Rail vehicle and method for operating a rail vehicle

Abstract

The invention relates, inter alia, to a method for operating a rail vehicle (10) which has at least one extendable and retractable sliding step (S1, S2, Si, Si+1) which is associated with a door (T1, T2, Ti, Ti+1). According to the invention, provision is made for the sliding step (S1, S2, Si, Si+1) to be moved while the rail vehicle (10) is travelling and the door (T1, T2, Ti, Ti+1) is closed, specifically using at least one sensor signal from at least one sensor (AS1, AS2, ASi, ASi+1, FS) which is associated with the sliding step (S1, S2, Si, Si+1).

Description

[0001] The invention relates to a method for operating a rail vehicle. As is known, modern rail vehicles are nowadays equipped with movable, i.e., extendable and retractable, sliding steps, each assigned to a door. As soon as the rail vehicle is at a station and the doors are to be opened, the sliding steps are extended – even before the doors are opened – to bridge the remaining gap between the platform edge and the rail vehicle and to prevent passengers from falling into the gap and injuring themselves.

[0002] Documents DE 37 08 498 A1 and US 2010 / 282119 A1 disclose generic railway vehicles and methods for operating them according to the preambles of the independent patent claims.

[0003] The invention is based on the objective of providing an improved method for operating a rail vehicle.

[0004] This problem is solved according to the invention by a method with the features according to claim 1. Advantageous embodiments of the method according to the invention are specified in the dependent claims.

[0005] According to the invention, at least one sliding step is moved during the journey of the rail vehicle and with the door closed, using at least one sensor signal.

[0006] A significant advantage of the method according to the invention is that – in the event of a stop – a considerable time saving of up to 5 seconds per stop can be achieved if, for example, the extension of the sliding steps occurs or at least begins before the train stops, and the sliding steps are thus – at least approximately – already extended to their intended position after stopping. The same applies to departure if the rail vehicle starts moving immediately after the doors close and the retraction of the sliding steps occurs during acceleration.

[0007] It is advantageous if the sensor, or at least one of the sensors, is a distance sensor that determines a vehicle-platform-related distance and outputs a distance measurement value as or with the sensor signal.

[0008] The vehicle-platform-related distance measured by the distance sensor(s) is preferably the distance between the door assigned to the respective sliding step and the platform, the distance between the vehicle contour in the area of ​​the respective sliding step or door and the platform, or the distance between a sliding step assigned to the respective door and the platform.

[0009] When distance measurements are analyzed, the risk of collision between the sliding steps and the platform or its edge can be advantageously reduced by preventing the steps from extending too far in the first place, or by correcting any excessive extension. For example, if the gap between the train and the platform edge narrows – e.g., when negotiating a curve where an initially large gap reduces – the sliding steps can retract to avoid a collision.

[0010] In principle, individual control of sliding steps based on individually assigned sensors is possible. However, it is considered particularly advantageous if the sliding step control is based on both distance measurements from the sliding step itself and distance measurements from other sliding steps.

[0011] According to the invention, the rail vehicle has at least one front door and at least one rear door arranged on the same side of the vehicle as the front door, wherein during travel the front door moves ahead of the rear door, a front distance sensor is assigned to the front door which detects a front vehicle-platform-related distance and outputs as a sensor signal a front distance measurement value indicating the detected front distance, a rear distance sensor is assigned to the rear door which detects a rear vehicle-platform-related distance and outputs as a sensor signal a rear distance measurement value indicating the detected rear distance, and the rear sliding step is controlled during travel of the rail vehicle using at least also the front distance measurement value.

[0012] In other words, it is considered advantageous if the rail vehicle has at least one front door and one rear door, wherein the front door moves ahead of the rear door during travel, the front door is assigned a front distance sensor which detects the distance between the front door and the platform, the distance between the car contour in the area of ​​the front door and the platform, or the distance between a sliding step assigned to the front door and the platform, and outputs a front distance measurement value indicating the detected distance as a sensor signal, and the rear door is assigned a rear distance sensor which detects the distance between the rear door and a platform.the distance between the car contour in the area of ​​the rear door and the platform or the distance between a sliding step assigned to the rear door and the platform is detected and outputs a rear distance measurement value as a sensor signal indicating the detected distance, and the rear sliding step is controlled during the journey of the rail vehicle using at least the front distance measurement value as well.

[0013] In the event that the rail vehicle has multiple doors, each with an associated sliding step, and these doors pass the platform edge one after the other when the rail vehicle enters a station equipped with a platform, it is considered advantageous if each door is assigned a distance sensor that detects a vehicle-platform-related distance and outputs a distance sensor-specific distance measurement value as a sensor signal indicating the detected distance, and with the exception of the sliding step foremost in the direction of travel, the subsequent sliding steps are each controlled by using the distance sensor-specific distance measurement value of one, several or all distance sensors that are assigned to a door preceding the door of the respective sliding step.

[0014] In other words, it is considered advantageous if each door is assigned a distance sensor that detects the distance between the respective assigned door and the platform, the distance between the carriage contour in the area of ​​the assigned door and the platform, or the distance between a sliding step assigned to the respective door and the platform, and outputs a distance measurement value indicating the detected distance as a sensor signal, and with the exception of the sliding step foremost in the direction of travel, the subsequent sliding steps are each controlled by using the distance measurement value of one, several, or all distance sensors assigned to a door preceding the door of the respective sliding step.

[0015] With regard to the sliding step control, it is also considered advantageous if, with the exception of the sliding step foremost in the direction of travel, the subsequent sliding steps are each controlled by using an estimated vehicle-platform-related distance value, which is determined by estimating the actual distance at a predicted stop of the respective door, using one, several or all distance measurements that have actually been measured for the predicted stop by those distance sensors that are assigned to one of the doors preceding the door of the respective sliding step.

[0016] Furthermore, it is considered advantageous if the sensor signal of at least one sensor indicates two or more vehicle-platform-related distances, one of which relates to the current track position of the assigned door and at least one other to a track position ahead in the direction of travel. In other words, it is considered advantageous if the measuring range of the sensor(s) also extends forward in the direction of travel; such a design reduces the risk of a collision between an extended sliding step and the platform edge, because if a gap narrows, the affected sliding step can be retracted in time.

[0017] It is considered particularly advantageous if the sensor signal of at least one sensor or at least one of the sensors captures a scan area that specifies a multitude of vehicle-platform-related distances, one of which relates to the current track point of the assigned door and two or more of which relate to a track point ahead in the direction of travel.

[0018] With a view to minimizing the risk of collision between the sliding step and the platform, it is considered particularly advantageous if the sensor signal of at least one sensor or at least one of the sensors indicates a large number of vehicle-platform-related distances, at least one of which refers to a point on the track that is between 5 and 15 meters ahead in the direction of travel.

[0019] In the case of a sensor or a distance sensor with a measuring range oriented forward in the direction of travel, individual control of the push-step can be based solely on the distance measurements of the individually assigned sensor; however, it is particularly advantageous if control is cross-push-step and cross-sensor, i.e., control in which not only the distance measurements of its own sensor are taken into account, but also distance measurements of one or more sensors traveling ahead, as explained above.

[0020] As mentioned at the beginning, the sliding steps can advantageously be moved while starting off, thus avoiding a delay caused by waiting until the sliding steps have retracted after the doors have closed.

[0021] To reduce the risk of a collision between the sliding step and the platform during acceleration, it is considered advantageous if the sliding step is retracted while the train is starting up and the door is closed, using at least one sensor signal to monitor the retraction movement of the sliding step, and if the train's acceleration is interrupted and the train is stopped if the sensor signal of the at least one sensor indicates a disturbance in the retraction movement.

[0022] The distance sensors are preferably infrared sensors, ultrasonic sensors or laser sensors.

[0023] The invention further relates to a rail vehicle according to claim 9 with at least one door to which a retractable sliding step is assigned. According to the invention, the rail vehicle is designed such that the sliding step is moved, or at least can be moved, while the rail vehicle is in motion and the door is closed, by means of at least one sensor signal.

[0024] It is particularly advantageous if the rail vehicle is designed in such a way that it is operated, or at least can be operated, according to a method as described above or in the patent claims.

[0025] It is advantageous if each sliding step is assigned a sliding step drive, which is controlled by an individually assigned sliding step control device.

[0026] The sliding step control devices preferably process distance measurements from a distance sensor assigned to the respective sliding step, and preferably also distance measurements from one or more other distance sensors assigned to preceding sliding steps.

[0027] The sliding step control devices preferably each comprise a computing unit and a memory in which sliding step control software is stored. The sliding step control software is preferably configured such that the computer functions as a sliding step control device, as described above, when it executes the sliding step control software.

[0028] Alternatively or additionally, it may be advantageous to provide for a central control unit.

[0029] In the latter variant, it is advantageous if the distance measurements of two or more, preferably all, distance sensors are transmitted to the central control unit.

[0030] The central control unit preferably evaluates the distance measurements and generates control signals specific to each sliding step. These control signals are preferably transmitted to the sliding step control units, which extend or retract the sliding steps according to the individual specifications of the central control unit.

[0031] Alternatively, the central control unit can also transmit an individual sliding step extension length with the control signals, which is then set independently by the sliding step control units.

[0032] It is advantageous if the central control unit is designed in such a way that it predicts the individual stop for each sliding step – even while the train is in motion. This individual prediction of stops is preferably based on a speed value indicating the speed of the rail vehicle, the respective braking profile during the stopping process, and / or a planned stopping profile stored in a vehicle control unit of the rail vehicle.

[0033] It is also advantageous if the central control unit – even while the vehicle is in motion – evaluates one, several or all distance measurements for each subsequent sliding step, with the exception of the first sliding step in the direction of travel, which have actually been measured by preceding distance sensors for the respective sliding step individually predicted stop.

[0034] The evaluation of the distance measurements, which were actually measured by the preceding distance sensors for the respective sliding step individually predicted stop, preferably includes the determination of a sliding step-specific target extension length (extension position of the sliding step).

[0035] The central control unit preferably generates sliding step-specific control signals to control the sliding steps in such a way that they each reach their sliding step-specific target extension length, preferably before the rail vehicle comes to a stop.

[0036] The central control unit preferably comprises a computing unit and a memory in which software is stored. The latter software is preferably configured such that the computer acts as the central control unit, as described above, when it executes the software.

[0037] The central control unit can advantageously be implemented in a vehicle control unit of the rail vehicle, for example in the form of the aforementioned software.

[0038] The invention is explained in more detail below with reference to exemplary embodiments; these show, by way of example, Figure 1 shows a schematic representation of a first embodiment of a rail vehicle according to the invention, with reference to which a first embodiment of a method according to the invention is explained by way of example. Figure 2 shows a schematic representation of a second embodiment of a rail vehicle according to the invention, with reference to which a second embodiment of a method according to the invention is explained by way of example. Figure 3 shows exemplary measurement profiles of the distance sensors over time in the second embodiment according to the invention. Figure 2, and Figs. 4-5 in schematic representations further embodiments of rail vehicles according to the invention, by means of which further embodiments of methods according to the invention are explained by way of example.

[0039] For the sake of clarity, the same reference symbols are always used in the figures for identical or comparable components.

[0040] Figure 1 shows a first embodiment of a rail vehicle 10 according to the invention, by means of which a first embodiment of a method according to the invention is explained by way of example.

[0041] In the exemplary illustration, rail vehicle 10 travels according to Figure 1 along the route or location coordinate X, which corresponds to the direction of travel of the rail vehicle.

[0042] In the direction of travel X, on a side of the vehicle 11 facing a platform edge 21 of a station 20 (not shown), there is a front door marked with the reference symbol T1. On the same side of the vehicle 11, there is a rear door T2, which follows the front door T1 along the direction of travel X.

[0043] The front door T1 is equipped with a sliding front step S1, which can reduce the gap SP between the car body of the rail vehicle 10 in the area of ​​the front door T1 and the platform edge 21 in order to prevent persons from sliding or falling into the gap SP when the rail vehicle 10 is stationary and the front door T1 is open. For clarity, the sliding front step S1 can be operated with a lever in the Figure 1 Extend the sliding step drive (not shown), i.e., move it towards the platform edge, and then retract it again.

[0044] The sliding step drive of the front sliding step S1 is controlled by an associated sliding step control unit SSE1, which is shown in the illustration according to Figure 1 evaluates the sensor signal of a front distance sensor AS1 and selects the extension range W1 of the front sliding step S1 such that its distance from the platform edge 21 is within a specified target range.

[0045] The front distance sensor AS1 detects a vehicle-platform-related distance A1, for example the distance between the front door T1 and the platform edge 21, the distance between the car contour in the area of ​​the front door T1 and the platform edge 21 or the distance between the sliding step S1 assigned to the front door T1 and the platform edge 21, and outputs a front distance measurement value M1 indicating the detected distance A1 as or with the help of a sensor signal.

[0046] The rear door T2 is equipped with a rear sliding step S2, which can reduce the gap SP between the car body of the rail vehicle 10 in the area of ​​the rear door T2 and the platform edge 21 in order to prevent persons from sliding or falling into the gap SP in the area of ​​the rear door T2 when the rail vehicle 10 is stationary and the rear door T2 is open. For clarity, the rear sliding step S2 can be operated with a Figure 1 Extend or retract the rear sliding foot drive (not shown).

[0047] A rear distance sensor AS2 detects a rear vehicle-platform-related distance A2, for example the distance between the rear door T2 and the platform edge 21, the distance between the car contour in the area of ​​the rear door T2 and the platform edge 21 or the distance between the sliding step S2 assigned to the rear door T2 and the platform edge 21, and outputs a rear distance measurement value M2 indicating the detected distance A2 as or with the help of a sensor signal.

[0048] The sliding step drive of the rear sliding step S2 is controlled by an associated rear sliding step control unit SSE2. The rear sliding step control unit SSE2 – analogous to the front sliding step control unit SSE1 – is connected to the rear distance sensor AS2 assigned to the rear door T2 and can therefore evaluate the rear distance measurement M2.

[0049] Additionally, the rear sliding foot control device SSE2 is available - directly as in Figure 1 shown by a solid line and / or indirectly via the front sliding foot control device SSE1 as in Figure 1 shown by a dashed line - in conjunction with the front distance sensor AS1 and can therefore also process the front distance measurement M1.

[0050] For the following explanations, it is assumed by way of example that platform edge 21 is not exactly straight, so that the distance between the platform edge and the vehicle body varies. The one in the Figure 1 The depicted route is only schematic; deviations between platform edge 21 and vehicle skin are usually due to tolerances in curved track sections and accordingly in the area of ​​curved platform edges.

[0051] The further explanations also refer, by way of example, to the case where the rail vehicle 10 is in the process of stopping or braking, but the [unclear] in the Figure 1 The point marked with the reference symbol RP will still be passed by the second door T2 before the vehicle comes to a complete stop.

[0052] If the rear sliding step control unit SSE2 begins extending the rear sliding step S2 before the vehicle has come to a complete stop – for example, in response to a corresponding release signal FS from a higher-level vehicle control system (not shown) – it could extend the rear sliding step S2 to the position P2, marked by the dashed line, which protrudes close to the platform edge; this would be quite possible considering the rear distance measurement M2. However, it is advantageous if the rear sliding step control unit SSE2 also takes the front distance measurement M1 into account and extends the rear sliding step S2 only as far as the front distance measurement M1 makes reasonable. In the situation according to Figure 1It is evident that extending the rear sliding step S2 far would not be effective, because the front distance measurement M1 indicates that the gap between the rail vehicle 10 and the platform edge 21 will decrease again during further travel, and the rear sliding step S2 would have to be retracted. Accordingly, the rear sliding step control device SSE2 will preferably not extend the rear sliding step S2 further than indicated by the front distance measurement M1.

[0053] It is advantageous if the rear sliding step control device SSE2 - for example, based on a speed value V indicating the speed of the rail vehicle 10, the braking profile during the stopping process and / or a planned stopping profile stored in a vehicle control unit of the rail vehicle 10 - performs a prediction and determines a predicted stop HS2 at which the rear door T2 of the rail vehicle 10 is expected to come to a stop.

[0054] Based on the temporal and thus spatial profile of the front distance measurement M1 supplied by the front distance sensor AS1, as well as the front distance measurement M1 at the predicted stop HS2, the rear sliding step control unit SSE2 can determine a vehicle-platform-related target distance value and a corresponding optimal extension range W2opt for the rear sliding step S2 and this predicted stop HS2. Furthermore, taking into account the spatial profile of the front distance measurement M1, it can extend the rear sliding step S2 to the corresponding optimal extension range W2opt before reaching the predicted stop HS2, without colliding with the platform edge 21.

[0055] The Figure 2Figure 10 shows a second embodiment of a rail vehicle 10 according to the invention, by means of which a second embodiment of a method according to the invention is explained by way of example.

[0056] The rail vehicle 10 according to Figure 2 is multi-sectioned and has a plurality of carriages that are coupled together, of which only the first carriage W1 and a middle carriage are shown in the figure.

[0057] The rail vehicle 10 is equipped with a number n (n is a natural number) of doors, each of which has an associated sliding step. In the Figure 2 Shown in more detail are the first sliding step S1, which is assigned to the first door T1 in the direction of travel X, the second sliding step S2, which is assigned to the second door T2, the i-th (i <n, i ist eine natürliche Zahl) Schiebetritt Si, der der i-ten Ti zugeordnet ist, und der (i+1)-te Schiebetritt Si+1, der der (i+1)-ten Tür Ti+1 zugeordnet ist.

[0058] The function of the sliding steps S1, S2, Si, Si+1 is to reduce the gap SP between the car body of the rail vehicle 10 in the area of ​​the respective door T1, T2, Ti, Ti+1 and the platform edge 21 in order to prevent persons from sliding or falling into the gap SP when the rail vehicle 10 is stationary and the door is open.

[0059] The sliding steps S1, S2, Si, Si+1 are each equipped with a [unclear text] for clarity in the Figure 2 The sliding step drive (not shown) extends, i.e., moves towards platform edge 21, and then retracts again. The sliding step drives of the sliding steps S1, S2, Si, and Si+1 (not shown) are each controlled by an associated sliding step control unit SSE1, SSE2, SSEi, and SSEi+1.

[0060] Each door is assigned a distance sensor AS1, AS2, ASi, ASi+1. These distance sensors each detect a vehicle-platform-related distance A1, A2, Ai, Ai+1, for example, the distance between the respective door and the platform edge 21, the distance between the car contour in the area of ​​the respective door and the platform edge 21, or the distance between the sliding step assigned to the respective door T1 and the platform edge 21. Each sensor outputs a distance measurement value M1, M2, Mi, and Mi+1 indicating the detected distance, either as or with the aid of a sensor signal, and transmits this value via a data distribution device, which could be, for example, a vehicle-side data bus DB, to a central control unit ZS.

[0061] The sliding step control devices SSE1, SSE2, SSEi, SSEi+1 are also connected to the central control unit ZS via the DB data bus, so that the latter can individually control the sliding step control devices using control signals ST1, ST2, STi, STi+1.

[0062] The control signals ST1, ST2, STi, STi+1 can only request or trigger the extension or retraction of the respective sliding step; alternatively, the control signals can also transmit an individual sliding step extension length, which the sliding step control devices adjust autonomously.

[0063] It is advantageous if the central control unit ZS is designed in such a way that it predicts the individual stop (stopping point) for each of the sliding steps S1, Si, Si+1 – even while the train is in motion. The sliding step-specific prediction of the stops is preferably carried out taking into account a speed value V indicating the speed of the rail vehicle 10, the respective braking profile during the stopping process, and / or a planned stopping profile stored in a vehicle control unit of the rail vehicle 10.

[0064] Subsequently, the central control unit ZS can – even while the train is in motion – evaluate one, several or all distance measurements for the following sliding steps S2, Si, Si+1, with the exception of the first sliding step S1 in the direction of travel, which have actually been measured by distance sensors ahead for the stops individually predicted by the sliding step.

[0065] For example, for the (i+1)th sliding step Si+1, the distances A1, A2 to Ai or the corresponding distance measurements M1 to Mi of the preceding distance sensors AS1-ASi can be evaluated to estimate what vehicle-platform-related distance Ai+1 the rail vehicle 10 will have in the area of ​​its (i+1)th sliding step Si+1 at its predicted stop HSi+1.

[0066] This sliding step or door-specific estimated vehicle-platform-related distance Ai+1 can be calculated, for example, by averaging the distance measurements M1 to Mi of the distance measurements M1 to Mi measured for the predicted stop HSi+1.

[0067] By evaluating the measured value profiles of the distance measurements M1, M2, Mi and Mi+1 (see Figure 3 By controlling the time t and thus indirectly also the path or position coordinate X, it is possible to prevent the sliding steps from being extended too far during travel and then having to be retracted again. For example, this can be done in the Figures 2 and 3 recognize that the central control unit ZS can, based on the measured value M1, avoid the i-th and (i+1)-th sliding step via the in the Figure 2 to extend the shown position, as these sliding steps would otherwise have to be retracted again during the further journey.

[0068] For example, assuming that the (i+1)th sliding step Si+1 or the (i+1)th door Ti+1 is located at the point in the Figure 2 If the vehicle is about to stop or is scheduled to stop at the stop marked HSi+1, the central control unit ZS can also already be used to... Figure 2 shown snapshot or in the Figure 2 Starting at the position of the rail vehicle shown, the optimal position of the (i+1)th sliding step is set based on the measurement profile of the measured value M1, since the vehicle-platform-related distance at this point is known from the measurement profile of the measured value M(A1).

[0069] In other words, the control of the (i+1)th sliding step Si+1 can be carried out predictively, including those distance measurements that have been recorded by the preceding distance sensors AS1 to ASi and - apart from measurement errors or measurement tolerances - correspond to those that the distance sensor ASi+1 will measure at later times.

[0070] The Figure 4 Figure 10 shows a third embodiment of a rail vehicle 10 according to the invention, by means of which a third embodiment of a method according to the invention is explained by way of example.

[0071] In the third embodiment, the distance sensors AS1, AS2, ASi, ASi+1 are designed such that they each cover a scan area SB which is defined in the Figure 4 The distance sensor AS1 is indicated by dashed lines as an example.

[0072] Due to their scan range SB, the distance sensors each detect a multitude of vehicle-platform-related distances and output scan-related sensor signals MSB1, MSB2, MSBi and MSBi+1, either to the central control unit ZS (as in the Figure 4 shown) and / or to the sliding step control devices SSE1, SSE2, SSEi and SSEi+1 of the associated sliding step.

[0073] One of the recorded vehicle-platform-related distances in each of the scan-related sensor signals refers to the currently traversed track point of the assigned door. Two or more vehicle-platform-related distances, preferably half of the remaining recorded vehicle-platform-related distances, of each scan-related sensor signal refer to track points ahead in the direction of travel.

[0074] The range of the scan areas SB is preferably so large that the distance sensors can look at least 5 to 15 meters forward in the direction of travel X and can detect at least one vehicle-platform-related distance which is between 5 and 15 meters ahead in the direction of travel X with respect to the respective track point of the respective distance sensor.

[0075] Due to the fact that in the embodiment according to Figure 4 Since the distance sensors also record distance measurements for points ahead, it is possible to forego the use of distance measurements from other distance sensors located ahead in the direction of travel, and the sliding foot control units SSE1, SSE2, SSEi and SSEi+1 can each operate completely independently; however, it is considered advantageous if – if available – distance measurements from distance sensors located ahead in the direction of travel are also used, as is done in connection with the Figures 1 to 3As explained above, for example, distance measurements relating to points ahead can be averaged with distance measurements from other distance sensors ahead – on a point-by-point basis, i.e., relating to the respective corresponding points – in order to minimize measurement tolerances.

[0076] Such an averaging can be performed, for example, by the central control unit ZS when it receives the scan-related sensor signals MSB1, MSB2, MSBi, and MSBi+1 from the distance sensors. In this context, the above statements regarding the Figures 1 to 3 accordingly.

[0077] The Figure 5 Figure 10 shows a fourth embodiment of a rail vehicle 10 according to the invention, by means of which a fourth embodiment of a method according to the invention is explained by way of example.

[0078] In the case of rail vehicle 10 according to Figure 5Each of the sliding steps S1, S2, Si, Si+1 is assigned a function sensor FS, which monitors the movement of the respective sliding step and transmits a corresponding monitoring signal U to the central control unit ZS.

[0079] If the sliding steps are retracted only during the start-up of the rail vehicle 10, and the central control unit ZS detects a malfunction in the retraction movement of at least one of the sliding steps S1, S2, Si, Si+1 based on the monitoring signals U, it generates an alarm signal SA. If the alarm signal SA is present, the start-up of the rail vehicle 10 is interrupted and the rail vehicle 10 is stopped.

[0080] Furthermore, the above statements apply in connection with the Figures 1 to 4 accordingly.

[0081] Although the invention has been further illustrated and described by means of preferred embodiments, the invention is not limited by the disclosed examples and other variations can be derived from them by a person skilled in the art without departing from the scope of protection of the invention. The scope of protection is defined by the attached claims.

Claims

1. Method for operating a rail vehicle (10), which has at least one extendible and retractable sliding step (S1, S2, Si, Si+1) assigned to a door (T1, T2, Ti, Ti+1), wherein the sliding step (S1, S2, Si, Si+1) is moved during the journey of the rail vehicle (10) and closed door (T1, T2, Ti, Ti+1), namely using at least one sensor signal of at least one sensor (AS1, AS2, ASi, ASi+1, FS) assigned to the sliding step (S1, S2, Si, Si+1), characterised in that - the rail vehicle (10) has at least one front door (T1) and at least one rear door (T2) arranged on the same vehicle side as the front door (T1), wherein during the journey the front door (T1) precedes the rear door (T2), - the front door (T1) is assigned a front distance sensor (AS1) which senses a distance relating to the front vehicle-platform and outputs a front distance measured value (M1) specifying the sensed front distance as a sensor signal, - the rear door (T2) is assigned a rear distance sensor (AS2), which senses a distance relating to the rear vehicle-platform and outputs a rear distance measured value (M2) specifying the sensed rear distance as a sensor signal, and - the rear sliding step (S2) assigned to the rear door (T2) is controlled during the journey of the rail vehicle (10) using at least also the front distance measured value (M1) .

2. Method according to claim 1, characterised in that - the rail vehicle (10) has a plurality of doors (T1, T2, Ti, Ti+1), to which a sliding step (S1, S2, Si, Si+1) is assigned in each case and which pass the platform edge one after the other when the rail vehicle (10) arrives at a station equipped with a platform, - the doors (T1, T2, Ti, Ti+1) are each assigned a distance sensor (AS1, AS2, ASi, ASi+1), which senses a distance relating to the vehicle-platform and outputs a distance measured value which is individual to the distance sensor and specifies the sensed distance as a sensor signal, and - with the exception of the front sliding step (S1) in the direction of travel, the subsequent sliding steps are each controlled using the distance measured value, individual to the distance sensor, of one, more or all distance sensors (AS1, AS2, ASi, ASi+1), which are assigned to a preceding door (T1, T2, Ti, Ti+1).

3. Method according to one of the preceding claims, characterised in that the distance relating to the vehicle-platform, which the distance sensors (AS1, AS2, ASi, ASi+1) measure, is the distance between the door (T1, T2, Ti, Ti+1) assigned to the respective sliding step (S1,S2, Si, Si+1) and the platform, a distance between the carriage contour in the region of the respective door (T1, T2, Ti, Ti+1) and the platform or a distance between the sliding step (S1, S2, Si, Si+1) assigned to the respective door (T1, T2, Ti, Ti+1) and the platform.

4. Method according to one of the preceding claims, characterised in that with the exception of the front sliding step (S1) in the direction of travel (X), the subsequent sliding steps are each controlled using an estimated distance value relating to the vehicle-platform, which is determined by estimating the actual distance at a predicted station of the respective door (T2, Ti, Ti+1), namely using one, more or all distance measured values, which have actually been measured for the predicted station by distance sensors (AS1, AS2, ASi, ASi+1) of preceding doors (T1, T2, Ti, Ti+1).

5. Method according to one of the preceding claims, characterised in that the sensor signal of the at least one sensor or at least one of the sensors specifies two or more distances relating to the vehicle-platform, of which one relates to the current track point of the assigned door (T1, T2, Ti, Ti+1) and at least one other relates to a track point preceding in the direction of travel.

6. Method according to one of the preceding claims, characterised in that the sensor signal of the at least one sensor or at least one of the sensors senses a scan region (SB), which specifies a plurality of distances relating to the vehicle-platform, of which one relates to the current track point of the assigned door (T1, T2, Ti, Ti+1) and two or more relate to a track point preceding in the direction of travel.

7. Method according to one of the preceding claims, characterised in that the sensor signal of the at least one sensor or at least one of the sensors specifies a plurality of distances relating to the vehicle-platform, of which at least one relates to a track point which is ahead by between 5 and 15 meters in the direction of travel.

8. Method according to one of the preceding claims, characterised in that - the sliding step (S1, S2, Si, Si+1) is retracted while the rail vehicle (10) and the closed door (T1, T2, Ti, Ti+1) are approaching, namely using at least one sensor signal of at least one sensor (FS), which monitors the retraction movement of the sliding step (S1, S2, Si, Si+1), and - the approach of the rail vehicle (10) is interrupted and the rail vehicle (10) is stopped if the sensor signal of the at least one sensor indicates a malfunction of the retraction movement.

9. Rail vehicle (10) with at least one door (T1, T2, Ti, Ti+1) which is assigned an extendible and retractable sliding step (S1, S2, Si, Si+1), wherein the rail vehicle (10) is designed so that the sliding step (S1, S2, Si, Si+1) can be moved during the journey of the rail vehicle (10) and the closed door (T1, T2, Ti, Ti+1) and namely using at least one sensor signal of at least one sensor, wherein - the rail vehicle (10) has at least one front door (T1) and at least one rear door (T2) arranged on the same vehicle side as the front door (T1), wherein during the journey the front door (T1) precedes the rear door (T2), - the front door (T1) is assigned a front distance sensor (AS1), which senses a distance relating to the front vehicle-platform and outputs a front distance measured value (M1) specifying the sensed front distance as a sensor signal, - the rear door (T2) is assigned a rear distance sensor (AS2), which senses a rear distance relating to the vehicle-platform and outputs a rear distance measured value (M2) specifying the sensed rear distance as a sensor signal, characterised in that the rail vehicle is designed so that the rear sliding step (S2) assigned to the rear door (T2) is controlled during the journey of the rail vehicle (10) using at least also the front distance measured value (M1).

10. Rail vehicle (10) according to claim 9, characterised in that the rail vehicle (10) is designed so that this is operated or can at least be operated in accordance with a method according to one of the preceding claims.

11. Rail vehicle (10) according to one of the preceding claims 9 to 10, characterised in that - a sliding step drive is assigned to the sliding steps (S2, Si, Si+1) in each case, said sliding step drive being controlled by a sliding step control facility (SSE2, SSEi, SSEi+1) assigned individually, and - the sliding step control facilities (SSE2, SSEi, SSEi+1) are designed so that they process distance measured values of a distance sensor (AS2, ASi, ASi+1) assigned to the respective sliding step (S2, Si, Si+1) and moreover distance measured values of one or more other distance sensors (AS1, AS2, ASi, ASi+1), which, if present, are assigned to preceding sliding steps.

12. Rail vehicle (10) according to one of the preceding claims 9 to 11, characterised in that - a central control facility (ZS) is available, to which distance measured values of two or more, preferably all, distance sensors (AS1, AS2, ASi, ASi+1) are transmitted, and - the central control facility (ZS) is designed so that it evaluates the distance measured values and generates control signals (ST1, ST2, STi, STi+1) individual to the sliding step for controlling the sliding steps.

13. Rail vehicle (10) according to claim 12, characterised in that the central control facility (ZS) is designed so that it - predicts a station individual to the sliding step in each case for the sliding steps (S2, Si, Si+1)- even during the journey, - evaluates in each case one, more or all distance measured values, which have actually been measured by preceding distance sensors (AS1, AS2, ASi, ASi+1) for the respective station predicted individual to the sliding step, by forming a target extension length individual to the sliding step, for the sliding steps (S2, Si, Si+2), and - generates control signals (ST1, ST2, STi, STi+1) individual to the sliding step for controlling the sliding steps such that these achieve their target extension length individual to the sliding step.

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