The present invention relates to a platform screen door system for railways stations, in particular metro railway stations.
In railway field, in particular in the field of metro trains, it is known equipping the station platforms with safety barriers, known as automated platform gates or platform screen door (PSD) systems, arranged close to the track and parallel thereto, in order to allow getting on and off the train coaches only when the trains are in the station. In this way, passenger access to the track is prevented when the train is not present or when such access is not desired, e.g. for safety reasons.
An example of such a screen door system is disclosed in JP 2000108889.
Such screen door systems are becoming more and more widespread because of the ever increasing number of accidents occurring to passengers in conventional railway stations, which often are not equipped with such safety screen door systems.
Two main problems are encountered when developing screen door systems of the above type. A first problem is preventing the screen door system from hindering, or even preventing passenger disembarkation from trains when the train stops at the station before or after the optimum stop line envisaged by the design. A second problem is dispensing, for reasons of cost and in order to avoid disruption to the station service, with modifying existing platforms when it is desired to install safety screen door systems in older stations that are not equipped with such systems.
According to the prior art, the first problem is solved in present screen door systems by providing pivoting doors, which can be manually opened by acting upon safety handles, between the sliding doors providing access to the coach during regular operation. In this way, if the train stops at an incorrect position, that is, before or after the optimum stop line envisaged by the design, train passengers can leave the coach through the emergency pivoting doors.
Such a solution has however the drawback that it demands manual opening of the pivoting doors by the passengers whenever the trains incorrectly stops.
Moreover, such a solution generally requires a complex supporting structure and is not suitable for use with reduced height screens, e.g. about 2 m high, i.e. screens that do not reach the station ceiling.
Thus, it is a first object of the invention to provide a platform screen door system for railway stations that allows access to the coaches even when the train has not stopped at the correct stop line envisaged by the design.
It is a second object of the invention to provide a system of the above kind, which can be readily installed, without structural interventions, in already existing railway stations.
It is a third object of the invention to provide a system of the above kind, which is easy to manufacture and consequently is reliable in operation and duration.
It is a fourth object of the invention to provide a system of the above kind, which can be quickly installed, without causing disruptions to the station service.
It is a further object of the invention to provide a system for checking the train stop position at a station, so as to allow automatic operation of the platform screen door system even if the train has stopped before or after the optimum stop line envisaged by the design, thereby dispensing with the need of an emergency manual opening of the doors by the passengers in case of too a high offset between the train doors and the platform screen doors.
The above and other objects are achieved by an access system for railway station platforms as claimed in the appended claims.
Advantageously, according to the invention, a screen door system is provided in which the gates between the uprights are equipped with sliding doors.
Advantageously, thanks to the solution according to the present invention, access systems for railway station platforms can be built that are suitable for lines in which “mixed” trains run, i.e. trains where the door pitch is different for different trains.
According to the invention it is possible to build screen door systems capable of correctly operating even if the train stops at a station at least about ±1000 mm before or after the optimum stop line.
Thanks also to the system according to the invention for checking the train stop position at a station, the need of an emergency manual opening of the screen doors by the passengers due to too a high offset between the train doors and the platform screen doors is advantageously dispensed with.
A further advantage of the invention is the possibility of building screen door systems with a reduced height, i.e. that do not reach the station ceiling, since they can be secured only to ground and do not require to be retained at their top.
Hereinafter, a non-limiting exemplary embodiment of the invention will be described with reference to the accompanying drawings, in which:
Referring to
Referring also to
Advantageously, according to the invention, a pair of sliding doors 15 are associated with each upright 13, possibly except the two uprights at the screen ends. The doors are preferably staggered, so that an access passageway P can always be defined between two consecutive uprights 13, by making one door 15 slide to the left and the other to the right relative to the associated upright 13.
To this aim, according to the invention, at least the adjacent doors, occupying adjacent gates between the uprights, are staggered, i.e. they slide in parallel, non-coinciding planes, so that two adjacent doors, occupying adjacent gates between the uprights, can slide relative to each other and at least partly overlap.
Moreover, still according to the invention, doors 15 can advantageously be displaced independently of each other, for instance by providing an independent motorised driving assembly for each door 15. In this manner, thanks to this arrangement, it is advantageously possible to compensate for stopping errors of train 111, by controlling the opening strokes of sliding doors 15 depending on the positions of train doors 113.
Turning to
Turning to
Advantageously, according to the invention, passageway P can be defined, along the gate between two uprights 13, in different positions depending on the position where train 111 stopped, in such a manner that said passageway P can always be lined up with the doors of train 111.
For instance, when train 111 has stopped before said correct stop line, passageway P is defined in a position shifted towards the side of train arrival along the gate between uprights 13. Conversely, when the train has stopped late, passageway P is defined in a position shifted towards the opposite side along the gate between uprights 13. Clearly, the more the train stop position is in advance or is late, respectively, relative to the optimum position, in which train doors 113 are positioned at the centre of the gate defined between two consecutive uprights 13, the greater the shift of passageway P towards the arrival side or the opposite departure side, up to a maximum determined by the maximum stroke of doors 15.
Turning to
The opposite situation is shown in
In conventional manner, the position where train 111 has stopped at the station is signalled by one or more sensors, e.g. optical or magnetic sensors, to a control unit. The signals coming from said sensors allow determining the amount of train offset relative to the optimum stop line and consequently defining passageways P in the screen according to the invention, thanks to the opening of doors 15, in the correct position, exactly in correspondence with train doors 113.
Referring to
The bottom ends of both rectilinear members 13a, 13b, which consist e.g. of metal sections, e.g. of steel or aluminium, with trapezoidal cross section, are further associated with a support plate 13d defining the supporting base of upright 13. The opposite end of upright 13 is associated with a U-shaped bracket 13e, defining the top end portion of upright 13 and keeping members 13a, 13b spaced apart.
The supporting base of upright 13 defined by plate 13d further comprises a pair of opposite rectilinear seats 13f, which have associated therewith respective guides 13g in the shape of an inverted T, intended to guide in the correct direction, along parallel planes, the sliding of sliding doors 15, which in turn are provided with a slot 15a along their bottom edges.
Said guides 13g shaped as an inverted T are for instance few centimeters long in order not to be of obstacle to transiting passengers and to limit the available stroke of doors 15.
In the alternative, said T-shaped guides extend over a greater length and can even occupy the whole gap between uprights 13. In that case, they will be preferably associated, on both sides, with an inclined footboard acting as a draft to prevent the guides from being of obstacle to passengers.
Advantageously, supporting base 13d can be secured, through screws or bolts or other known means, to the pavement of a railway station platform, even already existing, without need of carrying out modifications and, in particular, without need of lowering the level of the platform pavement.
Beam 17 is associated with the top ends of uprights 13 and it receives pulling mechanisms 19 of the sliding doors, which mechanisms can be made in different manners according to techniques known in the field.
Thanks to the arrangement of pulling mechanisms 19 of sliding doors 15 inside beam 17 positioned on top uprights 13, and consequently above the gates defined between uprights 13, screen 11 according to the invention can be installed on a conventional platform, even of an already existing station, without need of carrying out modifications to the platform, in particular without need of lowering the pavement level, e.g. for housing the door pulling mechanism.
In the illustrated embodiment, pulling mechanisms 19 of sliding doors 15 comprise, for each door 15, an electric motor 21, equipped with an output pinion 23, and a rack 25, which is associated with the upper side of door 15 and with which pinion 23 of motor 21 meshes.
Rotation of pinion 23 imparted by respective motor 21 causes pulling of rack 25 and door 15 associated therewith. Since a motor 21 is provided for each door 15, each door 15 can be displaced independently of the other doors thanks to an electronic control unit, not shown, controlling, based upon signals coming from sensors detecting the train stop position, the opening and closing movement of the doors by suitably energising the electric motors of screen 11.
Sliding doors 15 are further suspended to beam 17 through bogies 27 having wheels 29, which bogies are fastened to the top of doors 15 and roll in respective rails 31 provided in beam 17.
Turning back to
Doors 15 further comprise an electromagnetically operated locking device in order to lock the doors in closed position, that is, in the position corresponding to the configuration shown in
Thanks to the modular arrangement, it is possible to horizontally enlarge screen 11 according to the invention on an already operating platform in subsequent steps, while never completely stopping the station service.
Referring to
Said system for detecting the train stop position comprises a set of photocells A-Z installed in the station and a light K mounted on the train in such a manner that the photocells are actuated by said light K as the train passes.
Photocells A-Z are moreover associated with a data collection and processing unit CRT, in turn associated with a management interface MIP having a connection gate DCU.
In the illustrated example, the photocells are spaced apart by 100 mm and each said photocell A-Z identifies a specific train stop position relative to a 0 position, corresponding to the optimum stop line, according to the following plan:
A=0 position photocell
B=+100 mm position photocell
C=+200 mm position photocell
D=+300 mm position photocell
E=+400 mm position photocell
F=+500 mm position photocell
G=+600 mm position photocell
H=+700 mm position photocell
I=+800 mm position photocell
L=+900 mm position photocell
M=+1000 mm position photocell
N=−100 mm position photocell
O=−200 mm position photocell
P=−300 mm position photocell
Q=−400 mm position photocell
R=−500 mm position photocell
S=−600 mm position photocell
T=−700 mm position photocell
U=−800 mm position photocell
V=−900 mm position photocell
Z=−1000 mm position photocell
Said photocells A-Z can be mounted in a line on a support, which can for instance be associated with the wall of the platform screen centrally thereof or at the end corresponding to the side from which the train leaves the station.
Moreover, the size of light K is chosen so that it simultaneously illuminates two photocells.
According to the invention, when the train enters the station, the stop detection system is activated so that the light located on the train sequentially activates the photocells when intercepting them.
Referring to the diagram of
In such case, since two photocells are concerned, data collection unit CRT processes the train position and indicates that the train has stopped between −400 mm (photocell Q) and −500 mm (photocell R) relative to the zero position corresponding to the optimum stop line, that is the train has stopped at about −450 min.
Referring to the diagram of
In such case, since a single photocell is concerned, data collection unit CRT processes the train position and indicates that the train has stopped at −400 mm (photocell Q) relative to the zero position corresponding to the optimum stop line.
Referring to the diagram of
In such case, data collection unit CRT processes the train position and indicates that the train has stopped at 0 mm relative to the zero position corresponding to the optimum stop line.
Advantageously, according to the invention, the train stop detection system associated with the platform screen door system enables detecting the correct train stop position and defining corresponding passageways along the screen by suitably controlling the staggered sliding doors.
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TO2007A0396 | Jun 2007 | IT | national |
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PCT/IB2008/050428 | 2/6/2008 | WO | 00 | 12/4/2009 |
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WO2008/149246 | 12/11/2008 | WO | A |
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