SYSTEM FOR MANAGING THE MOVEMENT OF A TRANSPORT VEHICLE NEAR A PLATFORM FACADE, PLATFORM FA?ADE, AND CORRESPONDING IMPLEMENTATION METHOD

Abstract

This management system comprises at least one detection unit (1-4) which includes an identification module (10-40) of untimely presence between the facade and the vehicle, a departure authorization module (60) and control means (50) configured to activate this authorization module. According to the invention, each detection unit further comprises a module for determining (15-45) an instantaneous distance (Dinst) separating the walls (104, 280) of the facade and the vehicle, while the control means are configured to activate the authorization module without however activating the presence identification module (10-40), if the distance (Dinst) is less than a predetermined threshold (Ds).

Claims

1. A management system (I), making it possible to manage movement of a transport vehicle (200) near a platform facade (100), the management system comprising: at least one detection unit (1-4), each of which comprises a presence identification module (10-40), capable of identifying a possible untimely presence between said platform facade and said transport vehicle, each detection unit further comprising a distance determination module (15-45), capable of determining an instantaneous distance (Dinst), at a level of a reference plane (Pref), said instantaneous distance separating facing walls (104, 280) belonging respectively to said facade and said vehicle, a departure authorization module (60), capable of authorizing a departure of a train, and control means (50) which are configured to activate the departure authorization module, wherein the control means are configured to directly activate the departure authorization module without activation of the presence identification module (10-40) if the distance determination module (15-45) of each of said detection units determines the instantaneous distance (Dinst) is less than a threshold distance (Ds) having a predetermined value.

2. The management system of claim 1, in which each distance determination module (15-45) comprises at least one measuring sensor (17) capable of measuring a measured distance (Dmes) between said facing walls (104, 280) at a level of a measurement plane (Pmes) possibly different from the reference plane.

3. The management system of claim 2, in which the sensor (17) is a laser remote sensor.

4. The management system of claim 2, in which each distance determination module (15-45) comprises a calculation module (55) capable of calculating the instantaneous distance (Dinst) from the measured distance (Dmes) provided by the sensor.

5. A platform facade (100) comprising: a chassis (102), at least one opening (115-145) provided in the chassis, at least one landing door (110-140) each of which is movable between a closing configuration in which it prevents passage through the opening, as well as an access configuration in which it allows said passage, and a management system (I) according to claim 1, wherein the at least one landing door is equipped with a respective detection unit (1-4) belonging to the management system (I).

6. The platform facade of claim 5, wherein each distance determination module comprises at least one measuring sensor (17) capable of measuring a measured distance (Dmes) between said facing walls (104, 280) at a level of a measurement plane (Pmes) possibly different from the reference plane, in which each measurement measuring sensor (17) is placed above the reference plane (Pref).

7. The platform facade of claim 6, in which a beam (18) of each measuring sensor (17) extends substantially horizontally in service.

8. The platform facade of claim 5, in which the presence identification module (10) comprises at least one identification sensor (12) fixed on the platform facade projecting relative to the chassis towards a track, a beam (13) of each identification sensor extending substantially vertically in service.

9. A method for implementing a management system according to claim 1, the method comprising: for at least one landing door on the platform facade, determining the instantaneous distance (Dinst) at the level of the reference plane (Pref), separating the facing walls (104, 280) belonging respectively to the platform facade (100) and to the transport vehicle (200), which is stopped facing said platform fa?ade; comparing each instantaneous distance (Dinst) with the threshold distance (Ds); and if each instantaneous distance is less than the threshold distance, directly activating the departure authorization module (60) without activating the presence identification module (10).

10. The method of Method according to claim 9, further comprising: measuring a measured distance (Dmes) at the level of a measurement plane (Pmes) distinct from the reference plane (Pref), and determining the instantaneous distance (Dinst) by calculation at from the measured distance.

11. The method of claim 10 in which, if each instantaneous distance is less than the threshold distance for a first group of landing doors, while each instantaneous distance is greater than the threshold distance for a second group of landing doors, activating the presence identification module (10) for the second group, but not for the first group.

12. The method of claim 9, in which the threshold distance (Ds) is between 100 and 400 mm.

13. The management system of claim 2, wherein the at least one measuring sensor is a first measuring sensor, further comprising a second measuring sensor, wherein the first measuring sensor and the second measuring sensor are placed in immediate proximity on either side of a landing door on the platform facade.

14. The platform facade of claim 6, in which the presence identification module (10) comprises at least one identification sensor (12) fixed on the platform facade projecting relative to the chassis towards a track, a beam (13) of each identification sensor extending substantially vertically in service.

15. A method for implementing a management system according to claim 4, the method comprising: for at least one landing door on the platform facade, determining the instantaneous distance (Dinst) at the level of the reference plane (Pref), separating the facing walls (104, 280) belonging respectively to the platform facade (100) and to the transport vehicle (200), which is stopped facing said platform fa?ade; comparing each instantaneous distance (Dinst) with the threshold distance (Ds); and if each instantaneous distance is less than the threshold distance, directly activating the departure authorization module (60) without activating the presence identification module (10).

16. The method of claim 15, further comprising: measuring a measured distance (Dmes) at the level of a measurement plane (Pmes) distinct from the reference plane (Pref), and determining the instantaneous distance (Dinst) by calculation at from the measured distance.

17. The method of claim 16 in which, if each instantaneous distance is less than the threshold distance for a first group of landing doors, while each instantaneous distance is greater than the threshold distance for a second group of landing doors, activating the presence identification module (10) for the second group, but not for the first group.

Description

DESCRIPTION OF FIGURES

[0048] The invention will be described below, with reference to the appended drawings, given solely as non-limiting examples, in which:

[0049] FIG. 1 is a front view, illustrating a platform facade capable of being equipped by means of a system according to the invention, ensuring the management of the movement of a transport vehicle along this platform facade.

[0050] FIG. 2 is a front view, schematically illustrating a transport vehicle capable of stopping along the platform facade of FIG. 1.

[0051] FIG. 3 is a front view, on a larger scale, illustrating a landing door belonging to the platform facade of FIG. 1, as well as a detection unit associated with this landing door, this detection unit belonging to the management system of FIG. 1.

[0052] FIG. 4 is a side view, illustrating the landing door and the detection unit of FIG. 3, as well as a transport vehicle placed opposite them.

[0053] FIG. 5 is a front view, schematically illustrating both several landing doors of the platform facade as well as different components of the management system according to the invention.

[0054] FIG. 6 is a logical diagram, illustrating different stages of a process for implementing the management system according to the invention.

[0055] FIG. 7 is a side view, similar to FIG. 4, illustrating the transport vehicle of this FIG. 4 in a first configuration.

[0056] FIG. 8 is a side view, similar to FIG. 7, illustrating the transport vehicle of this FIG. 7 in a configuration different from that of FIG. 7.

[0057] FIG. 9 is a side view, similar to FIGS. 7 and 8, illustrating the transport vehicle of these FIGS. 7 and 8 in a configuration even different from those of FIGS. 7 and 8.

[0058] FIG. 10 is a side view, similar to FIG. 7, illustrating the landing door and the detection unit of FIG. 7, as well as a transport vehicle different from that of FIG. 7.

[0059] FIG. 11 is a side view, similar to FIG. 10, illustrating the transport vehicle of this FIG. 10 in a configuration different from that of FIG. 10.

[0060] FIG. 12 is a side view, similar to FIGS. 7 and 10, illustrating the landing door and the detection unit of these FIGS. 7 and 10, as well as a transport vehicle still different from that of FIGS. 7 and 10.

DETAILED DESCRIPTION

[0061] FIG. 1 illustrates, schematically and partially, a platform facade 100 capable of being equipped by means of a management system I in accordance with the invention, which will be described in detail below. This platform facade firstly comprises a chassis 102, produced in the form of a screen that is most often transparent and translucent. This chassis is fixed, by any appropriate means of a type known per se, on a platform 1000 extending along a traffic track for a transport vehicle. With particular reference to FIGS. 2 and 4, this traffic track is for example formed by rails 2000 which are shown very schematically. In FIG. 4 we note 104 the exterior wall, that is to say facing the track, belonging to the platform facade.

[0062] The platform facade is equipped with classic landing doors, which are generally provided in a number of between six and twenty. In FIG. 1 only the end landing doors 110 and 120, as well as 130 and 140, are shown. The aforementioned chassis 102 constitutes the frame for each of these landing doors, while their opening is formed by at least one leaf, in the illustrated example two leaves whose facing edges are marked by dotted lines. In a manner known per se, the leaves are movable between a so-called access position, in which they allow passage through openings 115 to 145 provided in the chassis, as well as a so-called closing position in which they prohibit the aforementioned passage.

[0063] The transport vehicle 200, the movement of which can be managed thanks to the system I according to the invention, is illustrated in FIGS. 2 and 4. It comprises in a manner known per se at least one and, in the example illustrated, several cars, among which only those at the end 201 and 204 are shown in FIG. 2. Furthermore, FIG. 4 illustrates more specifically the car 201, it being understood that the other cars have a similar structure. Each car comprises a body 250, which rests on wheels 270 supporting suspensions 290 and 292 visible in particular in FIG. 9. Reference number 280 designates the side wall or flank of the body, which is turned towards the platform facade, reference number 282 the opposite side wall, as well as reference number 284 its roof.

[0064] Each car of the transport vehicle is also equipped with at least one and, in general, typically several doors allowing users to get into and out of the vehicle. In the following, to avoid confusion with the expression landing doors belonging to the platform facade, these doors will be called vehicle doors. In FIG. 2, analogously to FIG. 1, only the end doors 210 and 220, as well as 230 and 240, belonging to the transport vehicle 200 are illustrated. These doors can be of any type known per se, in particular with two leaves whose facing edges are shown by dotted lines in FIG. 2.

[0065] Conventionally, the total number of vehicle doors 210 to 240 is less than or equal to the total number of landing doors 110 to 140. In this way, each vehicle door can be associated with a landing door which guarantees the safety of user access. However, it can be expected that vehicles have a number of doors less than the number of landing doors, so that certain landing doors are not used when stopping this vehicle. Typically, the width of landing doors is slightly greater than that of vehicle doors, with a difference between these widths which is typically between 200 and 400 mm. This makes it possible to take into account possible variations in the positioning of vehicles when they stop at a station.

[0066] The system I according to the invention, making it possible to measure/manage the distance between the transport vehicle 200 and the platform facade 100, will now be described. This system I firstly comprises a plurality of detection units, each of which advantageously equips a respective landing door. In the figures, only the detection units 1 to 4, fitted to the end landing doors 110 to 140, are illustrated. We will describe one of its detection units in more detail, it being understood that the others 2 to 4 have a similar structure. For each detection unit 2 to 4, the constituent elements similar to those of unit 1 are assigned the same reference numbers, increased respectively by the numbers 10, 20 and 30.

[0067] With reference to FIGS. 3 and 4, the detection unit 1 firstly comprises a module 10 which is called presence identification. As shown in FIG. 5, the different modules 10 to 40 are connected to a general control board 50, via respective lines 11 to 41. This presence identification module 10, of conventional type, comprises a plurality of sensors 12 which are fixed, by any appropriate means, on a canopy 150. The latter projects, from the top of the chassis 102, towards the traffic lane 2000.

[0068] In the present embodiment, each sensor 12 is of the laser remote sensing or LIDAR type according to the explanation given above. In general, other types of sensors can be provided to ensure the desired function.

[0069] As shown in particular in FIGS. 3 and 4, the different beams 13 of the sensors 12 are directed in a substantially vertical manner, having the shape of a cone flared downwards. This means that these beams are either strictly vertical or form a slight angle with the vertical. This angle is for example less than 20?, typically being close to 10?.

[0070] The aforementioned beams 13 are capable of covering most of the surface of the GAP space, located between the facing doors belonging respectively to the platform facade and to the vehicle. The arrangement of the sensors 12 and their beams 13, as described above, is for example consistent with that of the facades equipping the platforms of line 4 of the Paris metro.

[0071] In accordance with the invention, the detection unit 1 further comprises an additional module 15, which is called a distance determination module. This module firstly comprises at least one distance measuring sensor 17, fixed on the chassis 102 of the landing door by any appropriate means. Advantageously, as shown in particular in FIG. 3, two identical sensors 17 are provided on either side of the opening in the landing door. As shown in FIG. 5, the different sensors 17 to 47 are connected to the control board 50, via respective lines 16 to 46.

[0072] These sensors 17 are intended to measure the distance, separating the facing walls 104 and 280 belonging respectively to the platform facade 100 and to the vehicle 200. To ensure this function, the sensors 17 can be similar to those 12 above, in particularly of the laser or LIDAR remote sensing type. As shown in particular in FIGS. 3 and 4, the beam 18 of each sensor 17 is directed in a substantially horizontal manner, having the shape of a flared cone towards the body 250 of the vehicle. This means that this beam 18 is directed, either strictly horizontally, or by forming an angle of a few degrees with the horizontal, this angle typically corresponding to the transverse inclination of the track.

[0073] According to the invention it is a question of determining the so-called instantaneous distance Dinst separating, at the time of stopping at the vehicle station, the aforementioned walls at the level of a so-called reference plane Pref. The latter is located at a so-called reference height Href (see in particular FIG. 4), which is typically close to 1 meter. According to a first possibility not shown in the figures, each sensor 17 is fixed on the platform facade, at the height of this reference plane. This allows a so-called direct determination, since the value given by each sensor corresponds to the desired distance Dinst. However, such a solution is likely to bring problems, first of all in terms of integration. Furthermore, such positioning of sensors can cause unwanted interactions with passengers, in particular damage.

[0074] Under these conditions, it is preferred to fix the sensors 17 on the upper part of the chassis 102, at a so-called measurement height Hmes (see in particular FIG. 7) which is different from the reference height Href mentioned above. The sensor 17 allows access to a so-called measured distance, which is denoted Dmes in FIGS. 7 to 11, which should be understood as possibly not being equal to the distance Dinst since these distances are not evaluated at the same height. Consequently, advantageously, the distance determination module 15 further comprises a calculation module 55 (see FIGS. 4 and 5), typically provided at the level of the control board 50. This module 55 is capable of determining the value Dinst from the Dmes value taking into account in particular the inclination of the body 250 of the vehicle, the known geometry of the side of the vehicle, as well as the difference in altitudes between the measurement height and the reference height.

[0075] For this purpose the calculation module 55 advantageously uses the inclination value, provided by an inclinometer 255 shown schematically in FIG. 4. The latter makes it possible to measure, in a conventional manner, the angle a250 between the vertical YY and the main vertical axis Y250 of the body (see in particular FIG. 8). In the case where at least two sensors are provided per landing door, which deliver respective individual values Dmes(1) to Dmes(i), with i greater than or equal to 2, the distance retained Dmes can be adapted according to totality of collected data. This distance retained may, among other things, correspond either to the arithmetic mean of these individual values, or to the highest of these values.

[0076] The implementation of management system 1, as described above, will now be explained in general with reference to the logic diagram in FIG. 6. It is first assumed that the vehicle 200 is stopped opposite the platform facade 100 and that the various landing doors, as well as the various vehicle doors, are closed. It is then necessary, in step 500, to access the different instantaneous distances Dinst, for each of the landing doors opposite which there are vehicle doors.

[0077] Then, in step 510, each instantaneous distance Dinst is compared to a predetermined threshold distance Ds. This value typically corresponds to a distance between the platform facade and the vehicle, below which it is in practice impossible for a user to find themselves stuck between this platform facade and this vehicle. Typically, this threshold distance is between 100 mm (millimeters) and 400 mm. The value of this distance may vary, if necessary, depending on operational considerations.

[0078] If for at least one landing door the instantaneous distance is greater than the threshold distance, this means that there is a risk of users being trapped. Under these conditions, the presence identification step 520 is carried out, via the module 10. This identification is advantageously implemented only at the level of the landing doors for which the instantaneous distance is greater than the threshold distance. In other words, for other landing doors, the identification step is not implemented. This makes it possible to avoid cases called false positives, corresponding to a detection of the side of the vehicle incorrectly interpreted as the presence of a passenger trapped between the landing door and the vehicle door.

[0079] Step 520 is carried out in a manner known per se. If at least one module 10 detects the presence of a user, an alarm is generated in step 530. On the contrary, if no module 10 detects such a presence, departure authorization is granted to the vehicle according to step 540. To this end, with reference to FIG. 5, the control board 50 is connected to a module 60 called departure authorization, via a respective control line 61.

[0080] On the other hand, if the instantaneous distance Dinst is less than the threshold distance Ds for all the landing doors, this means that there is no risk of users being trapped. Under these conditions, in accordance with a particularly advantageous aspect of the invention, step 520 is not implemented and the authorization to start step 540 is directly delivered. Since this step 520 is then dispensed with, this allows a significant energy saving as well as a notable reduction in the vehicle's stopping time at the station.

[0081] We will now, with reference to FIGS. 7 to 11, give several practical cases of implementation of the invention. These cases differ from each other, in particular depending on the overall dimensions of the vehicle body as well as its inclination.

[0082] In FIG. 7, the vehicle 200 is in the same configuration as in FIG. 4, namely that the main axis Y250 of the body is substantially coincident with the vertical. Furthermore, it is assumed that the side wall 280 is not curved, in a vertical direction. Consequently, the distance Dmes(1) measured by the sensors 17 at the measurement plane Pmes corresponds to the instantaneous distance Dinst(1) at the reference plane Pref. It is also assumed that the width of the body is relatively small, so that the GAP space has relatively large transverse dimensions. Consequently, the instantaneous distance Dinst(1) is greater than the threshold distance Ds, so that the presence identification step is implemented.

[0083] With reference to FIG. 8, it is now assumed that the same vehicle 200 rests on rails 2000, which form an angle a2000 with the horizontal. Consequently, the body leans towards the platform facade, its main axis Y250 forming an angle a250 with the vertical. It can be seen that, under these conditions, the instantaneous distance Dinst(2) is less than that Dinst(1) in FIG. 7. This instantaneous distance is determined indirectly, by first measuring the distance Dmes(2) which is different from Dinst(2), due to the inclination of the body. To access Dinst(2), the calculation module 55 then takes into account both the value of the angle a250 as well as the difference in altitudes DH between the measurement height and the reference height.

[0084] As shown in FIG. 8, Dinst(2) is less than the threshold distance Ds. Consequently, at least for the landing door at which this value is calculated, the presence identification step is not implemented via module 10. It should be noted that if the instantaneous distance is less than the threshold distance for all the landing doors, departure authorization can be given without having to implement presence identification. On the other hand, if this instantaneous distance is greater than the threshold distance for a group including at least one landing door, departure authorization is not granted. In fact, presence identification must be carried out for this group of landing doors concerned.

[0085] FIG. 9 illustrates a situation in which the vehicle 200 rests on horizontal rails, but its body 250 is inclined relative to the bogie 260. This is shown schematically, in that the suspension 290 adjacent to the platform is more compressed than that 292 opposite this same platform. Consequently, as in FIG. 8, the body of the vehicle leans towards the platform facade. Under these conditions, the distance Dmes(3) is different from Dinst(3), so that the determination of the value of Dinst(3) involves the calculation module 55. It is also assumed that this value Dinst(3) is less than Ds, so that the same steps are implemented as in the case of FIG. 8.

[0086] FIG. 10 represents a configuration similar to that of FIG. 7, namely that the main axis Y350 of the body 350 of this vehicle 300 coincides with the vertical. However, this vehicle 300 has a width greater than that of the vehicle 200. In this way, its side wall 380 is closer to the facing wall 104 of the platform facade 100, than is the side wall 280 of the vehicle. 200. As shown in FIG. 10, the distance Dinst(4), which is equal to the distance Dmes(4) given the absence of inclination of the body, is less than the threshold distance Ds. Consequently, we find ourselves in the case explained with reference to FIGS. 8 and 9 above.

[0087] Finally, FIG. 11 represents a very wide vehicle 300, illustrated in FIG. 10, which rests on rails 3000 inclined relative to the horizontal. However, these rails 3000 form an angle a3000 whose value is opposite to that of the angle a2000, visible in FIG. 8. In other words, the body 350 is leaning opposite the platform facade 100. By consequently, the instantaneous distance Dinst(5) is less than that Dinst(4) in FIG. 10. This instantaneous distance is calculated, via module 55, from the measured distance Dmes(5). It is assumed that, in this case, Dinst(5) is greater than the threshold distance Ds, so that the same steps as in the case of FIG. 7 are implemented. The configuration of FIG. 11 also corresponds to a situation, not shown, in which the body 350 is inclined relative to the bogie, in the opposite manner to the arrangement of FIG. 9.

[0088] In the examples described above, with particular reference to FIGS. 4 as well as 7 to 11, it has been assumed that the transport vehicle has vertical and regular sides in order to simplify the reasoning. In practice, the real geometry of the vehicles is known so that it can be taken into account by the calculation module 55. In order to illustrate such a case, reference will be made to FIG. 12 which illustrates a car 401 whose flanks 480 and 482 have projections 481 and 483, in their upper part. The instantaneous distance Dinst will therefore be determined, from the measured distance Dmes, taking into account this specific geometry.