 2 is provided, in which the rails 10 are arranged and which in turn is connected to the new edge of the platform and with the platform 1 remaining that still exists, to introduce the forces generated. The plate construction 2 also forms the termination towards the train track (in this example on the right). Because the vertical height or extension is greater than in the embodiment of FIG. 1, the width of the barrier elements 6 can also be reduced accordingly. Therefore, the rails 10 in this case only they present an opening for the support elements 5 (or "swords") of the barrier elements 6.

Additionally, the barrier elements 6 in this embodiment have three sets of rollers 8, of which two sets are arranged below the level of the platform and one set above it. The drive units 16, which in this example preferably drive the upper rollers 8, are disposed within the lower region of the barrier elements 6, but above the level of the platform. The power supply in this case can be effected by sliding contacts (not shown), which for safety reasons are preferably arranged below the level of the platform. The conduction of the current is then carried out within the support elements 5.

In a further embodiment, similar to that of FIG. 5, the set of rollers arranged above the platform surface is omitted if the drive motors find space within the rail.

The control of the drive units 16 can be carried out by cables (flexible cables) or by sliding contacts, but in a preferred embodiment is carried out wirelessly. The corresponding receiving elements can be arranged, for example, in the plate elements 7 of the barrier elements 6, in such a way that good reception is achieved. In principle, any radio transmission technique, including WLAN, Bluetooth or proprietary transmission techniques, is appropriate for this purpose. Optical wireless transmission forms by infrared or laser techniques are also possible.

A floor covering 4 ends the construction upwards. The covering 4 can be arranged, as shown in the example, on the plate construction 2 and, therefore, cover it, although in other alternative embodiments it can also be connected laterally to said plate construction. Fitting devices 12 are provided, to adapt the construction to constructive irregularities, etc.

Another additional embodiment is shown in figure 6. In some subway and railroad systems, the floor construction has a thickness of less than 10 cm above the construction site, so that after removing the layer floor on the gross work not enough space for a deep lane. For a mounting situation of this type, the embodiment shown in this example is appropriate. The floor layer 4 above the base of the platform 1 and the support construction 2, which serves to introduce force into the platform, has been fitted correspondingly to house the rails 10 of the barrier system and passage openings.

Because in such a case only a relatively small height is available for the lower rollers 8, the other rollers 8 are disposed above the rail 10. The remaining superstructure, that is, the part disposed above the level of the platform, is similar to the embodiment of figure 3. In the lower area of the barrier elements 6 drive units 16 are provided. The barrier elements themselves comprise the support element 5 and the plate element 7 fastened the same. To allow a readjustment of the construction, adjustment devices 12 are provided. An additional support construction (not shown) can be provided to improve the introduction on the platform of the forces acting on the barrier.

In Figure 7 a possible embodiment of plate elements 7 according to the present invention is shown. The plate elements 7 have an alternately curved cross section, which in this embodiment is a semi-round front and rear side, as well as a straight forward and rear side. In alternative embodiments, the rear side can also be correspondingly curved. On the underside of the plate elements 7, housings 11 are provided for the support elements or "swords" (not shown) Indirect lighting 14 can be provided, for example, on the upper part, or else (not shown) in the lower part of the plate elements 7. Reflectors can be arranged inside a depression 24, which direct the light upwards to the ceiling of the metro station or towards a roof covering the platform. Plate elements 7 can achieve greater stability of the barrier against forces acting on it.

In Fig. 8 a further embodiment is shown in cross section. In lane 10, two different types of rollers are used. The rollers 8 are rollers arranged vertically, that is, with horizontal axes of rotation. The rollers 9 are rollers arranged horizontally, that is to say, with axes of rotation that extend vertically. The rollers 9 can be arranged at different heights and alternately with rollers 8 arranged vertically. While the vertically disposed rollers 8 rest mainly above or below the rail 10, the laterally disposed rollers 9 rest on the sides of the rail 10, to provide a stabilization against forces acting laterally.

In the following, further details of the present invention are described which apply to all embodiments, unless otherwise indicated.

The rails of the barrier system and passage openings according to the present invention can occupy the entire height of the platform. In retrofit projects, the edges of the platform must then be truncated or trimmed accordingly (for example, with a diamond cutter). If necessary, a depth of approximately 10-15 cm cut within the platform may also suffice.

If the corresponding conditions of the platform exist, the rails can be provided with a transverse construction that is connected by means of screw or welding joints with the rail and which serves to connect with the platform along a longer length or surface, with the purpose of transmitting or introducing forces. The construction of the rails and their fixing can also be done in connection with an adaptation of the platform height, which may be required anyway, normally being a platform level elevation. In this case, the assembly involves a smaller construction expense, or at least does not require any fracturing or excavation of a train platform or parts of it.

The system according to the present invention must introduce at the edge of the platform the forces exerted by the wind, the pressure and the suction, as well as the forces exerted by the accumulations of people. This is made possible through a system of rails flush with the platform floor, inside which the force transmission system is housed and preferably also most or all of the mechanical system, but also the absorption of energy and the control of the system

The rails can be folded from thin sheet steel, with thicknesses between 3 and 5 mm, since there are no interior widths. However, a rolling or extrusion profile is also conceivable. A corresponding number of support or adjustment points must be provided in the concrete of the platform edge or in another receiving construction. As a cover plate to protect against abrasion and contamination, for example, a thin steel sheet of approximately 2-3 mm thickness can be used. The transmission of forces to the edge of the platform can be produced, for example, through plates. In this regard, it must be taken into account that pre-assembly and assembly may possibly only be carried out during free hours of operation and that construction operations should not impede service in the event of re-equipment.

As drive units, motors can be used which can preferably be gearless shaft motors. As regards the drive device, there are two possibilities:

The motors and drive rollers are arranged above the level plane of the platform. In this case, the motors are arranged in such a way that they hide, for example, inside a widened skirting board. If necessary, the drive must deviate by 90 °.

The motors and drive devices are below the platform level plane. The motors are preferably arranged inside the rail, through which the forces exerted by the panels of the flexible wall are also absorbed. If necessary, the drive must deviate by 90 °.

Both motor positions require the motors and drive elements to be as small as possible, that is, with the smallest possible volume (and weight) they provide the highest possible output. It is possible that the motor shaft and the axis of the drive rollers are on the same axis, or that the drive is angled by 90 ° (depending, among other things, on the width of the rail, that is, if this width it is sufficient for the motor and, if necessary, the gear and the rollers).

The adjustability of the system according to the present invention is important. Preferably, the rails embedded in the concrete or cemented against a concrete structure have coatings. It should be possible to introduce the forces generated within the underlying constructive structure. The adjustment is carried out at least once, that is, during assembly, but preferably it is also reviewable and resettable.

As already mentioned above, there are a number of subway systems and suburban trains, in which the diversity of the door positions is so great that nowhere can structural restraints be available. At the same time, it is often the case that the operator wishes to keep the traffic of the different trains on a platform edge, for example, for reasons of investment time for the rolling stock or for other reasons (mix of suburban trains with central travel trains with several doors). Examples of such situations are the subway in Munich, the Metro in Santiago de Chile, the RER in Paris, the Sydney including the "interurban train", etc. With the system according to the present invention, which offers high flexibility even in the representation of the door openings in a barrier and at the same time with medium height barrier elements, these transport systems can also be serviced, in which conventional door systems can not be used, in In particular, the system according to the present invention is also suitable for situations in which the access zone has no ceiling at all, as is the case, for example, in the stations or surface stops.

Figure 9 shows an embodiment of the present invention in a top view, which allows a flush disposition of the barrier elements 7 in closed position (in this case by way of example in five barrier elements shown in FIG. left side). Preferably, the surface flush arrangement occurs in the lane closest to the passengers (in this example below). In the figure, which by way of example shows the situation with the use of the system according to the present invention in a train station, the space of the lanes is arranged above and the access or waiting area of the passengers is arranged down. In this embodiment, the rails are designed in such a way that at least in partial zones the barrier elements 7 of a rail can move transversely thereto to another rail (and then laterally, as described above). The possible movements of two barrier elements 7 are indicated in the example with rectangular block arrows. For this purpose, for example, "maneuvering sites" 10 'can be provided in the lanes, in which the barrier elements 7 can be moved to another lane, the maneuvering sites 10' can be provided in a variable number and in different numbers. positions.

The barrier elements in this embodiment are preferably frameless glass elements.

The advantage of the superficially flush arrangement also consists in particular in that the barrier elements 7 in the closed arrangement, that is to say, for example, during the waiting time until the entry of a train into the station, can be used as an emergency device. display to show information to passengers, informative entertainment such as news, weather forecasts and also advertising. This can be done by means of "passive" display devices, that is to say that the barrier elements are provided for the projection of information about them Preferably, however, the display devices are of active type and in particular they are also made with lighting own, such as, for example, by LCD display screens TFT or (O) LED

During the entry of a train, informative entertainment displays can be maintained at least in the barrier elements that remain in place, or they can also be progressively disconnected in the direction of travel of the train (in this case from right to left). The disconnection may involve a change of the display devices to a transparent or opaque mode, as well as to a partially transparent or translucent mode.

During the final travel of the train to stop, in the positions of the doors of the train the corresponding barrier elements can be moved from the flush position towards the lane that is closest to the train. After this, the barrier elements can be moved as described above, that is, they can be moved along the rail to form the access openings corresponding to the train doors. Before the departure of the train, the access openings are closed again in the manner described above, at least by the longitudinal displacement of the open barrier elements. Simultaneously with this, or alternatively during or after the departure of the train, the barrier elements arranged in the rail closest to the train can again move in the transverse direction towards the rail closest to the platform, in order to restore the arrangement superficially flush.

The display devices can then be reused (entirely) for the display of information. In alternative embodiments, the display devices can be equipped with control elements, to control the display of information, for example, the change between news, route itineraries, departure times, among others.

In Fig. 10 a variation of the embodiment of Fig. 5 is shown, with which a superficially flush arrangement of the barrier elements in the closed arrangement is achieved, as described above. For this, the lower rollers 8 "are rotatably supported, ie they can rotate by 90 ° about a vertical axis, in which the position not yet rotated is shown on the rollers 8 'arranged above. In the maneuvering sites, the barrier elements can be moved transversely to the rails from one lane to another.To achieve this, the lower part or lane of the lane at least in the corresponding partial zones or in the maneuvering sites do not present any intermediate wall The rollers 8 located above the rails are optional.

In Fig. 11 a corresponding embodiment is shown which is appropriate for the embodiments of Figs. 9 and 10, and which is otherwise analogous to the embodiment of Fig. 4. The door spade 5 In this example only a short length is provided, in order to allow the displacement. Rollers 8 'cause an impression during longitudinal displacement that does not occur during transfer. The rollers 9 'are designed in a tilting manner, in order to support the barrier element and cause the transfer thereof. In this illustrated example, only the correspondingly oriented rollers 9 'are driven during the transfer in the direction transverse to the rail (ie perpendicular to the plane of the drawing).

In other embodiments, as an alternative to the rollers that can rotate by 90 °, a part of the rollers can be provided in a rolling manner in the longitudinal direction, while the other part of the rollers is provided in a rolling manner in the direction transversal (respectively referred to the edge of the access area). The rollers provided for the corresponding movement, for example, the transverse rollers for the "maneuvering" of the barrier elements or the longitudinal rollers for the displacement along the edge of the access area, can only be approximated for use at the corresponding guide surfaces which extend transverse and longitudinally, and otherwise remain remote from them.This does not interfere with the transverse movement to the respective rollers.For a preferably minimum distance from the guide surfaces, however, it is it ensures that the load absorption is also possible with the rollers that in this way "rotate freely", because only a small inclination of the barrier elements is allowed, before they are supported by the minimally spaced rollers.

Claims (15)

1. Flexible system of barriers and access openings guided on the ground for an access area for people, comprising: - at least two lanes (10), which can be arranged on the floor of the access area; - at least two barrier elements (6), which are guided in a displaceable manner in the rails (10), in such a way that they can be arranged in at least one closed arrangement, to form a barrier in the access zone; - at least one drive unit (16), which is designed to move at least one barrier element relative to the closed arrangement, to thereby produce at least one access opening in the barrier; Y - a control which is designed to control the drive unit (16) in such a way that the at least one access opening is formed at a defined location in the access area; characterized in that the at least one drive unit (16) is arranged - inside the lanes (10); or - at least partially below the floor of the access area. System according to claim 1, comprising at least two drive units (16), which are designed to move at least two mutually adjacent barrier elements (6) relative to the closed arrangement and to each other, wherein the control is designed to control the at least two drive units (16) in such a way that the at least one access opening is formed between the two adjacent barrier elements (6) at a defined site in the area of access and with a defined width. System according to one of claims 1 to 2, in which the barrier elements (6) are guided in each case in two rails (10). System according to one of claims 1 to 3, further comprising a cover (23), which is designed to close, at least in the steady state of the barrier elements (6), the rails (10) at least in the area of the at least one access opening, preferably in the entire exposed area. System according to claim 4, in which the closure comprises a flexible seal, a brush seal or a spring-suspended strip. System according to one of the claims 1 to 5, further comprising an adjustment device (12), which is designed to adjust the position of the rails (10) relative to the floor of the access area. System according to one of the preceding claims, in which the barrier elements (6) are guided with rollers (8, 9) in the rails (10). System according to claim 7, in which for each barrier element (7) there is arranged a first set of rollers (8) above the floor level of the access area, and at least one second set of rollers (8, 8 ', 8 ") is arranged below the floor level of the access area. System according to one of claims 1 to 8, in which the barrier elements (6) have a guided support in the rail and a plate element (7) attached thereto. System according to one of claims 1 to 9, in which the plate elements (7) are made with an alternating curved cross-section. System according to one of claims 1 to 10, in which the rails (10) follow the geometry of the access zone in a range of up to ~ maximum, both in the vertical as well as in the horizontal direction. System according to one of claims 1 to 11, in which the at least one drive unit (16) is designed to move at least one barrier element (6) longitudinally in the corresponding rail (10) . System according to one of claims 1 to 12, wherein - The barrier elements (6) at least in parts of the rails (10) are guided transversely displaceable with respect to these, in such a way that they can be arranged in the at least one closed arrangement in such a way that the elements barrier elements (6) are arranged flush in a first of the at least two lanes (10); wherein the drive unit (16) is designed to transfer the barrier elements (6) arranged in another lane transverse to this towards the first lane. System according to one of claims 1 to 13, in which at least one of the barrier elements (6) has a display device, which is designed to display information. System according to claim 14, wherein the display device has control elements for controlling the displayed information.