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EP3194241B1 - Système de porte comprenant une unité de détection et un élément de communication - Google Patents

Système de porte comprenant une unité de détection et un élément de communication Download PDF

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Publication number
EP3194241B1
EP3194241B1 EP15767461.5A EP15767461A EP3194241B1 EP 3194241 B1 EP3194241 B1 EP 3194241B1 EP 15767461 A EP15767461 A EP 15767461A EP 3194241 B1 EP3194241 B1 EP 3194241B1
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EP
European Patent Office
Prior art keywords
door
sensor unit
passengers
information
passenger
Prior art date
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Active
Application number
EP15767461.5A
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German (de)
English (en)
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EP3194241C0 (fr
EP3194241A1 (fr
Inventor
Alfons Harding
Benjamin SCHEFFER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bode Die Tuer GmbH
Original Assignee
Bode Die Tuer GmbH
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Filing date
Publication date
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D19/00—Door arrangements specially adapted for rail vehicles
    • B61D19/02—Door arrangements specially adapted for rail vehicles for carriages
    • B61D19/026—Safety devices for preventing passengers from being injured by movements of doors or variations in air pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D19/00—Door arrangements specially adapted for rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/70—Power-operated mechanisms for wings with automatic actuation
    • E05F15/73—Power-operated mechanisms for wings with automatic actuation responsive to movement or presence of persons or objects
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/40—Safety devices, e.g. detection of obstructions or end positions
    • E05F15/42—Detection using safety edges
    • E05F15/43—Detection using safety edges responsive to disruption of energy beams, e.g. light or sound
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C9/00—Individual registration on entry or exit
    • G07C9/20—Individual registration on entry or exit involving the use of a pass
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/70—Power-operated mechanisms for wings with automatic actuation
    • E05F15/73—Power-operated mechanisms for wings with automatic actuation responsive to movement or presence of persons or objects
    • E05F2015/765—Power-operated mechanisms for wings with automatic actuation responsive to movement or presence of persons or objects using optical sensors
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
    • E05Y2400/10—Electronic control
    • E05Y2400/40—Control units therefor
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
    • E05Y2400/10—Electronic control
    • E05Y2400/44—Sensors not directly associated with the wing movement
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
    • E05Y2400/10—Electronic control
    • E05Y2400/45—Control modes
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
    • E05Y2400/10—Electronic control
    • E05Y2400/52—Safety arrangements associated with the wing motor
    • E05Y2400/53—Wing impact prevention or reduction
    • E05Y2400/54—Obstruction or resistance detection
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
    • E05Y2400/80—User interfaces
    • E05Y2400/85—User input means
    • E05Y2400/852—Sensors
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
    • E05Y2400/80—User interfaces
    • E05Y2400/85—User input means
    • E05Y2400/856—Actuation thereof
    • E05Y2400/858—Actuation thereof by body parts, e.g. by feet
    • E05Y2400/86—Actuation thereof by body parts, e.g. by feet by hand
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2900/00—Application of doors, windows, wings or fittings thereof
    • E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles

Definitions

  • the present invention relates to a door system for a public transport vehicle with at least one door opening and a door closing the door opening. Furthermore, the application relates to a method for monitoring and controlling such a door system.
  • Door systems are used particularly in rail and road vehicles, but also on boats and airplanes. Such door systems are monitored in many ways and controlled depending on a wide variety of conditions. On the one hand, the safety of passengers getting on and off must always be guaranteed, and on the other hand, doors or door leaves should open and close reliably and only under certain conditions. It must also be prevented that people or objects become trapped between two door leaves or a door leaf and a door frame.
  • door systems also includes access aids, such as sliding steps or steps. Their function and use must also be monitored and controlled, as there are, for example, obstacles on them that pose a danger to passengers. It must also be ensured that no people or objects are trapped between the boarding aid and the platform and that the boarding aid does not collide with people.
  • the sensors mentioned require numerous components, complex cabling and careful maintenance and repair.
  • the implementation of complete and satisfactory monitoring and control of a door system is therefore complex and involves relatively high costs.
  • a control device for a door system which monitors a door area with the help of sensors.
  • information about the area adjacent to the door system is used, for example the height of the platform in relation to the door or the distance of the platform from the door.
  • the US 2013/0125468 A1 also describes such a system in which dangerous situations are recognized with the help of current camera recordings of the door area and a comparison of the image data with stored image data.
  • the object of the invention is, on the one hand, to provide a door system in which the above-mentioned monitoring and control tasks can be solved with as little effort as possible. Installation, maintenance and servicing should be simple and possible at low cost. In particular, the number of components required should be reduced. On the other hand, the door system should be suitable for optimizing boarding and alighting processes and averting dangers for passengers at an early stage.
  • the object of the invention relates to providing a corresponding method for monitoring and controlling such a door system.
  • the object is achieved according to the invention by a door system with the features of the independent device claim and a method with the method steps of the independent method claim.
  • the passenger or entrance area is therefore detected or scanned three-dimensionally using a sensor unit inside and/or outside the vehicle.
  • This three-dimensional scanning can be carried out on the basis of known optical systems such as infrared sensors, infrared laser scanners or suitable camera systems with optical image data evaluation; scanning with ultrasound is also conceivable.
  • tests can then be carried out for possible collisions of the door and step systems with the surroundings or passengers.
  • Predefined points in the room can also be used as virtual buttons to control the door and step systems.
  • An essential aspect of the invention is that, according to the invention, the context-based information is output directly to the user concerned. Information is therefore given out where it is needed, for example at a specific door to a specific passenger. This prevents the affected passenger from feeling unaddressed due to generally formulated information that is displayed at all doors.
  • Context-based communication is particularly advantageous when certain potential dangers have been detected by the sensors. For example, if there is snow on a sliding step or there is a gap between the sliding step and the platform, according to the invention, exactly those passengers in the area of the corresponding door who are affected by the danger are informed. Communication can take the form of an announcement or an indication on a display on the corresponding door. The communication can be carried out by the driver himself, who has previously been made aware of the danger by the system, but according to the invention an automated announcement or display in the area of the corresponding door is also possible.
  • the sensor unit therefore determines a specific relevant state or corresponding data, passes this on to a computer unit, which then outputs context-based, locally relevant information.
  • context-based information means that it is not distributed automatically and across the board everywhere, but rather that it is based on the data determined by the sensor unit and is specifically adapted to the conditions on site.
  • the context-based information according to the invention therefore includes, on the one hand, the factual information content, for example a specific danger at a specific place or location, and on the other hand, the context decides which passenger or passengers are affected and who the information should reach. The latter in turn contains information about which door or doors the information is relevant and is issued on. Communication does not take place across the board at all doors.
  • the sensor unit is formed by a laser scanner unit which is arranged in the area of the door opening.
  • the laser scanner unit creates a type of point cloud, which is used to scan the passenger compartment in all three dimensions, i.e. in the x-direction, y-direction and Z-direction.
  • the laser scanner unit uses infrared light, which is not visible to the human eye.
  • a distance measurement is carried out, which is based on the so-called Time-Of-Flight (ToF) principle. This means that the laser scanner emits light pulses and measures the delay until the reflection of the corresponding light pulse arrives. The measured delay in reflection can be used to determine the distance between the scanned point and the sensor unit.
  • the distance measurement or monitoring of the passenger compartment is more precise the more scans are carried out per unit of time.
  • the sensor unit contains an evaluation unit with a computer/processor and suitable software.
  • the evaluation unit can also be arranged externally to the sensor unit, for example in the driver's compartment on a train.
  • the sensor unit should be arranged in such a way that the passenger compartment can be optimally scanned, i.e. no unwanted elements protrude into the beam paths. Although these can be ignored by the sensor unit, but cast a shadow.
  • the central position above the two door leaves on the outside of the vehicle, i.e. in the area of the abutting main closing edges, has proven to be particularly advantageous.
  • the point cloud is radiated downwards from this upper position.
  • mounting the sensor unit in the middle above the door is particularly favorable, since the passenger compartment can then be optimally scanned.
  • an arrangement to the side next to and above the door has proven to be particularly advantageous because, with the central arrangement, the support arms of the door would restrict the view of the laser scanner.
  • an area can be defined at any point in which, for example, a passenger's hand movement can be evaluated as pressing a button. If a passenger's hand moves at the location of the virtual button in the direction of, for example, a sticker or a marking on or next to the door of a door wing, the sensor unit detects this and triggers an opening or closing signal for the doors.
  • an object is held in the point cloud at the desired location where the virtual button is to be created. If the object is held still long enough and only this one object is recognizable to the laser scanner, the center of the object is determined, the position of which is then used as the center for the virtual button. Since the speed of elements is also measured during this calibration, objects that are too fast in this area are not accepted. In the next step, a radius is defined around this center, which allows the size of the virtual button to be determined. If this virtual button is activated, the distance of all scanned objects that are detected within the passenger compartment to the center of the virtual button is determined.
  • the virtual button is considered activated.
  • the area of the point cloud that is closest to the door opening is used for detection and activation. This ensures that only movements that are up to very close to the door or vehicle wall. Ideally, passengers have to touch the sticker or marking to activate the button.
  • buttons can be positioned and set up anywhere. No additional wiring is necessary and changes to the vehicle or position can be made at any time. It is still possible without any problems and involves only insignificant additional costs to provide several buttons in a door system. It is conceivable, for example, to additionally set up buttons for children or wheelchair users.
  • the entire environment visible to the laser unit or laser scanner is scanned and saved taking tolerances into account.
  • the dimension of the door portal is integrated into the calibration in order to be able to hide relevant objects beyond the door. Calibration then makes it possible to adapt to different environments such as different platform heights or given obstacles.
  • the sensor unit easily detects additional objects or elements within the monitored passenger compartment.
  • the sensor unit is coupled to the control of the door or door leaf and is able to read out the current door or door leaf position.
  • the information is used to monitor the space between the door leaves; the wider environment can be ignored for this application. If there is only one door, the area immediately inside the door frame or the gap between the main closing edge and the door frame is monitored.
  • the essential aspect of the invention is that communication with passengers is always possible.
  • the sensor unit uses the measurement results not only to control the doors, but according to the invention the measurement results can also be used for direct communication with the passengers. For example, passengers can be asked to change their position, find another car or vehicle or even take objects out of danger areas. Corresponding instructions or information to passengers can be issued automatically by the door system itself, but they can also be given by a driver of the vehicle or an external control center.
  • information is automatically generated when certain measurement results are available. For example, if a person is in the closing or opening area of a door or a door leaf, according to the invention information can be provided automatically, for example in the form of an announcement via a loudspeaker, asking the person to leave the danger area.
  • Loudspeakers, monitors or lamps are particularly suitable as communication elements. Only a single communication element can be provided, but alternatively different or several identical means of communication can also be used. In a particularly simple variant, for example, a light source can use the colors red and green to signal whether a door will be opened or not. For more extensive information, speakers or monitors are more suitable.
  • the communication elements are preferably arranged directly in the area of the door opening.
  • the virtual button can be covered by larger objects, particularly at busy train stations, and therefore cannot be used.
  • the sensor unit takes this case into account and, according to the invention, a warning is issued via the communication element. This warning can be sent to the directly affected passenger at the corresponding door, for example via loudspeakers, or initially to the train or vehicle driver, who then passes this information on to the passenger if necessary.
  • the invention provides that the relevant area within the moving door is also monitored by the sensor unit.
  • a signal is generated which can be used, for example, to stop or reverse the door or door leaf.
  • the signal can only inform those passengers who are affected. For example, a loudspeaker announcement can be made at the door that is being stopped or reversed. There are no announcements or notices at the other doors.
  • the door system and method according to the invention is also used according to the invention to detect extremities and their position and speed.
  • a movement speed in the direction of the door opening or away from the door opening can be determined. From this data, immediate conclusions can be drawn about a passenger's intention, for example a request for opening or access.
  • a door can be locked or opened to direct the flow of passengers in one direction. For example, if a passenger has passed the door in the permitted direction of movement and no other passenger is following behind, the door can be closed directly to prevent the door from passing in the opposite, wrong direction complicate. If a passenger moves towards the door in the wrong direction, if no one is in the area of the moving door or wants to get out, it can be closed more quickly if necessary and advantageously depending on the distance and speed of the passenger in order to allow use in the wrong direction.
  • a space in front of the door opening is advantageously monitored, which can extend, for example, up to 10 m, preferably 2 to 5 m, from the door in the direction of the platform or the street. Passengers are therefore recognized early on and a timely reaction can be made.
  • Scanning the passenger compartment makes it possible to provide the passenger with context-based information or to warn them of potentially dangerous situations. For example, if a passenger leans against the door or a door leaf from the inside while it is about to be opened, this passenger can be warned in advance. The same applies to a disturbing object leaning against the door. The door can remain blocked from opening until the potential danger has been eliminated. Here too, specific information can be sent to passengers in the area of this door or object.
  • a significant advantage for the applications mentioned is, in particular, that a passenger does not have to have contact with a moving door in order to interrupt the opening or closing process and/or initiate a reversing door.
  • the main closing edge With conventional sensors that are arranged in the main closing edge, the main closing edge must be touched by the passenger, if necessary even pressed in, so that a signal is generated. Such contact is often perceived as unpleasant and can, in particular, dirty the passenger's clothing.
  • the design of the door system according to the invention or the process according to the invention for monitoring the passenger compartment enable further advantageous monitoring and control options. For example, if a door is marked as "defective" and a passenger approaches such a door, he or she can be informed of the status of the door via the means of communication, for example the loudspeaker. This is advantageous because passengers are known to often overlook defect notices in the form of stickers or only notice them when the door does not work. Driving can also be accelerated and made easier if passengers who prevent a door from closing by standing too close to the door are asked to step back before the door is closed. In sensor systems according to the state of the art, the passengers are only prompted by the driver of the vehicle when he notices a malfunction in the door, for example if it cannot be closed. Such a failed attempt can be avoided by detecting the position of the passengers beforehand.
  • the passenger can be informed about the result via the means of communication and, for example, receive an indication of which alternative boarding option he can choose.
  • the use of three-dimensional scanning on the outside of the vehicle can be used to detect and report a blanket of snow that has formed, for example when you step on it. Passengers can be made immediately aware of the impending danger via the communication elements.
  • the distance between the door opening and a platform in order to optimally extend the step or boarding aid. This is particularly advantageous if the distances between the door opening and the platform differ from station to station. Corresponding sensors on the boarding aids themselves can therefore be dispensed with. For example, if a gap remains between the boarding aid and the platform despite the sliding step being fully extended, passengers can be informed of this immediately via the communication elements. This information can also be automatically output by the system itself if the corresponding measurement results are available.
  • FIGs 1 and 2 show a greatly simplified schematic representation of a door system 20 for a vehicle 42 (see Figure 5) of public transport. This points one in the Figures 1 and 2 unrecognizable door opening 44, which in the exemplary embodiment shown can be closed by a door formed from two door leaves 22.
  • An access aid 24 is arranged below the door and is intended to make it easier to get in and out of the vehicle 42. This access aid 24 can be designed, for example, as an extendable step or step plate.
  • Both figures also show a sensor unit 26. This is arranged centrally above the door leaves 22 on the outside of the vehicle 42. On the inside of the vehicle 42, however, the sensor unit 26 is positioned laterally above the two door leaves 22, since otherwise support arms not shown would possibly restrict the view of the sensor unit 26. Basically The sensor unit 26 can be arranged at any suitable position depending on the type of sensor.
  • the sensor unit 26 generates a point cloud within the passenger compartment to be monitored, via which the passenger compartment is scanned.
  • the sensor unit 26 can, for example, have an optical sensor, preferably a laser, in particular an infrared laser.
  • the sensor unit 26 also has an evaluation unit, not shown, for evaluating the measured data. This can be integrated into the sensor unit or arranged externally.
  • Figures 1 and 2 symbolically different variants of communication means, namely a loudspeaker 50, a monitor 52 and a light source 54, all of which are arranged in the area of the door opening 44.
  • Figure 3 illustrates the use of the door system 20 according to the invention to create a virtual button 36.
  • a virtual button 36 simulates an otherwise wired, real button.
  • a sticker or a corresponding symbol painting can be provided in the door area.
  • an object is held in the point cloud at the desired position of the virtual button 36. If it is held still long enough, its position can be used as the center point 38 for the virtual button 36.
  • a radius 40 is defined and stored in the associated evaluation software. For example, if a passenger's hand approaches the virtual button 36 through the point cloud within the defined radius 40, this movement is interpreted as the passenger's wish to trigger. As an alternative to the passenger's hand, any object in this area is recognized and taken into account.
  • FIG. 4 illustrates another example of the use of the door system 20 according to the invention.
  • An indicated vehicle 42 with a door opening 44 can be seen.
  • a first Point cloud area P1 monitors a space between the two door leaves 22 and is limited to this; it ignores the wider environment.
  • a second point cloud area P2 scans the space immediately in front of the two door leaves 22 and is spread out a little further so that it overlaps in extent with the door leaves 22. If there is now an obstacle in the monitored or scanned rooms, it is reliably detected and closing or moving of the door can be interrupted; if necessary, the door is automatically reversed.
  • the point cloud area P1 thus monitors a space between the main closing edges 46 of the two door leaves 22.
  • the same principle can be used for a single-leaf door; the space between the main closing edge 46 of the single door and the door frame is monitored.
  • the invention is not limited to the exemplary embodiments described and shown; rather, other possible uses of the door system 20 according to the invention are also possible. Communication with passengers can take place not only via loudspeakers, but also via monitors or other visual signals, such as warning lights. Instead of door openings 44, passages or windows can of course also be monitored using the method described.
  • the invention is also suitable in conjunction with other sensor elements, for example ultrasonic sensors.
  • the sensor unit 26 can be designed and aligned in such a way that not only the passenger compartment is monitored directly in the area of the door opening, but, for example, a significantly larger space on the outside of the vehicle 42 is included in the monitoring. This makes it possible to recognize flows of people and their direction at an early stage and to react to them by opening or closing doors.
  • the passenger compartment can only be monitored outside, only inside and preferably on both sides of the door.
  • the sensor unit 26 or the associated evaluation unit is connected to an external display device.
  • This can be provided, for example, by the driver or in a control center, preferably in the train station or near a stop. The results of the scanning by the sensor unit 26 can then be evaluated and further processed there.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Power-Operated Mechanisms For Wings (AREA)
  • Lock And Its Accessories (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Claims (12)

  1. Système de portière (20) pour un véhicule (42) du transport public de passagers, pourvu d'une unité de capteurs (26), d'au moins une ouverture (44) de portière et d'une portière fermant l'ouverture (44) de portière et d'au moins un élément de communication pour une communication contextuelle sous la forme d'instructions ou d'informations adressées aux passagers sur la base de résultats de mesure de l'unité de capteurs (26), les instructions ou informations provenant du système de portière et étant générées en présence de certains résultats de mesure, la communication étant effectuée automatiquement par le système de portière (20) proprement dit et l'unité de capteurs (26) étant réalisée et configurée de sorte à balayer sans contact, de manière tridimensionnelle un espace passagers dans la zone de l'ouverture (44) de portière, pour déterminer des distances, des formes à l'intérieur de l'espace passagers,
    caractérisé en ce que l'unité de capteurs (26) est réalisée et configurée pour déterminer
    - la vitesse de déplacement et la direction de déplacement de passagers,
    - la position et la vitesse d'extrémités des passagers,
    - la vitesse de déplacement et la direction de déplacement d'objets supplémentaires,
    pour superviser un espace entre les battants de portière (22) ou la zone directement intérieure à un cadre de portière, entre une arête de fermeture principale de la portière et le cadre de portière, l'unité de capteurs (26) étant connectée avec le système de commande de la portière ou des battants de portière (22) et réalisée et configurée de sorte à être en mesure de lire chaque fois la position actuelle de la portière ou la position actuelle des battants de portière.
  2. Système de portière (20) selon la revendication 1, caractérisé en ce que l'unité de capteurs (26) procède à des mesures de la distance sur la base d'un nuage de points émis, consistant à évaluer la temporisation d'une réflexion d'une impulsion.
  3. Système de portière (20) selon la revendication 1 ou la revendication 2, caractérisé en ce que l'unité de capteurs (26) comprend un capteur optique.
  4. Système de portière (20) selon la revendication 1 ou la revendication 2, caractérisé en ce que l'unité de capteurs (26) comporte une unité d'évaluation.
  5. Système de portière (20) selon l'une quelconque des revendications 2 à 4, caractérisé en ce que l'unité de capteurs (26) comporte une unité de scanner laser.
  6. Système de portière (20) selon l'une quelconque des revendications 1 à 5, caractérisé en ce que l'espace passagers comprend un espace intérieur du véhicule (42) et/ou un espace extérieur hors du véhicule (42).
  7. Système de portière (20) selon l'une quelconque des revendications 1 à 6, caractérisé en ce que l'unité de capteurs (26) est constituée et orientée de telle sorte qu'à l'extérieur du véhicule soit balayé additionnellement un espace qui, à partir de l'ouverture (44) de portière s'étend jusqu'à 5 m, de préférence 2 m en éloignement de celle-ci.
  8. Système de portière (20) selon l'une quelconque des revendications 1 à 7, caractérisé en ce qu'un espace à travers lequel la portière ou les battants (22) de portière se déplacent est supervisé par l'unité de capteurs (26), pour la prévention de blessures, une ouverture de la portière ou des battants (22) de portière étant interrompue lorsqu'un obstacle se trouve dans ledit espace.
  9. Système de portière (20) selon l'une quelconque des revendications 1 à 8, caractérisé en ce que l'élément de communication est réalisé sous la forme d'un haut-parleur (50) dans la zone de la portière.
  10. Système de portière (20) selon l'une quelconque des revendications 1 à 9, caractérisé en ce que l'élément de communication est réalisé sous la forme d'un moniteur (52) dans la zone de la portière.
  11. Système de portière (20) selon l'une quelconque des revendications 1 à 10, caractérisé en ce que l'élément de communication est réalisé sous la forme d'un moyen lumineux (54) dans la zone de la portière.
  12. Procédé, destiné à superviser et à commander un système de portières (20) d'un véhicule (42) du transport public de passagers, comprenant les étapes de procédé consistant dans :
    - le balayage tridimensionnel sans contact d'un espace passagers dans la zone d'une ouverture (44) de portière à l'aide d'une unité de capteurs (26),
    - la détermination
    - de distances, de formes, ainsi que de la vitesse de déplacement et de la direction de déplacement de passagers,
    - de la position et de la vitesse d'extrémités des passagers,
    - de la vitesse de déplacement et de la direction de déplacement d'objets additionnels
    par évaluation des résultats du balayage tridimensionnel sans contact,
    - la lecture d'une position actuelle de la portière ou d'une position actuelle des battants de portière à partir du système de commande de la portière ou des battants (22) de portière par l'unité de capteurs (26), pour superviser un espace entre les battants de portière (22) ou de la zone directement intérieure à un cadre de portière, entre une arête de fermeture principale de la portière et le cadre de portière,
    - l'édition d'au moins une information contextuelle du groupe suivant par le système de portière proprement dit sous la forme d'instructions ou d'informations adressées aux passagers, l'information étant basée sur des résultats de mesure de l'unité de capteurs (26) et sur la position actuelle de la portière ou des battants de portière et
    - des passagers entrants et sortants étant déterminés et comptés et une information étant donnée aux passagers, qui est basée sur le taux de remplissage du véhicule, ou
    - l'unité de capteurs (26) balayant l'équipement d'accessibilité (24), lorsque des obstacles, comme par exemple une couche de neige ou de glace sont déterminés, une information correspondante étant donnée aux passagers ou
    - l'unité de capteurs (26) déterminant si un objet, notamment un passager s'adosse à la portière ou à un battant de portière, alors que celle-ci ou celui-ci devrait être ouvert(e) et si nécessaire, une information correspondante étant donnée aux passagers, la portière restant bloquée à l'ouverture jusqu'à ce qu'il soit remédié au danger potentiel ou
    - l'unité de capteurs (26) déterminant si un objet, notamment un passager à l'extérieur est trop proche d'une portière pivotante, un objet, notamment un passager s'adosse à la portière ou à un battant de portière, alors que celle-ci ou celui-ci devrait être ouvert(e) et si nécessaire, une information correspondante étant donnée aux passagers, la portière restant bloquée à l'ouverture jusqu'à ce qu'il soit remédié au danger potentiel ou
    - l'unité de capteurs (26) déterminant si des passagers se rapprochent d'une portière qui est identifiée comme étant défectueuse et si nécessaire, une information correspondante étant donnée aux passagers ou
    - l'unité de capteurs (26) déterminant si des passagers empêchent la fermeture d'une portière en étant trop proches de ladite portière et si nécessaire, une information correspondante étant donnée aux passagers, déjà avant la fermeture de la portière ou
    - l'unité de capteurs (26) déterminant si des passagers transportent une bicyclette, un rapprochement avec des informations sur le véhicule concerné ayant lieu pour rechercher si une place de dépose de bicyclette est disponible dans ledit véhicule et si ce n'est pas le cas, une information correspondante étant donnée aux passagers, ou
    - l'unité de capteurs (26) déterminant la position et la vitesse d'extrémités et en tirant des conclusions sur les intentions d'un passager.
EP15767461.5A 2014-09-19 2015-09-21 Système de porte comprenant une unité de détection et un élément de communication Active EP3194241B1 (fr)

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DE102014113569.5A DE102014113569B4 (de) 2014-09-19 2014-09-19 Türsystem mit Sensoreinheit und Kommunikationselement
PCT/EP2015/071581 WO2016042168A1 (fr) 2014-09-19 2015-09-21 Système de porte comprenant une unité de détection et un élément de communication

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DE102014113569B4 (de) 2018-05-03
EA201700148A1 (ru) 2017-08-31
KR20170069215A (ko) 2017-06-20
CN107000772A (zh) 2017-08-01
MX2017003400A (es) 2017-08-28
EA033380B1 (ru) 2019-10-31
EP3194241C0 (fr) 2024-03-27
JP2017536277A (ja) 2017-12-07
EP3194241A1 (fr) 2017-07-26
BR112017005309A2 (pt) 2017-12-19
US20170306685A1 (en) 2017-10-26
DE102014113569A1 (de) 2016-03-24
WO2016042168A1 (fr) 2016-03-24
US10370888B2 (en) 2019-08-06

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