CN118043252A

CN118043252A - Method for controlling a plurality of doors in a vehicle

Info

Publication number: CN118043252A
Application number: CN202280066307.4A
Authority: CN
Inventors: B·瓦尔德曼
Original assignee: Siemens Mobility GmbH
Current assignee: Siemens Mobility GmbH
Priority date: 2021-09-30
Filing date: 2022-09-27
Publication date: 2024-05-14
Also published as: DE102021211019A1; WO2023052333A1

Abstract

The invention relates to a method for controlling a plurality of doors (T1..T4) in a vehicle (FZ), wherein instructions relating to the opening of the doors are transmitted computer-assisted via a data bus (DB 1, DB 2) from a central control unit (ZS) to a plurality of door controllers (TS1..T5) controlling the doors. According to the invention, the data bus (DB1..DB 2) has a secure Data Line (DL) via which data is transmitted from the control unit (ZS) to a plurality of gate controllers (TS 1..TS 6). Furthermore, the data bus (db1..db 2) has a secure Activation Line (AL) via which an Activation Signal (AS) is transmitted from the control unit (ZS) to a plurality of gate controllers (TS 1..ts6), wherein the activation signal causes the gate controllers to control the plurality of gates (T1..t4) taking into account the status information. Furthermore, a clock pulse line for transmission signal timing may be provided. An independent safe door control for the door is thereby advantageously achieved. The invention also relates to a device and a computer program for implementing said method.

Description

Method for controlling a plurality of doors in a vehicle

The invention relates to a method for controlling a plurality of doors in a vehicle, wherein commands associated with the opening of the doors are transmitted from a central control unit to a plurality of door controllers controlling the doors in a computer-aided manner via a data bus. The invention also relates to an apparatus for controlling a plurality of doors in a vehicle, the apparatus having a central control unit, a plurality of controllers for the plurality of doors in the vehicle and a data bus connecting the central controller with the plurality of door controllers. Finally, the invention relates to a computer program product and a provision device for such a computer program product, wherein the computer program product has program instructions for implementing the method.

In a short-haul system, a train is provided with a plurality of doors to allow as many passengers as possible to leave the train or to get in the train within the shortest stopping time of the station. In operation, the door is typically opened by a general door opening command.

However, the topology of the short-haul traffic station is designed to be location dependent, e.g., a somewhat shortened station, and may only require opening of a portion of the doors because the train would extend beyond the platform.

The door opening command or door opening permission (door opening permission is understood to mean that a state is set, i.e. a reaction to the door opening command should be made by opening the door) is related to safety (safety is understood to mean operation safety, also referred to as safety, in the context of the present invention), so that the door opening command or door opening permission is usually implemented in a cable-connected manner. These so-called important signals for example need to have at least two outputs on the control device, which are known for example from conventional control devices.

It is known to distinguish between left and right door groups in the case of door opening permission (in the direction of travel). Other classification levels sometimes exist. It is also known to be able to control bus communication between door controllers, either in groups or individually, with the doors open. However, if the safety standards for train traffic are employed, such bus communication is not secure.

It is generally desirable to be able to control the train doors individually, safely, or in smaller groups, i.e., in groups on the respective sides (i.e., right and left) of the train.

Which by prior art can be used to control a smaller group of gates or each gate. However, there are obstacles to the wiring effort of the control device and the availability of important outputs. The control devices commonly found in the market cannot provide three or more important outputs for the "door open" function when actually installed in a train.

The object of the present invention is to provide a method for controlling a plurality of doors of a vehicle or a device for carrying out the method, by means of which the doors can be controlled independently with reasonable outlay in terms of technology and high operational safety. The object of the invention is also to provide a computer program product and a supply device for the computer program product, by means of which the method can be carried out.

The object is achieved according to the invention by the means (method) of the preceding claims in that the data bus has a secure data line via which data is transmitted from the control unit to a plurality of gate controllers, wherein the data for each gate contains status information (preferably in the form of signals representing the status information) relating to the respectively desired opening behavior. Furthermore, it is provided that the data bus has a secure activation line via which an activation signal is transmitted from the control unit to a plurality of gate controllers, wherein the activation signal causes the gate controllers to control the plurality of gates taking into account the status information.

By providing a data line and an activation line separate from the data line, additional security is advantageously ensured during data transmission. The activation line transmits an activation signal only after the state information required for the door opening permission of the transmission door. This means that the door controller is not activated to open until the status information of the associated door, and thus the desired door opening behavior, is known. Therefore, the activation signal for all gates can be transmitted when the state information for all gates is transmitted to all gate controllers.

According to the invention, an addressing method is used for the gate controller. Instead of individually providing each gate with a cable connection, all gate controllers and thus gates are interrogated via a serial data bus with a plurality of security lines, i.e. lines transmitting security signals. Thus, the door controllers of the vehicles are connected to each other by a data bus. In order to nevertheless achieve the required operational safety, the data bus enables status information relating to the respectively desired door opening behavior to be transmitted for each door via a secure data line. The data bus also enables the thus defined open mode to be activated for each gate via the security activation line after the transmission of the status information. The door controller is enabled to implement its received status information for the door being controlled by activation.

The separate functions of transmitting status information and activating the door controller advantageously improve operational safety. Only after all gate controllers have received the status information of the gate or gates controlled by them, the gate controllers are activated to move the gate or gates in correspondence with the applicable status information.

This means, for example, that the doors described below can be opened by the door controller, for which there is a door opening permission as status information. And for a door that does not have a door opening permission, the door controller does not open the door even if a passenger makes a request by operating the door opening device. It is thus possible, for example, if the platform length is insufficient for passengers to leave from all doors, or the train has driven past the platform end, that the doors of the train remain partially closed (this will be explained more below).

Additionally, the data lines and the activation lines are designed to be secure. This means that they are protected by hardware and/or software measures to prevent the door controller from using erroneously transmitted data, thereby achieving the level of security required for door control. This can be achieved, for example, by redundancy for error detection during data transmission (as will be explained more below).

The actual control of the door is achieved by the door controller. However, the status information transmitted to the gate controller is taken into account here. This means that even if a passenger requests to open a door by means of a door opening button or the like, the door that should not be opened remains closed. The status information may include whether the door is ready to be opened (also referred to as a door-open permit). However, the status information may also contain an opening command for the door, which is directly implemented by the door controller without further door opening requests. This may be advantageous, for example, when passengers in a vehicle are to be emptied.

The instruction related to the door opening refers to all instructions related to the door opening in a broad sense. This means that it is not necessary to specifically be a door opening instruction having a door opening effect. For example, a door opening permission, i.e., a possibility that the door controller can open the door by a door opening instruction, is also an instruction concerning the door opening. The fact that the door is not allowed to be opened is, for example, an instruction regarding opening the door that the door is not allowed to be opened.

In connection with the present invention, the term "computer-aided" or "computer-implemented" may be understood as an implementation of a method, in which at least one computer or processor performs at least one method step of the method.

The expression "computer" or "computer" includes all electronic devices having data processing properties. The computer may be, for example, a personal computer, a server, a hand-held computer, a mobile telephone device, and other communication devices for processing computer-aided data, a processor, and other electronic devices for data processing, which are preferably also capable of being connected in a network.

In connection with the present invention, a "memory unit" may be understood as a computer readable memory in the form of a Random Access Memory (RAM) or a data memory (hard disk or data carrier), for example.

An "interface" may be implemented in hardware, for example as a wired or wireless interface, and/or in software, for example as interactions between individual program modules or program portions of one or more computer programs.

"Program modules" are understood to mean individual functional units that carry out the program execution of the method steps according to the invention. These functional units may be implemented in one single computer program or in a plurality of mutually communicating computer programs. The interface implemented here may be implemented in software technology in a single processor or, in the case of a plurality of processors, in hardware technology.

According to one embodiment of the invention, the data bus also has a secure clock line via which data transmission to be transmitted via the data line is clocked (for example by a transmission clock signal).

Since the plurality of gates interrogate over the data bus, it is advantageous to clock the data in the data line. In the timing scheme, a section is allocated to each door, in which section the status information required for the associated door is transmitted. By using a clock pulse line, such transmitted clock pulses can be preset. The central control unit is thus not required to synchronize with the gate controller, since the information about the timing of the use signal, which is transmitted in the gate controller by using the clock pulse line, can be assigned to the respective gate unambiguously.

Each clock pulse when the usage data (containing status information, e.g., door opening permissions) is transmitted via the data line then corresponds to an assigned gate. Doors in a vehicle may be numbered consecutively, for example, to determine the order of the doors when the data is clocked. The door controllers must know the corresponding numbers of the doors respectively controlled by them. In this way, the gate controller is enabled to assign state information of the data transmitted with the respective clock pulse to the gate to be controlled, and to take this state information into account when executing the gate control command after activation via the activation line.

The clocked transmission does not in principle require a clock pulse line, which, however, increases the operational reliability during transmission. Alternatively, the timing of the data may be transmitted by encoding the data in the data line prior to or together with the usage data, or may be taken into account by the synchronization of the gate controller with the central control unit. However, the presetting of the clock pulses by the clock pulse line is particularly reliable and also enables the state information of the gates to be transmitted advantageously at a lower data transmission rate.

The above-described security design for the data lines and the active lines applies equally to the security design for the clock lines.

According to one embodiment of the invention, it is provided that, when the timing is transmitted via the clock line, exactly one clock signal is transmitted for each gate.

This means that the clock signal can be assigned exactly to the unit of usage data transmitted by means of the data line. The usage data transmitted within one clock pulse may have different ranges. The smallest range is one bit (this will be explained more below). However, a plurality of bits may also be transmitted, wherein in this case the clock pulse signal indicates when the transmission is ended and the usage data of the next gate is transmitted.

It is generally advantageous to transmit only usage data of a small data range. This advantageously increases the transmission security and thus also the operational reliability of the door control system (i.e. with at least one central control unit, a data bus and a plurality of door controllers). If only a small amount of usage data is transmitted, the transmission frequency can be suitably selected to be low, thereby improving the security against transmission errors. Furthermore, since the transmission rate is selected to be low, existing door controllers that perform door opening permissions in a wired manner can also be adapted to the proposed method with less effort.

According to one embodiment of the invention, the status information can indicate the type of door opening behavior that is desired, i.e. the door opening permission to be given to the relevant door or the door to be kept closed.

The status information is the most important information for the operation and control of the door by the door controller. If there is a door opening permit, the door controller may send a control instruction to the door to open the door. The door controller may automatically send a control instruction to the door to open the door if the door should be opened at all times or if the passenger operation button requires opening the door. The door may also be closed automatically, for example, after a period of non-use, but at the latest before the train is started. On the other hand, if the associated door should remain closed, or in other words there is no door opening permit, the door controller cannot open the door.

According to one embodiment of the invention, it is provided that exactly one Bit (Bit) is provided for each gate for transmitting the status information.

If only two status information are transmitted through the data line, the status information may be transmitted through 1 bit. For example, "1" indicates status information of door opening permission, and "0" indicates status information that the door must be kept closed (i.e., door opening permission is not given), for example. As mentioned above, this 1 bit of status information may also be transmitted in clock pulses.

According to one embodiment of the invention, the status information can additionally indicate the type of door opening behavior that is desired, i.e. the door concerned should be opened and/or the door concerned should be closed.

The first possibility here is state information that can be executed directly as an instruction by the gate. The gate controller is bypassed here. This type is advantageous if in certain cases it is necessary to centrally decide whether the door should be opened or closed immediately. For example, the closing of the doors can be performed directly by the central control unit in a centralized manner before the train starts, without the door control unit having an influence on this.

Another possibility is that status information about the door that should be closed or opened is sent to the door controller so that the door controller immediately executes the corresponding instruction. In this case, the command is processed preferentially regardless of which criteria would otherwise be in the door controller result in the door opening or closing.

The advantage of the additional status information is that the door can react more quickly to certain requests recognized and executed by the central controller in certain cases. This allows additional security to be achieved when operating the door control system.

According to one embodiment of the invention, it is provided that in the method, the right-hand doors of the vehicle or the left-hand doors of the vehicle can be controlled independently of one another.

This embodiment of the invention allows for the door to be opened only to the right or left of the train (as viewed in the direction of travel), for example at a platform. By having both the right and left side doors can be controlled the risk of accidentally opening the wrong side door due to data errors is eliminated. This is achieved in that the data bus on the side of the door that should not be opened is not activated. The precondition for separately controlling the right and left gates is that a data bus is available for the right gate and a data bus is available for the left gate. This requires the central controller to provide enough outputs for both data buses.

According to one embodiment of the invention, the start signal is transmitted before the transmission of the data containing the state information of the gate and/or the stop signal is transmitted after the transmission of the data containing the state information of the gate.

The enable signal indicates that data containing the state information of the gate will be transmitted next (also referred to as usage data, since this is data important for the operation of the gate). If the door controller was previously in standby mode, it may be awakened by an enable signal. The standby mode advantageously prevents the door controller from unintentionally operating the door at a point in time when the door is not opened, e.g. due to erroneous status information.

The stop signal indicates that the transmission using the data is completed. The gate controller may then implement the gate status information. If the status information is implemented after waiting for the stop signal, it may be advantageous to ensure that the usage data has been completely transmitted and that the status information is present for each of the plurality of gates.

According to one embodiment of the invention, the activation signal can take the form of a state "on" (logically "1") and a state "off" (logically "0"), wherein the door controller can only open the activation signal when it is in the state "on" in dependence on the state information associated with the door controller.

The activation signal may have two states, on and off, meaning that the activation signal is a binary signal. The states "on" and "off" are defined by the signal content as "on" indicating that the door can be operated and "off" indicating that the door cannot be operated. Thus, the state "on" is determined by one characteristic of the binary signal, while the state "off" is determined by another characteristic. For example, a state "on" may mean that there is a voltage and/or current flowing on the active line, while a state "off" means that there is no voltage and/or current flowing on the active line. However, this is only a matter of definition. The signal content may be defined inversely.

According to one embodiment of the invention, it is provided that, as soon as the activation signal switches from "on" to "off", all open doors are commanded to close.

Once the activation signal switches from "on" to "off" it can be used as information that the vehicle should continue traveling. In which case the door must be closed. The command to close the door can here be transmitted to the door via the door controller.

By this direct interpretation of the adjustment of the activation signal from "on" to "off", the time delay required to close the door can advantageously be minimized. In this case, the start signal must be set to "on" when the vehicle is stopped, as long as the door should be opened or openable.

According to one embodiment of the invention, the gate control is deactivated when the activation signal is set to "off".

Deactivating the door controller during periods when the door is not allowed to be opened has two advantages. On the one hand, energy can be saved if the door controller is set to the standby mode. In addition, it is thereby also possible to prevent the door controller from sending an opening instruction to the door that should remain closed. Thus, the operational reliability is also improved.

According to one embodiment of the invention, the central control unit processes the indication of the door to be opened and the door to be kept closed, and generates a door opening-related command based on the indication.

In order to process an indication that the central controller transmits to the door controller in the form of an instruction relating to the opening of the door, the central controller requires an interface for transmitting the indication. The indication may be transmitted from an external location to the central controller. The indication may be, for example, information about the stopping of the vehicle at a station or the like. To ensure the safety of the passengers, certain doors are not allowed to be opened (this will be explained more below). The advantage of processing the information presented is that the central controller is better able to react to situations when the vehicle is parked and unexpected accidents.

According to one embodiment of the invention, it is provided that an indication for the vehicle is generated on the basis of the vehicle position with reference to the platform length and/or with reference to a defective platform door and/or with reference to an impermissible offset between the vehicle door and the platform door.

The above is an example of an unpredictable event or predictable restriction that occurs when the vehicle is stopped on a docking station.

For example, it may occur that the station length is not sufficient for the vehicle used. This may occur if the platform length of a specific station on the road section is (yet) not adapted to the vehicle used. This is a predictable limitation. In this way, doors located outside the platform may not be instructed to open.

Another possibility is that the vehicle is traveling too far, i.e. the head of the vehicle is located behind the end of the platform. In this case, the door no longer located at the station may remain closed because it is not licensed to open.

Another application possibility exists in the case of the use of platform doors. In this case, it may happen that the platform door fails. If this is reported to the central controller, the central controller may react that the door opposite the failed platform door cannot be granted the door opening. It may also happen that the train is not stopped directly in front of the platform door. If the offset exceeds a preset tolerance range, the door of the vehicle may not be able to open and thus no door opening permit is generated.

According to one embodiment of the invention, the secure data line and/or the secure activation line and/or the secure clock line are each provided with at least two channels, in particular as exclusive-or gate lines (ANTIVALENTE LEITUNG), and the data exclusive-or gates are transmitted.

By designing the above-described line with two channels or more channels, redundancy is advantageously created which enables analysis of the transmitted data to analyze whether it is erroneous. In the simplest case, two-channel or multi-channel data lines and/or activation lines and/or clock lines are ensured in that these are each designed with two or, if appropriate, more transmission lines. Other designs may also be used, for example, by controlling a relay.

In order to detect errors in the transmitted data, the redundantly transmitted signals are analyzed. Different analysis logic may be used herein. Two examples of the two-channel line are listed below.

Example 1:

As shown in the table below, the logical relationship is that both lines must pass signals to transmit a logical "1" and neither line is permitted to pass signals in order to transmit a logical "0".

Channel 1	Channel 2	Results
			0	0	No signal
0	1	Errors
			1	0	Errors
1	1	Signal signal

Example 2:

The analysis logic is an exclusive or gate. This means that the precondition for error-free transmission is that the signals on the two channels are different. If both lines transmit signals or neither transmit signals, then an error is detected. If only one line transmits a signal and the other line does not transmit a signal, two situations may occur, where by definition one situation is rated as transmitting a signal and the other situation is rated as not transmitting a signal.

This is exemplarily shown in the following table, wherein the definition may also be reversed (not shown).

Channel 1	Channel 2	Results
			0	0	Errors
0	1	No signal
			1	0	Signal signal
1	1	Errors

Alternatively, the object is also achieved according to the invention by a device according to the preamble of the preceding claim, i.e. the device is provided for carrying out a method of the type described above.

Advantages in combination with the method already described in detail above can be achieved by means of the device. The same applies to the device according to the invention as described for the method according to the invention.

Furthermore, a computer program product is claimed, which contains program instructions for carrying out the method according to the invention and/or embodiments thereof, with the aid of which the method according to the invention and/or embodiments thereof can be carried out, respectively.

Furthermore, a provision device for storing and/or providing a computer program product is also claimed. The providing means are for example a storage unit for storing and/or providing a computer program product. Alternatively and/or additionally, the providing means is a network service, a computer system, a server system, in particular a distributed, for example cloud-based computer system and/or a virtual computer system, which preferably stores and/or provides the computer program product in the form of a data stream.

The provision is realized in such a way that the program data blocks are regarded as files, in particular download files or data streams, in particular download data streams, of the computer program product. However, the provision may also be implemented, for example, as a partial download of a plurality of parts. Such a computer program product can be read into a system, for example, by a supply device, so that the method according to the invention is implemented on a computer.

Further details of the invention are described below with reference to the drawings. Identical or corresponding drawing elements are respectively provided with identical reference numerals and are described several times only in the case of differences between the individual drawings.

The embodiments described below are preferred embodiments of the present invention. In these examples, the individual components described of the embodiments represent individual features of the invention which are considered independently of one another and which each independently modify the invention and can therefore also be considered as part of the invention individually or in combination outside the illustration. Furthermore, the components may also be combined with the above-described features of the invention.

In the drawings:

Fig. 1 schematically shows a vehicle at a station, as an embodiment of the method according to the invention,

Fig. 2 shows schematically an embodiment of the device according to the invention (arrangement) and its functional relationship and, as a block diagram, an embodiment of the computer infrastructure of the device according to fig. 1, wherein the individual functional units contain program modules, which can each be run in one or more processors, and the interface can accordingly be designed in software technology or hardware technology,

Fig. 3 shows in a time-dependent diagram the signal profiles in the data line DL, the clock line TL and the activation line AL according to an embodiment of the method according to the invention, in addition to the gate activity of the gate with respect to time t,

Fig. 4 shows an exemplary embodiment of the method according to the invention as a flow chart, wherein the individual method steps can be implemented individually or in groups by means of program modules, and wherein the functional units and interfaces according to fig. 2 are only exemplary.

Fig. 1 shows a vehicle FZ parked on a track GL at a station BS. The vehicle consists of a train and has doors T1..t4 through which passengers should reach a station BS. Furthermore, platform doors bt1..bt 3 are shown by dash-dot lines, which should be used opposite to the vehicle doors T1..t 4. As long as no vehicles FZ are parked at the station BS, these station doors prohibit passengers waiting at the station BS from entering the track.

Fig. 1 shows a situation that shows that independent control of the door T1..t4 is required. The figure shows that the vehicle FZ is traveling too far, so the door T1 is located in front of the end of the platform and must remain closed.

Further, cases are shown which are exemplarily determined from the platform door bt1..bt 3, and which show cases that may occur when the vehicle door T1..t 4 is aligned with respect to the platform door bt1..bt 3 (even though these cases do not typically occur simultaneously as shown in fig. 1).

The third door T3 is exactly in the desired position relative to the second platform door BT 2. This means that there is no offset between the two doors (the door gaps of the third door T3 and the second platform door BT2 are aligned with respect to each other). The situation is different for the fourth door T4, which has an offset V between it and the third platform door BT3 which is so large that neither the door T4 nor the third platform door BT3 is allowed to be opened. Finally, the offset is allowed to be within a certain tolerance according to what is shown for the second door T2 and the first platform door BT1, so that the second door T2 and the first platform door BT1 are still allowed to open.

Fig. 2 shows a vehicle FZ and components for independent door control. Furthermore, the vehicle FZ is connected to the control center LZ via a first interface S1, which can transmit signals related to the door control (as will be explained more below). However, the door control information can also be generated locally (not shown in detail) from the positioning of the vehicle FZ and the stored map.

The vehicle FZ has a central control unit ZS for achieving independent door control. For this purpose, the central control unit ZS has a first computer CP1 and a first memory device SE1 which are connected to one another via a fifth interface S5. Further, the computer CP1 has an antenna AT the fourth interface S4, which constitutes the first interface S1.

The computer CP1 is connected to the door controller ts1..ts6 via a first data bus DB1 and a second data bus DB 2. If the vehicle FZ is constituted by a train (see fig. 1), the first data bus DB1 and the second data bus DB2 are also guided through the other carriages of the train in a manner not shown. The first data bus DB1 is applied to all doors on the left side of the vehicle FZ, and the second data bus DB2 is applied to all doors on the right side of the vehicle, viewed in the traveling direction FR. Alternatively, it is of course also possible to control the left and right gates via a single data bus (however not shown in fig. 2).

The first data bus DB1 and the second data bus DB2 have a data line DL, a clock pulse line TL and an active line AL, respectively. Each data line DL, TL and AL is multi-channel, in particular dual-channel. This means that transmission redundancy can be used when transmitting signals (data and instructions) to ensure the security of the lines DL, TL, AL. For this purpose, the analysis logic is implemented in the first computer CP1 and/or the door controller ts1..ts6. The analysis logic may be implemented in hardware technology or in software technology (as a program sequence).

Door controllers TS 1..ts 6 control the doors of the vehicle individually or in groups, respectively. In the example according to fig. 2, the first door T1 according to fig. 1 is controlled by a first door controller TS1, and the second door T2 is controlled by a second door controller TS2, and the third door T3 is controlled by a third door controller TS 3.

The control center LZ has a second computer CP2 and a second storage device SE2 which are connected to each other via a third interface S3. The further antenna AT is connected to the second computer CP2 via a second interface S2 to form a first interface S1.

Fig. 3 shows the signal profile of the data line DL, the clock line TL and the activation line AL with respect to time t. Furthermore, the door mobility of the vehicle door T1 is also shown by way of example, wherein, for example, an opening/closing path through which the door passes can be referred to. Since the signal profile with respect to time cannot be shown at a glance to a real scale, a disconnection line like an and gate activity is also provided to represent a longer period of time.

The clock line TL defines a transmission period TK, by means of which data relating to the opening or closing of the gate is transmitted via the data line DL. The data line DL transmits data to each door as to whether the door is allowed to be opened (door opening permission) or must be kept closed. In the example according to fig. 3, the door opening permission is realized by a logic "1", i.e. an electrical signal is transmitted, whereas the absence of the door opening permission is realized by the absence of this signal (logic "0") during transmission. The clock pulse signal TS indicates a transmission period, i.e. in the transmission period TK without signal transmission, there is a lack of door opening permission for the relevant door.

Thus, each transmission cycle TK gives a signal in the data line for exactly one gate. Whereby transmission can be performed at the lowest data transmission rate. The clock pulses in the data lines and the transferred data are provided to each gate controller. These gate controllers can analyze the data by means of clock signals and select signals suitable for the gates controlled by the associated gate control unit.

The activation signal is sent via the activation line AL only after the data of all gates has been completely transferred. The activation signal AS corresponds to the actual door opening permit. This ensures that the door cannot be opened by the door controller until all data is received by the door controller. Only then can the associated door controller open and close the controlled door (e.g., T1) automatically or upon request of the passenger, if an activation signal is sent. This is illustrated by the door stroke TW of the vehicle door T1 in fig. 3. At the latest at the end of the activation signal AS, the door T1 is closed again by the door control or the central control unit.

Fig. 4 shows an exemplary method according to the invention. Which process steps can be carried out in the control center LZ, the central control unit ZS and the door controller ts1..ts6, respectively, is indicated by a box indicated by a dash-dot line.

The method starts with a train stopping ZH. However, door opening permissions may also be transmitted when approaching a station before the train is stopped. IN a subsequent input step bi_in for station information, the station information BI is transmitted from the control center LZ to the central control unit ZS. From this data it can be determined, for example, whether a station door BT is present on the relevant station BS or how long the station is, and whether the train will have to travel beyond the end of the station due to its length (see fig. 1).

IN the output step dt_ot, the resulting signal S for gate control thus obtained is transmitted via the data line DL, and the clock signal TS for transmission is transmitted via the clock line TL to the gate controller ts1..ts, and these clock signals are read IN the input step dt_in.

If the data are completely read into the gate controller, an activation signal AS is transmitted by way of the activation line AL IN an output step for the activation valve, wherein the activation signal is read into the gate controller ts1..ts6 IN an input step a_in for the activation valve.

At a subsequent query step OP for door opening permission? Each door controller queries whether one or more doors controlled by the door controller are permitted to open. If door opening permission is obtained, the door is opened or at least enabled to be opened in a next step op_d. Then in an inquiry step a for an activation signal? To inquire whether the door opening permission still exists (i.e., whether an activation signal is still sent). If there is no door opening permit, the door is closed cl_d by the door controller TS1. A signal can then optionally be sent via the data line DL to the central control unit ZS, i.e. the associated gate controller has closed the gate.

If the above query OP for door opening permission? Is negative or for activation signal a? If the inquiry step of (a) is affirmative, a recursive loop is executed IN the gate controller, which recursive loop causes the input step for the activation of the gate a_in to be re-performed. Thereby ensuring that the change in activation signal is recorded by the door controller and performed by the door controller TS1.

If IN the input step c1_in for closing the door by one of the door controllers ts1..ts6 the central control unit receives a signal about the door and the activation signal is deactivated IN the central control unit, then query CL? Whether all doors are closed. In other words, it is queried whether all door controllers TS 1..ts 6 have signaled a door closure. If this is not the case, the input step for the relevant shut down signal is repeated. If this is the case, the running continuation WV is performed in the next step.

List of reference numerals

LZ control center

FZ vehicle

FR direction of travel

GL rail

AT antenna

BS station

T1.t4 gate

BT 1..bt 4 platform door

V offset

T tolerance

ZS central control unit

TS 1..TS 6 door controller

CP1. CP2 computer

SE2 storage device

S1. S5 interface

Db1.db2 data bus

DL data line

AL activation line

TL clock pulse line

TK transmission period

S signal related to door opening permit

TS clock pulse signal

AS-activation signal

TW door travel

ZH train stop

BI railway station information

BI_IN input step for station information

Output step of DT_OT for data and clock pulse

Input step of DT_IN for data and clock pulses

Output step of A_OT for activation of gate

Input step of A_IN for activation of gate

OP? Inquiring step of door opening permission

OP_D door open

A? Interrogation step for activation signal

CL_D door closing

Input step of CL_IN gate closing

CL? Door closing inquiry step

WV continues to travel.

Claims

1. Method for controlling a plurality of doors (T1..T4) in a vehicle (FZ), wherein instructions relating to the opening of the doors are sent computer-assisted via a data bus (DB 1, DB 2) from a central control unit (ZS) to a plurality of door controllers (TS 1..T5) controlling the doors, characterized in that,

The data bus (DB1..DB 2) has a secure Data Line (DL) via which data is transmitted from the control unit (ZS) to a plurality of door controllers (TS 1..TS 6), wherein the data for each door (T1..T6) contains status information relating to the respectively desired door opening behavior,

The data bus (db1..db 2) has a secure Activation Line (AL) via which an Activation Signal (AS) is transmitted from the control unit (ZS) to a plurality of gate controllers (TS 1..ts6), wherein the activation signal causes the gate controllers to control a plurality of gates (T1..t4) taking into account the status information.

2. The method according to claim 1, characterized in that the data bus (db1..db2) also has a secure clock pulse line (TL) by means of which data transmission to be transmitted via the Data Line (DL) is clocked.

3. A method as claimed in claim 2, characterized in that exactly one clock signal (TS) is transmitted for each gate when the timing is transmitted via the clock pulse line (TL).

4. Method according to one of the preceding claims, characterized in that the status information can represent the type of door opening behavior desired, i.e.

Giving the door (T1..t4) concerned a door opening permission,

The associated door (T1..t4) remains closed.

5. The method according to one of the preceding claims, characterized in that exactly one bit is set for each gate (T1..t4) to transmit the status information.

6. The method according to claim 4, characterized in that the status information can additionally represent the type of door opening behavior desired, namely

The associated door (T1..t4) should be opened, and/or

The associated door (T1..t4) should be closed.

7. Method according to one of the preceding claims, characterized in that in the method, doors on the right side of the vehicle or doors on the left side of the vehicle (T1..t4) can be controlled independently of each other.

8. Method according to one of the preceding claims, characterized in that the start signal is transmitted before transmitting data containing the status information of the gate (T1..t4) and/or the stop signal is transmitted after transmitting data containing the status information of the gate (T1..t4).

9. Method according to one of the preceding claims, characterized in that the Activation Signal (AS) can take a state "on" and a state "off", wherein the door (T1..t4) can be opened by the door controller (TS 1..t6) only if the Activation Signal (AS) is in the state "on".

10. The method according to claim 9, characterized in that once the activation signal is switched from "on" to "off", all open doors (T1..t4) are instructed to be closed.

11. The method according to claim 9 or 10, characterized in that the door controller (TS 1..ts6) is deactivated when the Activation Signal (AS) is set to "off".

12. Method according to one of the preceding claims, characterized in that the central controller (ZS) processes an indication about the door (T1..t4) to be opened and the door (T1..t4) to be kept closed and generates an instruction relating to the opening of the door based on said indication.

13. Method according to claim 12, characterized in that an indication for the vehicle (FZ) is generated based on the vehicle position with reference to the station length and/or with reference to a defective station door (BT 1 … BT 3) and/or with reference to an impermissible offset between vehicle door and station door.

14. Method according to one of the preceding claims, characterized in that the secure Data Line (DL) and/or the secure Activation Line (AL) and/or the secure clock line (TL) are each designed with at least two channels, in particular as exclusive or gate lines, and the data exclusive or gates are transmitted.

15. An apparatus for controlling a plurality of doors (T1..t4) in a vehicle (FZ), the apparatus having

A central control unit (ZS),

Multiple door controllers (TS 1..ts6) for multiple doors in a vehicle, and

A data bus (db1..db2) connecting the central controller with a plurality of gate controllers,

Characterized in that the device is arranged to carry out the method according to the preceding claim.

16. A computer program product having program instructions for implementing the method according to one of claims 1 to 15.

17. A providing device for a computer program product according to the preceding claim, wherein the providing device stores and/or provides the computer program product.