Device and method for adjusting a vehicle moving part for closing a vehicle body opening

Abstract

The proposed solution relates in particular to an adjustment device (1) for a rail vehicle (2), wherein the adjustment device (1) is set up and provided for adjusting at least one vehicle adjustment part (3) during a closing process in order to adjust the at least one vehicle adjustment part (3) from an opening position to a closed position by external force.The adjusting device (1) comprises an electronic control unit (10) for controlling the adjustment of the at least one vehicle adjusting part (3), which is configured to operate the adjusting device (1) for adjusting the at least one vehicle adjusting part (3) in the direction of its closing position in at least one first adjusting mode or a second adjusting mode, wherein in the first adjusting mode the output of at least one first warning is provided, which differs from at least one second warning, the output of which is provided in the second adjusting mode.

Description

[0001] The proposed solution relates in particular to an adjustment device for a rail vehicle according to the preamble of claim 1.

[0002] It is known that at least one vehicle adjustment element can be moved from an open position to a closed position by external force during a closing process, so that the at least one vehicle adjustment element closes a body opening on the rail vehicle. It is further known that there can be at least two different adjustment modes for the at least one vehicle adjustment element, for example, a first adjustment mode that is carried out automatically after a holding time has elapsed, where the holding time is a specific time after opening, and a second adjustment mode that is executed in response to a received signal. Passengers in the vicinity of the vehicle adjustment element can intentionally or unintentionally obstruct a closing process by coming into contact with the at least one vehicle adjustment element or by obstructing the adjustment movement in some way.Therefore, at least one warning is usually issued to alert passengers in the vicinity of the at least one vehicle adjustment component to the closing process. Likewise, a collision between the at least one vehicle adjustment component and a passenger or their belongings, such as luggage, is typically prevented during the adjustment movement by using at least one non-contact and / or haptic obstacle detection device. This is achieved by stopping and reversing the adjustment movement upon detection of an obstacle, so that the at least one vehicle adjustment component returns to the open position.

[0003] Nevertheless, such obstructions do occur repeatedly, leading to delays in the closing process. Since it is necessary to close certain body openings before the rail vehicle can depart, delays caused by the aforementioned obstructions can result in delays.

[0004] This problem exists, for example, with public transport rail vehicles. In public transport rail vehicles, at least one vehicle adjustment element can also be a passenger door, and this can lead to longer processing times if passengers in the vicinity of the door obstruct the closing process.

[0005] Typically, there are three different operating modes for the doors of public transport vehicles. It is known that vehicle doors can only be opened after the driver has authorized them to open while the vehicle is stationary. To do this, the driver activates a "door release" switch for the respective right and / or left side. Once a vehicle door has been opened with the door release engaged, a hold-open time begins.

[0006] Previously, the first adjustment mode was characterized by the automatic closing of the vehicle doors after the hold-open time expired. However, should an obstacle be detected by at least one contactless obstacle detection device, the vehicle doors would fully reopen and wait for the hold-open time to expire again. This automatic closing, after door release has been granted following the hold-open time, reduces the duration the vehicle doors remain open, thereby minimizing the exchange of air masses between the interior and exterior of the passenger compartment. This increases passenger comfort and reduces the energy required for the vehicle's heating and air conditioning systems. Furthermore, the automatic closing of the vehicle doors has the advantage of reducing processing times.

[0007] Previously, a second adjustment mode was characterized by the automatic closing of the vehicle doors upon cancellation of the door release. The previously granted door release is canceled by the driver before the vehicle departs. Once all vehicle doors are closed, the train is ready for departure. Vehicle doors that were already closed before the driver canceled the departure release do not need to be closed again. However, should an obstacle be detected by the at least one non-contact obstacle detection device, the vehicle doors will fully reopen and wait for the hold-open time to elapse before closing again.

[0008] Previously, a third adjustment mode was characterized by the fact that the vehicle doors closed in response to a "forced closing" command. The forced closing function is activated by the driver pressing the "forced closing" switch. Open vehicle doors close without evaluating the at least one non-contact obstacle detection device. This means that if an object is in the vehicle door area during the closing process using the "forced closing" function, the vehicle door will close until the door panels collide with the object. At least one haptic obstacle detection device is then activated, the closing process is immediately interrupted, and the vehicle door is partially reopened.

[0009] In the current status quo, the same warning messages are issued when switching between any of these three adjustment modes, making it impossible for passengers to distinguish between them. Experience has shown that this lack of differentiation leads to incorrect behavior and further delays the door closing process, resulting in even longer processing times.

[0010] Against this background, the proposed solution is based on the task of providing an improved adjustment device that counteracts the described delay in the process.

[0011] This task, of providing an adjustment device that counteracts the delay of the process, is solved in particular by an adjustment device of claim 1.

[0012] A first aspect of the proposed solution provides an adjustment device for a rail vehicle. This device is designed and configured to adjust at least one vehicle adjustment component during a closing operation. The device is externally actuated to move this component from an open position towards a closed position, in which it closes a body opening on the rail vehicle. The adjustment device includes an electronic control unit for controlling the adjustment of the component. The electronic control unit can trigger the adjustment of the component towards the closed position.Furthermore, the electronic control unit can output at least one warning message perceptible to a passenger in the vicinity of the vehicle adjustment element when the vehicle adjustment element is moved towards its closing position. The electronic control unit is configured to operate the adjustment device for moving the at least one vehicle adjustment element towards its closing position in at least one first adjustment mode or a second adjustment mode. In the first adjustment mode, at least one warning message is output, which differs from at least one second warning message, the output of which is provided in the second adjustment mode.

[0013] This first aspect of the proposed solution increases passengers' situational awareness in the vicinity of at least one vehicle adjustment component regarding the impending closing process and the corresponding adjustment mode through different warning signals. This can prevent delays in the process, as typically at least one adjustment mode is associated with imminent departure, and passengers in the vicinity can recognize this through different warning signals and adjust their actions accordingly.

[0014] In one embodiment of the first aspect of the proposed solution, the adjustment device comprises at least one timing device. Furthermore, the electronic control unit is configured to execute the adjustment of the at least one vehicle adjustment component in the first adjustment mode after the expiration of a time interval determined by the at least one timing device, in particular after the opening time has elapsed. The at least one timing device can measure the elapsed time interval, thereby enabling the first adjustment mode to be executed automatically by the electronic control unit after the body opening has been open for a specific period of time.A time interval specified by the timing device, after which an adjustment is triggered in the first adjustment mode, can, for example, be in the range of three to fifteen seconds, in particular in the range of three to ten seconds, in particular in the range of four to eight seconds, and can be, for example, six seconds long.

[0015] In a further embodiment of the first aspect of the proposed solution, the adjustment device comprises at least one non-contact obstacle detection device, in particular one that can generate a light curtain and / or a light barrier. Furthermore, the electronic control unit is configured Upon detection of at least one obstacle by the at least one non-contact obstacle detection device during the adjustment of the at least one vehicle adjustment part towards the closing position in the first adjustment mode, the adjustment is to be stopped and / or reversed, and the adjustment to the closing position is to be carried out again in accordance with the first adjustment mode after the expiry of a time interval determined by the at least one timing device.

[0016] Collisions with an obstacle can be prevented if the obstacle is detected in time. Obstacle detection can be achieved using a non-contact obstacle detection device. An example of a non-contact obstacle detection device is an optical obstacle detection device. In the first adjustment mode, the detection of an obstacle then causes the adjustment movement to be first stopped and then reversed by the electronic control unit, typically by moving at least one vehicle adjustment component back to the open position. Another attempt to close the body opening occurs when the holding time, which can be determined by at least one timing device, has expired again.

[0017] Furthermore, in one embodiment, the electronic control unit can include at least one timing device.

[0018] Furthermore, in another embodiment of the first aspect of the proposed solution, the adjusting device can receive at least one locking signal. In addition, the electronic control unit is configured to execute the adjustment of the at least one vehicle adjustment component in the second adjustment mode in response to the at least one locking signal. By enabling the adjusting device to receive a locking signal and subsequently execute a closing operation by adjusting in the second adjustment mode, it is possible, among other things, for an external device to close the body opening by sending a locking signal and executing the adjustment of the at least one vehicle adjustment component in the second adjustment mode.

[0019] In a further embodiment of the first aspect of the proposed solution, the electronic control unit of the adjustment device is configured to stop the adjustment upon detection of at least one obstacle by the at least one non-contact obstacle detection device during the adjustment of the at least one vehicle adjustment component towards the closing position in the second adjustment mode, and to resume the adjustment as soon as no obstacle is detectable. If the at least one obstacle is detected by the at least one non-contact obstacle detection device while the adjustment is being performed in the second adjustment mode, the adjustment is only stopped, but not reversed. Furthermore, the adjustment is resumed as soon as the at least one obstacle, as determined by the at least one non-contact obstacle detection device, is no longer present.This means that the adjustment process in the second adjustment mode is less delayed even if at least one obstacle is present, since the adjustment in the second adjustment mode does not start again in the open position, but at the point where the adjustment was stopped.

[0020] In a further embodiment, the provided second warning message comprises at least two different variants. A first variant is issued when at least one obstacle is detected by the non-contact obstacle detection device during the adjustment of the vehicle's adjustment component towards the closing position in the second adjustment mode. A second variant is issued when no obstacle is detectable by the non-contact obstacle detection device during the adjustment of the vehicle's adjustment component towards the closing position in the second adjustment mode. The situational awareness of passengers in the vicinity is increased by the inclusion of two variants in the second warning message.If passengers or objects such as luggage in the vicinity are obstructing the view, then issuing at least one second warning in the first scenario can alert these passengers, prompting them to quickly move away from the door or remove the obstruction. Conversely, if there is no obstruction, then the second warning in the second scenario may be less alarming, as it merely informs the passengers that the adjustment in the second adjustment mode is now taking place.

[0021] In a further embodiment of the first aspect of the proposed solution, the adjusting device comprises at least one haptic obstacle detection device and the adjusting device is configured to receive at least one forced locking signal and the electronic control unit is configured to operate the adjusting device for adjusting the at least one vehicle adjustment part towards its closing position in a third adjustment mode, wherein in the third adjustment mode the output of at least one third warning signal is provided, which differs from the at least one first and second warning signal, and to execute the third adjustment mode in response to the at least one forced locking signal, and upon detection of at least one obstacle by the at least one haptic obstacle detection device during the adjustment of the at least one vehicle adjustment part towards the closing position in the third adjustment mode, to stop the adjustment and to continue as soon as no obstacle is detectable by the at least one haptic obstacle detection device and / or in response to the renewed reception of the at least one forced locking signal.

[0022] The forced closing signal indicates the urgency of immediately closing at least one vehicle adjustment component. Thus, a forced closing signal triggers the immediate closing of the body opening by at least one vehicle adjustment component, possibly also deactivating at least part of a previously (fully or otherwise) active obstacle detection device. Upon receiving this signal, the adjustment is therefore executed in a third adjustment mode. The third warning message can, for example, convey the particular urgency to passengers in the vicinity. Furthermore, obstacle detection is only achieved via at least one haptic obstacle detection device, meaning that the obstacle is only detected upon collision.Because the adjustment in the third adjustment mode is not reversed, but merely stopped upon collision with at least one obstacle, a shorter delay can be achieved when closing a vehicle adjustment component. This is because the adjustment can continue from this stopped position as soon as the obstacle is removed. In other words, upon collision detection, the door does not return to the open position, but remains in a kind of waiting position after the collision is slightly resolved, and then closes again.

[0023] In another embodiment, the output of the at least one first and / or at least one second warning includes a visual and / or audible output. Visual and / or audible warnings are generally easily perceptible to passengers in the vicinity and increase situational awareness. If both visual and audible warnings are used, passengers with visual or hearing impairments can also be warned.

[0024] In a further embodiment of the first aspect of the proposed solution, the electronic control unit comprises at least one output device. Furthermore, the electronic control unit is configured to output the at least one first warning and / or the at least one second warning via the at least one output device and to repeat the output of the at least one first and / or second warning at a specific repetition frequency, wherein the repetition frequency of the at least one first warning differs from the repetition frequency of the at least one second warning. Due to the different repetition frequencies of the at least one first warning and the at least one second warning, passengers in the vicinity can distinguish between them and therefore know which adjustment mode is being executed and how best to behave in order not to delay the process.

[0025] Furthermore, in one embodiment, the output means is not included by the electronic control unit; instead, the adjusting device includes the output means, and the output means is connectable to the electronic control unit. In this embodiment, the electronic control unit is configured to output the at least one first warning message and / or the at least one second warning message via the at least one output means, and to repeat the output of the at least one first and / or second warning message at a specific repetition frequency, wherein the repetition frequency of the at least one first warning message differs from the repetition frequency of the at least one second warning message.

[0026] Depending on the availability of an output device and various repetition frequencies, the output of the at least one initial warning message can begin 1 to 15 seconds, particularly 2 seconds, before the adjustment of the at least one vehicle adjustment component in the first adjustment mode and can be repeated until the adjustment is completed. To warn passengers in the vicinity as early as possible, it is advantageous to issue the at least one initial warning message shortly before the adjustment begins in the first adjustment mode, so that passengers in the vicinity can adjust their behavior accordingly in time.

[0027] Similarly, depending on the availability of an output device and various repetition frequencies, the output of at least one second warning message via the output device can begin 1 to 15 seconds, particularly 2 seconds, before the adjustment of at least one vehicle adjustment component in the second adjustment mode and be repeated until the adjustment is completed. To warn passengers in the vicinity as early as possible, it is advantageous to issue the at least one second warning message shortly before the adjustment in the second adjustment mode begins, so that passengers in the vicinity can adjust their behavior accordingly in time.

[0028] In a further embodiment of the first aspect of the proposed solution, and depending on the presence of an output means and various repetition frequencies, the output of the at least one first and / or second warning includes an acoustic output at a tone frequency of 1500 to 2500 Hz, in particular 1600 to 2400 Hz, in particular 1700 to 2300 Hz, in particular 1800 to 2200 Hz, in particular 1800 to 2100 Hz, in particular 1800 to 2000 Hz, in particular 1850 to 2000 Hz, in particular 1850 to 1950 Hz, and the output of the at least one first and / or second warning has a repetition frequency of four to twelve pulses per second, in particular five to eleven pulses per second, in particular six to ten pulses per second.The audible output of at least one first and / or second warning signal is specifically at a tone frequency of 1800 to 2000 Hz, as these tonal frequencies are typically easily perceived by passengers in the vicinity. The at least one first and / or second warning signal is specifically repeated six to ten times per second, as these repetition frequencies are typically easily perceived and distinguished by passengers in the vicinity.

[0029] Depending on the availability of an output device and various repetition frequencies, a further embodiment is that the output of the at least one first warning message comprises a visual and an audible output, wherein the at least one first warning message provides a repetition frequency for the visual output that is twice as high as a repetition frequency for the audible output. For example, the at least one first warning message provides a repetition frequency of 6 Hz, 8 Hz, 10 Hz, or 12 Hz for the visual output and, correspondingly, a repetition frequency of 3 Hz, 4 Hz, 5 Hz, or 6 Hz for the audible output.The at least one first warning includes a visually outputtable and an audibly outputtable first warning (first visual and first audible warning), wherein the first visual warning has, for example, a repetition frequency of 6 Hz and the first audible warning has a repetition frequency of 3 Hz.

[0030] Depending on the availability of an output device, various repetition frequencies, and the availability of at least one non-contact obstacle detection device, a further embodiment is that the output of the at least one second warning message comprises an optical and an acoustic output, wherein the at least one second warning message in the first variant provides a repetition frequency for the optical and acoustic output, and the at least one second warning message in the second variant also provides a repetition frequency for the optical and acoustic output, and the repetition frequency of the second variant is lower than the repetition frequency of the first variant.For example, the at least one second warning in the first variant provides for a repetition frequency in the range of 8 to 14 Hz, in particular in the range of 9 to 13 Hz, especially of 10 Hz for the visual and acoustic output, and the at least one second warning in the second variant provides for a repetition frequency in the range of 4 to 7 Hz, in particular in the range of 5 to 7 Hz, especially of 6 Hz for the visual and acoustic output.The at least one second warning includes in both variants an optically outputtable and an acoustically outputtable second warning (second optical and second acoustic warning in the respective variant), wherein the second optical warning and the second acoustic warning in the first variant, for example, have a repetition frequency of 10 Hz and the second optical warning and the second acoustic warning in the second variant, for example, have a repetition frequency of 6 Hz.

[0031] Depending on the presence of an output device, various repetition frequencies, and at least one haptic obstacle detection device and at least one third adjustment mode in which at least one third warning is issued, a further embodiment is that the output of the at least one third warning comprises a visual and an acoustic output, wherein the at least one third warning provides a repetition frequency for the visual and acoustic output, and the repetition frequency of the third warning differs from the repetition frequency of the at least one second warning. For example, the third warning provides a repetition frequency in the range of 5 to 10 Hz, particularly in the range of 6 to 8 Hz, and particularly 8 Hz.The at least one third warning includes a third warning that can be output visually and an audibly output third warning (third visual and third audible warning), wherein the third visual warning and the third audible warning have, for example, a repetition frequency of 8 Hz.

[0032] In a further embodiment, the adjustment device is installed in a rail vehicle, as in one of the aforementioned embodiments, and the output of the at least one first warning signal and / or the at least one second warning signal is perceptible to a passenger in the vicinity of the vehicle adjustment component, both inside and outside the rail vehicle. Because the output of the at least one first and / or second warning signal can be noticed by passengers in the vicinity of the vehicle adjustment component both inside and outside the rail vehicle, it is ensured that all passengers in the vicinity are warned.

[0033] The problem described above is further solved by a second aspect of the proposed solution, in particular by an adjusting device according to claim 18. The first and second aspects of the proposed solution can be combined.

[0034] The second aspect of the proposed solution provides an adjustment device for a rail vehicle for adjusting at least one vehicle adjustment component during a closing process. This device is designed and intended to move the at least one vehicle adjustment component, actuated by an external force, from an open position towards a closed position, in which the at least one vehicle adjustment component closes a body opening on the rail vehicle. The adjustment device includes an electronic control unit for controlling the adjustment of the at least one vehicle adjustment component. The electronic control unit can trigger an adjustment of the vehicle adjustment component towards the closed position. Furthermore, the adjustment device includes an obstacle detection device.The electronic control unit is configured to operate the adjustment device for adjusting the at least one vehicle adjustment part in the direction of its closing position and to stop the adjustment of the at least one vehicle adjustment part when at least one obstacle is detected by the at least one obstacle detection device and to resume it as soon as no obstacle can be detected, without triggering a reset movement or reversing the adjustment.

[0035] This also shortens the process, since at least one vehicle adjustment part is not first moved completely back to the open position or even partially back, but remains in the stopped position and therefore the adjustment to the closed position can take place as quickly as possible as soon as there is no longer an obstacle.

[0036] In one embodiment of the second aspect of the proposed solution, the at least one obstacle detection device is a haptic obstacle detection device and / or generates a light grid and / or a light barrier.

[0037] Both aspects of the proposed solution can be combined, particularly in the embodiments of the first aspect of the proposed solution where at least one obstacle detection device is already provided. In these embodiments, an obstacle detection device in the form of the second aspect of the proposed solution can then be used.

[0038] In a further embodiment of the second aspect of the proposed solution, the adjusting device is configured to receive at least one locking signal. Furthermore, the electronic control unit is configured to stop and resume the adjustment of the at least one vehicle adjustment component upon detection of at least one obstacle by the obstacle detection device, in response to the at least one locking signal. The stopped adjustment of the at least one vehicle adjustment component can be resumed upon receipt of a locking signal.

[0039] This embodiment of the second aspect of the proposed solution can be combined with the first aspect of the proposed solution by making the locking signal of this embodiment of the second aspect equivalent to the locking signal or forced locking signal of the embodiments of the first aspect in which the electronic control unit is configured to receive a locking signal or forced locking signal.

[0040] The first aspect of the proposed solution also concerns a method for a rail vehicle for the electronic control of an adjustment of at least one vehicle adjustment part during a closing process, wherein the at least one vehicle adjustment part is externally actuated from an opening position towards a closing position, in which the at least one vehicle adjustment part closes a body opening on the rail vehicle.When the vehicle adjustment part is moved towards its closing position, at least one warning message perceptible to a passenger in the vicinity of the vehicle adjustment part is issued, and the adjustment of the at least one vehicle adjustment part towards its closing position is operated in at least one first adjustment mode or a second adjustment mode, wherein in the first adjustment mode the output of at least one first warning message is provided, which differs from at least one second warning message, the output of which is provided in the second adjustment mode.

[0041] The second aspect of the proposed solution further concerns a method for a rail vehicle for the electronic control of the adjustment of at least one vehicle adjustment component during a closing process, wherein the at least one vehicle adjustment component is externally actuated and moved from an open position towards a closed position, in which the at least one vehicle adjustment component closes a body opening on the rail vehicle. Obstacles are detected by at least one obstacle detection device, and the adjustment of the at least one vehicle adjustment component towards its closing position is initiated. Upon detection of at least one obstacle by the at least one obstacle detection device, the adjustment of the at least one vehicle adjustment component is stopped. As soon as no obstacle is detected, the adjustment continues in the closing direction without triggering a return movement.the adjustment is reversed.

[0042] One embodiment of a proposed method can be implemented, in particular, with an embodiment of a proposed adjusting device. The features and advantages described above and below for embodiments of a proposed adjusting device therefore also apply to embodiments of a proposed method, and vice versa.

[0043] Two examples of the proposed solution are shown in Tables 1 and 2 below, which illustrate a first and second adjustment mode that differ in the repetition frequencies of their respective warnings and in the extent to which a non-contact or haptic obstacle detection device is used. Table 1 Adjustment module Status of non-contact obstacle detection device Repetition frequency Behavior of at least one vehicle adjustment part during adjustment optically acoustically First No obstacle detected 6 Hz 3 Hz The at least one vehicle adjustment component closes completely (using the contactless and haptic obstacle detection devices) after the hold-open time has elapsed. Obstacle detected The at least one vehicle adjustment component opens completely (using the contactless and haptic obstacle detection devices) and closes again after the hold-open time has elapsed. Second No obstacle detected 6 Hz 6 Hz The at least one vehicle adjustment component closes completely (using the contactless and haptic obstacle detection devices) without any holding time. Obstacle detected 10 Hz 10 Hz Stopping at least one vehicle adjustment component at its current position as soon as there is no longer an obstacle: Approaching in the closing direction without a holding time. Table 2 Adjustment mode Status of non-contact obstacle detection device Repetition frequency Behavior of at least one vehicle adjustment part during adjustment optically acoustically First No evaluation 8 Hz 8 Hz The at least one vehicle adjustment component closes completely (using the haptic obstacle detection device) without any holding time. Second No obstacle detected 6 Hz 6 Hz The at least one vehicle adjustment component closes completely (using the contactless and haptic obstacle detection devices) without any holding time. Obstacle detected 10 Hz 10 Hz Stopping at least one vehicle adjustment component at its current position as soon as there is no longer an obstacle: Approaching in the closing direction without a holding time.

[0044] The first example, shown in Table 1, includes a first and second adjustment mode; when adjusting at least one vehicle adjustment part in one of the two adjustment modes, two first warnings or two second warnings are issued.

[0045] During the execution of the first adjustment mode, a first visual warning and a second audible warning are issued, with the first visual warning having a repetition frequency of 6 Hz and the first audible warning 3 Hz. The adjustment of at least one vehicle adjustment component in the first adjustment mode occurs after the hold-open time has elapsed and utilizes at least one non-contact obstacle detection device and at least one haptic obstacle detection device. If the presence of at least one obstacle is detected by the at least one non-contact obstacle detection device during the adjustment in the first adjustment mode, the at least one vehicle adjustment component is returned to its open position, and after the hold-open time has elapsed again, the adjustment of the at least one vehicle adjustment component in the first adjustment mode occurs again.

[0046] When the second adjustment mode is executed, a second warning is issued visually and a second warning audibly, with the second warning having two different variations. If no obstacle is detected by the at least one non-contact obstacle detection device during adjustment in the second mode, a second visual warning is issued at a repetition frequency of 6 Hz, and a second audible warning is issued at a repetition frequency of 6 Hz. However, if the presence of at least one obstacle is detected by the at least one non-contact obstacle detection device during adjustment in the second mode, a second visual warning is issued at a repetition frequency of 10 Hz, and a second audible warning is issued at a repetition frequency of 10 Hz.The adjustment in the second adjustment mode is executed when a locking signal is received. This second adjustment mode also utilizes at least one haptic obstacle detection device. If no obstacle is detected by the at least one non-contact and / or at least one haptic obstacle detection device during the second adjustment mode, the at least one vehicle adjustment component moves to its closed position. If at least one obstacle is detected during the second adjustment mode by the at least one non-contact and / or at least one haptic obstacle detection device, the adjustment is stopped, and the at least one vehicle adjustment component remains in position until the obstacle is removed, at which point the adjustment continues toward the closed position.

[0047] The advantage of this first example lies in the fact that the two adjustment modes can be used for different levels of urgency. In the first adjustment mode, the adjustment occurs automatically after a hold-open time has elapsed. Therefore, moving the adjustment to the closed position is not yet very urgent, which is why at least one vehicle adjustment component is moved back to the open position if an obstacle is detected. However, if closing the body opening becomes urgent, this can be achieved more quickly by receiving a closing signal, as the adjustment then occurs in the second adjustment mode with higher repetition frequencies and no return of at least one vehicle adjustment component to the open position upon detection of at least one obstacle.

[0048] In another example, the first adjustment mode and the second adjustment mode correspond to the corresponding adjustment modes of the previous example illustrated in Table 1, with the difference that the execution in the first adjustment mode and in the second adjustment mode is carried out without using the at least one haptic obstacle detection device and only using the at least one non-contact obstacle detection device.

[0049] The second example shown in Table 2 includes a first and second adjustment mode; when adjusting at least one vehicle adjustment part in one of the two adjustment modes, two first warnings or two second warnings are issued.

[0050] During the execution of the first adjustment mode, a first visual warning and a second audible warning are issued, with the first visual warning having a repetition frequency of 8 Hz and the first audible warning also having a repetition frequency of 8 Hz. The adjustment of at least one vehicle adjustment component in the first adjustment mode occurs in response to a received forced locking signal and using at least one haptic obstacle detection device. During adjustment in the first adjustment mode, no evaluation of the at least one non-contact obstacle detection device takes place.However, if the presence of at least one obstacle is detected via the at least one haptic obstacle detection device during the adjustment in the first adjustment mode, the at least one vehicle adjustment part remains in its stopped position and the adjustment towards the closing position is continued as soon as no obstacle is detected via the at least one haptic obstacle detection device.

[0051] The second adjustment mode of the second example corresponds to the second adjustment mode of the first example.

[0052] The advantage of this second example also lies in the fact that the two adjustment modes can be used for different levels of urgency. If closing the body opening is particularly urgent, the adjustment in the first mode is triggered by the received forced closing signal, without any evaluation of the at least one non-contact obstacle detection device. Therefore, in this second example, the first adjustment mode is designed for more urgent closing than the second mode.

[0053] In both examples, delays in the process are prevented by issuing different warnings, depending on the urgency of closing the body opening, and by ensuring that, in case of urgency and the presence of at least one obstacle during the adjustment of at least one vehicle adjustment part, it is not returned to its open position.

[0054] In another example, the first adjustment mode and the second adjustment mode correspond to the corresponding adjustment modes of the previous example illustrated in Table 2, with the difference that the execution in the second adjustment mode is carried out without using the at least one haptic obstacle detection device and only using the at least one non-contact obstacle detection device.

[0055] A combination of the first and second examples is possible; such a combination then includes another example with three adjustment modes, in that the first adjustment mode of the second example functions as the third adjustment mode.

[0056] The proposed solution can, in particular, reduce the turnaround times of a public transport rail vehicle equipped with a vehicle adjustment element in the form of a vehicle door, provided three adjustment modes are available. An example of how the proposed solution could be implemented for a public transport rail vehicle is shown in Table 3 below. Table 3 Adjustment mode Status of non-contact obstacle detection device Repetition frequency Door behavior during closing process optically acoustically First No obstacle detected 6 Hz 3 Hz The vehicle door closes completely (using the contactless and haptic obstacle detection systems) after the hold-open time has elapsed. Obstacle detected The vehicle door opens fully (using the contactless and haptic obstacle detection systems) and closes again after the hold-open time has elapsed. Second No obstacle detected 6 Hz 6 Hz Vehicle door closes completely (using the contactless and haptic obstacle detection systems) without any holding time. Obstacle detected 10 Hz 10 Hz The vehicle door stops at its current position as soon as there is no longer an obstacle: Approach in the closing direction without any holding time. Third No evaluation 8 Hz 8 Hz Vehicle door closes completely (using the haptic obstacle detection system) without any holding time.

[0057] In this embodiment, all three adjustment modes are characterized by the fact that the output of the respective at least one first, second or third warning message includes a visual and an acoustic output.

[0058] The first adjustment mode is characterized by the fact that the door release mechanism is still engaged, meaning the train's departure is not imminent and there is still time for passenger boarding and alighting. Therefore, the first visual and audible warnings are issued at a relatively low repetition frequency of 6 Hz for the first visual warning and 3 Hz for the first audible warning. In this first adjustment mode, the adjustment of at least one vehicle door occurs after the holding time has elapsed and utilizes both the at least one non-contact obstacle detection device and the haptic obstacle detection device.If the presence of at least one obstacle is detected by the at least one non-contact obstacle detection device during the adjustment in the first adjustment mode, the at least one vehicle door is opened and after the open time has elapsed again, the at least one vehicle door is adjusted again in the first adjustment mode.

[0059] The second adjustment mode is executed when the door release has already been canceled, meaning the train is about to depart. The cancellation of the door release corresponds to a locking signal. If no obstacle is detected by the at least one non-contact obstacle detection device, only the second audible warning, with a repetition frequency of 6 Hz, differs in frequency from the first audible warning. The repetition frequency of the second visual warning is the same as that of the first visual warning. However, if at least one obstacle is detected by the at least one non-contact obstacle detection device when the door release has been canceled, the second visual and the second audible warnings will have a repetition frequency of 10 Hz, the maximum permissible frequency according to TSI PRM.This ensures maximum passenger attention. Furthermore, the adjustment of at least one vehicle door remains in its current position when at least one obstacle is detected by the at least one contactless obstacle detection device, and the adjustment resumes immediately once the obstacle is no longer present. This type of control results in a significant reduction in processing time compared to previous processes, where, even if the door release is canceled, at least one vehicle door is fully adjusted back to the open position after each detection of at least one obstacle, and only moves back towards the closed position after the holding time has elapsed again.

[0060] The third adjustment mode is executed upon receipt of the forced closing command. This command corresponds to the receipt of the forced closing signal. The repetition frequency of the third visual and audible warnings is 8 Hz. This repetition frequency is lower than in the second adjustment mode, but higher than in the first. This is due, among other reasons, to the following: The at least one non-contact obstacle detection device is not evaluated, so any obstacle that may be present is not detected and therefore not taken into account. However, since the at least one haptic obstacle detection device is still active and the departure of the rail vehicle is imminent, the repetition frequency is higher than in the first adjustment mode.Unlike other rail vehicles, when an obstacle is detected, at least one door does not open even a little, but remains stationary, allowing any person trapped inside to easily free themselves. After the train driver activates the "forced closing" switch again, the door immediately returns to the closed position without reopening. This significantly reduces boarding time, as the door is not reopened, preventing new passengers from boarding the train.

[0061] Typically, the third adjustment mode is designed such that upon receiving the forced closing signal, at least one vehicle door is moved towards the closed position. If an obstacle is detected by the at least one haptic obstacle detection device, the door stops. Shortly thereafter, another attempt is automatically made to move the at least one vehicle door towards the closed position. If an obstacle is still detected by the at least one haptic obstacle detection device during this second attempt, the at least one vehicle door remains in its position without any movement, in particular without power. Only after the train driver activates the "forced closing" switch again is at least one vehicle door immediately moved back towards the closed position without reopening.

[0062] In another example, the first adjustment mode, the second adjustment mode and the third adjustment mode correspond to the corresponding adjustment modes of the previous example illustrated in Table 3, with the difference that the execution in the first adjustment mode and in the second adjustment mode is carried out without using the at least one haptic obstacle detection device and only using the at least one non-contact obstacle detection device.

[0063] The proposed solution can reduce processing times in this use case, among other things by better informing passengers through various warning messages that departure is imminent or at least imminent. Processing times are also reduced because, upon detection of at least one obstacle in the second or third adjustment mode, at least one vehicle door is not fully reopened but remains in its stopped position.

[0064] Further advantages and features of the proposed solution will become clear in the following description of exemplary implementations based on the figures.

[0065] This shows: Figure 1 schematically shows an embodiment of a proposed adjustment device comprising an electronic control unit and configured for two vehicle adjustment parts, here two door leaves of a vehicle door of a rail vehicle; Figure 2 schematically shows an embodiment of a proposed adjustment device comprising, in addition to the electronic control unit, a timing device; Figure 3 schematically shows an embodiment of a proposed adjustment device comprising, in addition to the electronic control unit and the timing device, a non-contact obstacle detection device; Figure 4 schematically shows an embodiment of a proposed adjustment device receiving a locking signal and comprising an electronic control unit and a non-contact obstacle detection device;Figure 5 schematically shows an embodiment of a proposed adjustment device that receives a forced closing signal and includes an electronic control unit and a haptic obstacle detection device; Figure 6 schematically shows an embodiment of a proposed adjustment device that includes an electronic control unit, wherein the electronic control unit includes an output means; Figure 7a shows an exemplary embodiment of a vehicle door for a rail vehicle, controlled by an embodiment of a proposed adjustment device, with an acoustic output means and LED strips;Figure 7 shows a further exemplary embodiment of a vehicle door controlled by an embodiment of a proposed adjustment device, featuring an LED strip and a non-contact obstacle detection device. Figure 8 shows a flowchart for different adjustment modes in an embodiment of a proposed adjustment device.

[0066] The Figure 1 Figure 1 shows a rail vehicle 2 with an adjustment device 1 for the electronically controlled adjustment of two vehicle adjustment parts in the form of two door leaves of a vehicle door 3. The adjustment device 1 comprises an electronic control unit 10, while the rail vehicle comprises a body opening 20 and at least one vehicle adjustment part 3, here two door leaves of a vehicle door of the rail vehicle 2. Furthermore, the figure shows Figure 1A passenger 4 is standing near the at least one vehicle adjustment part 3. The adjustment device 1 is set up and programmed to move the at least one vehicle adjustment part 3 from an open position to a closed position during a closing process, in which the at least one vehicle adjustment part 3 closes a body opening 20 on the rail vehicle 2. The adjustment device 1 controls the movement of the at least one vehicle adjustment part 3 via the electronic control unit 10. Furthermore, the electronic control unit 10 can trigger a movement of the vehicle adjustment part 3 towards the closing position and can issue at least one warning message perceptible to a passenger 4 in the vicinity of the vehicle adjustment part 3 during this movement.Furthermore, the electronic control unit 10 is configured to operate the adjusting device 1 for adjusting the at least one vehicle adjustment part 3 towards its closing position in at least one first adjustment mode or a second adjustment mode, wherein in the first adjustment mode the output of at least one first warning message is provided, which differs from at least one second warning message, the output of which is provided in the second adjustment mode. The different warning messages allow a passenger in the vicinity 4 to be informed which adjustment mode is being executed and to adjust their behavior accordingly, in particular by avoiding obstructing the adjustment.

[0067] In Figure 2The adjustment device 1 comprises, in addition to the electronic control unit 10, a timing device 11. The electronic control unit 10 is configured to execute the adjustment of at least one vehicle adjustment component 3 in the first adjustment mode after the expiration of a time interval determined by the timing device 11. The timing device 11 makes it possible to determine the expiration of a time interval, thereby enabling automatic execution of the adjustment in the first adjustment mode. A time interval specified by the timing device 11, after which an adjustment is triggered in the first adjustment mode, can, for example, be in the range of three to ten seconds, particularly in the range of four to eight seconds, and, for example, be six seconds long.

[0068] The Figure 3Figure 1 shows the adjusting device 1, which, in addition to the electronic control unit 10 and the timing device 11, also includes a non-contact obstacle detection device 12. The electronic control unit 10 is configured, upon detection of at least one obstacle by the non-contact obstacle detection device 12 during the adjustment of the at least one vehicle adjustment part 3 towards the closing position in the first adjustment mode, to stop and / or reverse the adjustment and to repeat the adjustment to the closing position according to the first adjustment mode after the expiry of a time interval determined by the timing device 11. The non-contact obstacle detection device 12 enables the detection of obstacles and the reversal of the adjustment in the first adjustment mode.

[0069] The Figure 4Figure 1 shows the adjusting device 1, which comprises an electronic control unit 10 and a non-contact obstacle detection device 12 and receives a locking signal VS. The electronic control unit 10 is configured to execute the adjustment of the at least one vehicle adjustment part 3 in the second adjustment mode in response to the locking signal VS. Furthermore, the electronic control unit 10 is configured, upon detection of at least one obstacle by the non-contact obstacle detection device 12 during the adjustment of the at least one vehicle adjustment part 3 towards the closing position in the second adjustment mode, to stop the adjustment and resume it as soon as no obstacle is detectable.The intended second warning message comprises at least two different variants. A first variant is issued when an obstacle is detected by the non-contact obstacle detection device 12 during the adjustment of the at least one vehicle adjustment part 3 towards the closing position in the second adjustment mode. A second variant is issued when no obstacle is detectable by the non-contact obstacle detection device 12 during the adjustment of the at least one vehicle adjustment part 3 towards the closing position in the second adjustment mode. Upon receipt of the locking signal VS, the adjustment is executed in the second adjustment mode. The evaluation of the non-contact obstacle detection device 12 is used to determine which variant of the second warning message should be issued.

[0070] The Figure 5Figure 1 shows the adjusting device 1, wherein the adjusting device 1 comprises an electronic control unit 10 and a haptic obstacle detection device 13 and receives a forced locking signal ZS.The electronic control unit 10 is configured to operate the adjusting device for adjusting the at least one vehicle adjusting part 3 towards its closing position in a third adjusting mode, wherein in the third adjusting mode the output of at least one third warning signal is provided, which differs from the at least one first and second warning signal, and to execute the third adjusting mode in response to the forced locking signal ZS, and upon detection of at least one obstacle by the haptic obstacle detection device 13 during the adjustment of the at least one vehicle adjusting part 3 towards the closing position in the third adjusting mode, to stop the adjustment and to continue as soon as no obstacle is detectable by the haptic obstacle detection device 13 and / or in response to the renewed reception of the forced locking signal ZS.Upon receipt of the forced locking signal ZS, the adjustment is carried out in the third adjustment mode, whereby in an adjustment in the third adjustment mode the detection of obstacles is carried out via a haptic obstacle detection device 13.

[0071] Typically, the haptic obstacle detection device 13 is located in the Figure 1 The door leaves of the vehicle door 3 are integrated as shown.

[0072] The Figure 6Figure 1 shows the adjusting device 1, wherein the adjusting device 1 comprises an electronic control unit 10 and the electronic control unit 10 comprises an output means 100. The electronic control unit 10 is configured to output the at least one first warning and / or the at least one second warning via the output means and to repeat the output of the at least one first and / or second warning at a specific repetition frequency, wherein the repetition frequency of the at least one first warning differs from the repetition frequency of the at least one second warning.

[0073] The Figure 7a The image shows a vehicle door with two door leaves of a rail vehicle 2 for public transport, viewed from outside the vehicle. Figure 7ashows an acoustic output device 5 and LED strips 6, which are used for the output of at least one first and / or second warning message.

[0074] The Figure 7b The figure shows a vehicle door with two door leaves of a rail vehicle 2 for public transport, viewed from inside the vehicle. Figure 7b Figure 12 shows a non-contact obstacle detection device 12 in the form of a light grid, an acoustic output device 5 and LED strips 6, which are used for the output of at least one first and / or second warning message.

[0075] The Figure 8 schematically shows the process for an adjustment device with three adjustment modes for an adjustment device that includes all elements from the Figures 1 to 6 includes.

[0076] In the first step S1, the body opening 20 is open.

[0077] Following the sequence of the first adjustment mode, the next step SA1 is to wait for the open time. Then, the next step SA2 occurs, in which the adjustment of at least one vehicle adjustment part 3 in the first adjustment mode is moved to the closed position. Simultaneously, at least one initial warning message SA3 is issued. In a further step SA4, the non-contact obstacle detection device 12 checks whether an obstacle is detectable. If at least one obstacle is detectable, then step SA5 follows, and the at least one vehicle adjustment part 3 is moved back to the open position. If no obstacle is detectable, then step S2 follows, after which the body opening 20 is closed.

[0078] Following the sequence of the second adjustment mode, the next step SB1 is the receipt of a locking signal VS. Then, the next step SB2 occurs, in which the adjustment of at least one vehicle adjustment part 3 in the second adjustment mode is carried out to the closed position. In a further step SB3, the non-contact obstacle detection device 12 checks whether an obstacle is detectable. If at least one obstacle is detectable, then step SB4 follows, after which at least one second warning message is issued in its first variant. Subsequently, in the next step SB5, the adjustment is stopped, and then the process returns to step SB3. If no obstacle is detectable, then step SB6 follows, after which at least one second warning message is issued in its second variant. Then, step S2 follows, after which the body opening 20 is closed.

[0079] Following the sequence of the third adjustment mode, the next step, SC1, is the receipt of the forced locking signal ZS. Then, the next step, SC2, occurs, where the adjustment of at least one vehicle adjustment part 3 in the third adjustment mode is carried out to the closed position. Simultaneously, at least one third warning signal, SC3, is issued. In a further step, SC4, the haptic obstacle detection device 13 checks whether an obstacle is detectable. If at least one obstacle is detectable, then step SC5 follows, and the at least one vehicle adjustment part 3 is stopped, and the process returns to step SC4. If no obstacle is detectable, then step S2 follows, after which the body opening 20 is closed. Reference symbol list

[0080] 1 Adjustment device 10 Electronic control unit 100 Output device 11 Timing device 12 Non-contact obstacle detection device VS Locking signal 13 Haptic obstacle detection device ZS Forced locking signal 2 Rail vehicle 20 Body opening 3 Vehicle adjustment part 4 Passenger 5 Acoustic output device 6 LED strip

Claims

1. Adjustment device (1) for a rail vehicle (2), wherein the adjustment device (1) is designed and provided for adjusting at least one vehicle adjustment part (3) during a closing operation in order to adjust the at least one vehicle adjustment part (3) by external force from an open position towards a closed position in which the at least one vehicle adjustment part closes a body opening (20) on the rail vehicle (2), wherein the adjustment device (1) comprises an electronic control unit (10) for controlling the adjustment of the at least one vehicle adjustment part (3), via which an adjustment of the vehicle adjustment part (3) towards the closing position can be triggered and via which, when the vehicle adjustment part (3) is adjusted towards its closing position, at least one warning signal perceptible to a passenger (4) in the vicinity of the vehicle adjustment part (3) can be issued, characterized by the fact thatthe electronic control unit (10) is configured to operate the adjusting device (1) for adjusting the at least one vehicle adjusting part (3) in the direction of its closing position in at least one first adjusting mode or a second adjusting mode, wherein in the first adjusting mode the output of at least one first warning is provided, which differs from at least one second warning, the output of which is provided in the second adjusting mode.

2. Adjustment device (1) according to claim 1, characterized by the fact that the adjusting device (1) comprises at least one timing device (11) and the electronic control unit (10) is configured to perform the adjustment of the at least one vehicle adjustment part (3) in the first adjustment mode after the expiry of a time interval determined by the at least one timing device (11).

3. Adjustment device (1) according to claim 2, characterized by the fact thatthe adjusting device (1) comprises at least one non-contact obstacle detection device (12), in particular at least one light grid and / or a light barrier, and the electronic control unit (10) is configured to: - upon detection of at least one obstacle by the at least one non-contact obstacle detection device (12) during the adjustment of the at least one vehicle adjusting part (3) towards the closing position in the first adjustment mode, stop and / or reverse the adjustment, and - repeat the adjustment to the closing position according to the first adjustment mode after the expiry of a time interval determined by the at least one timing device (11).

4. Adjustment device (1) according to at least one of the preceding claims, characterized by the fact thatthe adjusting device (1) is configured to receive at least one locking signal (VS) and the electronic control unit (10) is configured to perform the adjustment of the at least one vehicle adjusting part (3) in the second adjustment mode in response to the at least one locking signal (VS).

5. Adjustment device (1) according to claims 3 and 4, characterized by the fact that the electronic control unit (10) is configured to stop the adjustment and resume it as soon as no obstacle can be detected, upon detection of at least one obstacle by the at least one non-contact obstacle detection device (12) during the adjustment of the at least one vehicle adjustment part (3) towards the closing position in the second adjustment mode.

6. Adjustment device (1) according to claim 5, characterized by the fact thatThe intended at least one second warning message comprises at least two different variants, in particular two variants that differ from each other with respect to a repetition frequency provided for the optical and acoustic output of the at least one second warning message, wherein the output of a first variant is provided when an obstacle is detected by the at least one non-contact obstacle detection device (12) when the at least one vehicle adjustment part (3) is moved towards the closing position in the second adjustment mode, and the output of a second variant is provided when no obstacle is detectable by the at least one non-contact obstacle detection device (12) when the at least one vehicle adjustment part (3) is moved towards the closing position in the second adjustment mode.

7. Adjustment device (1) according to at least one of the preceding claims, characterized by the fact thatthe adjusting device (1) comprises at least one haptic obstacle detection device (13) and the adjusting device is configured to receive at least one forced locking signal (ZS) and the electronic control unit (10) is configured, - to operate the adjusting device (1) for adjusting the at least one vehicle adjusting part (3) towards its closing position in a third adjusting mode, wherein in the third adjusting mode the output of at least one third warning is provided, which differs from the at least one first and second warning, and - to execute the third adjusting mode in response to the at least one forced locking signal (ZS), and - upon detection of at least one obstacle by the at least one haptic obstacle detection device (13) during the adjustment of the at least one vehicle adjusting part (3) towards the closing position in the third adjusting mode,to stop and resume the adjustment as soon as no obstacle can be detected by the at least one haptic obstacle detection device (13) and / or in response to the renewed reception of the at least one forced locking signal (ZS).

8. Adjustment device (1) according to at least one of the preceding claims, characterized by the fact that the electronic control unit (10) comprises at least one output means (100) and the electronic control unit (10) is configured to output the at least one first warning and / or the at least one second warning via the at least one output means (100) and to repeat the output of the at least one first and / or second warning at a specific repetition frequency, wherein the repetition frequency of the at least one first warning is different from the repetition frequency of the at least one second warning.

9. Adjustment device (1) according to claim 8, characterized by the fact that the electronic control unit (10) is configured to begin and repeat the output via the at least one output means (100) of the at least one first warning message one to fifteen seconds before the adjustment of the at least one vehicle adjustment part (3) in the first adjustment mode, until the adjustment of the at least one vehicle adjustment part (3) in the first adjustment mode has been carried out, or the electronic control unit (10) is configured to begin and repeat the output via the at least one output means (100) of the at least one second warning message one to fifteen seconds before the adjustment of the at least one vehicle adjustment part (3) in the second adjustment mode, until the adjustment of the at least one vehicle adjustment part (3) in the second adjustment mode has been carried out.

10. Adjustment device (1) according to claim 8 or 9, characterized by the fact thatthe output of the at least one first and / or second warning includes an acoustic output at a tone frequency of 1500 to 2500 Hz, and the output of the at least one first and / or second warning has a repetition frequency of four to twelve pulses per second, or the output of the at least one first warning includes a visual and an acoustic output, wherein the at least one first warning provides for a visual output a repetition frequency that is twice as high as a repetition frequency for an acoustic output, or the output of the at least one second warning includes a visual and an acoustic output.wherein the at least one second warning in a first variant provides a first repetition frequency for visual and audible output, and the at least one second warning in the second variant provides a second repetition frequency for visual and audible output, wherein the second repetition frequency of the second variant is lower than the first repetition frequency of the first variant.

11. Adjustment device (1) according to claim 8 or 9, characterized by the fact that The output of the at least one third warning includes a visual and an audible output, wherein the at least one third warning provides a repetition frequency for the visual and audible output, and the repetition frequency of the third warning is different from the repetition frequency of the at least one second warning.

12. Rail vehicle (2) with an adjusting device (1) according to at least one of the preceding claims, characterized by the fact that the issuance of at least one first and / or second warning notice is perceptible both inside the rail vehicle (2) and outside the rail vehicle (2) by a passenger in the vicinity of the vehicle adjustment part (3).

13. Adjustment device (1) for a rail vehicle (2), wherein the adjustment device (1) is designed and provided for adjusting at least one vehicle adjustment part (3) during a closing operation in order to adjust the at least one vehicle adjustment part (3) by external force from an open position towards a closed position in which the at least one vehicle adjustment part closes a body opening (20) on the rail vehicle (2), wherein the adjustment device (1) comprises an electronic control unit (10) for controlling the adjustment of the at least one vehicle adjustment part (3), via which an adjustment of the vehicle adjustment part (3) towards the closing position can be triggered and includes an obstacle detection device, characterized by the fact thatthe electronic control unit (10) is configured to operate the adjusting device (1) for adjusting the at least one vehicle adjusting part (3) in the direction of its closing position and to stop the adjustment of the at least one vehicle adjusting part (3) when at least one obstacle is detected by the at least one obstacle detection device and to resume the adjustment as soon as no obstacle can be detected, without triggering a reset movement or reversing the adjustment.

14. Method for a rail vehicle (2) for electronically controlling an adjustment of at least one vehicle adjustment part (3) during a closing process, wherein the at least one vehicle adjustment part (3) is externally actuated and moved from an opening position towards a closing position in which the at least one vehicle adjustment part (3) closes a body opening (20) on the rail vehicle (2), wherein, during the adjustment of the vehicle adjustment part (3) towards its closing position, at least one warning signal perceptible to a passenger in the vicinity of the vehicle adjustment part (3) is issued, characterized by the fact thatthe adjustment of the at least one vehicle adjustment part (3) in the direction of its closing position takes place in at least a first adjustment mode or a second adjustment mode, wherein in the first adjustment mode the output of at least one first warning message is provided, which differs from at least one second warning message, the output of which is provided in the second adjustment mode.

15. Method for a rail vehicle (2) for electronically controlling an adjustment of at least one vehicle adjustment part (3) during a closing process, wherein the at least one vehicle adjustment part (3) is externally actuated from an opening position towards a closing position, in which the at least one vehicle adjustment part (3) closes a body opening (20) on the rail vehicle (2) and obstacles are detected via at least one obstacle detection device, characterized by the fact thatthe adjustment of the at least one vehicle adjustment part (3) in the direction of its closing position takes place and the adjustment of the at least one vehicle adjustment part (3) is stopped when at least one obstacle is detected by the at least one obstacle detection device and is continued as soon as no obstacle is detected, without a reset movement being triggered or the adjustment being reversed.

Images