System for managing the movement of a transport vehicle in the vicinity of a loading dock, loading dock and corresponding implementation method

Abstract

This management system comprises at least one detection unit (1-4) which includes an identification module (10-40) for detecting unauthorized presence between the facade and the vehicle, a departure authorization module (60), and control means (50) configured to activate this authorization module. According to the invention, each detection unit further comprises a module (15-45) for determining the instantaneous distance (Dinst) separating the walls (104, 280) of the facade and the vehicle, while the control means are configured to activate the authorization module without, however, activating the presence identification module (10-40), if the distance (Dinst) is less than a predetermined threshold (Ds).If the instantaneous distance is too small to pose a risk of a passenger being trapped, the invention eliminates the conventional detection step, thereby reducing the vehicle's dwell time along the platform by avoiding so-called "false positives," which occur when the vehicle's side is detected and mistakenly interpreted as a passenger trapped between the platform door and the vehicle door. Figure for the abstract: [Fig. 10].

Description

Title of the invention: System for managing the movement of a transport vehicle near a platform facade, platform facade and corresponding implementation method. Technical field of the invention

[0001] The present invention relates to the field of platform screen doors, which are generally located in a train station along a section of track, allowing the passage of a transport vehicle. For the purposes of this invention, such a transport vehicle is, in particular, a train, tram, metro, trolleybus, or bus. Such a platform screen door comprises a plurality of platform screen doors, which may be equipped with a single leaf or with several leaves, typically two leaves. These leaves may, in particular, be of the sliding type or a sliding type.

[0002] The present invention relates more specifically to a system for managing the movement of a transport vehicle when it is near a loading platform. This management includes, in particular, the authorization to depart, given to the vehicle initially stopped opposite the loading platform. The invention also relates to a loading platform equipped with such a management system. Finally, it relates to a method for implementing this management system. Prior art

[0003] Overall transport vehicle traffic, as defined above, is constantly increasing. This not only facilitates passenger movement but also allows for compliance with environmental constraints as much as possible. It is understandable that when a transport vehicle approaches the platform, there is a risk that passengers may fall onto the tracks. In such a case, they risk serious injury or even death.

[0004] To improve this situation, it is increasingly common to equip platforms with a device called a "platform front." This front comprises a frame, typically made of a transparent or translucent screen. Furthermore, this front has several openings, which are closed by so-called platform doors with one or two leaves. When the transport vehicle stops alongside the platform, each platform door is positioned opposite a corresponding door on the vehicle. These platform doors can be moved between a closed configuration, in which they prevent passengers from entering the vehicle, and an open configuration, in which they allow passengers to enter the vehicle.

[0005] Even if the quayside facades, as described above, provide a se While not a significant safety hazard, these measures create an additional specific danger. Indeed, during movement between the vehicle and the platform, there is a risk of passengers becoming trapped. They can find themselves stuck between the opposing walls, belonging respectively to the platform door and the vehicle door, after these doors have closed. This risk of entrapment is particularly increased when there is a large number of passengers moving about. It is clear that this situation must also be avoided, as it is seriously detrimental to the physical safety of passengers.

[0006] To address this specific hazard, it is known to detect the gap between the vehicle and the platform facade before allowing the vehicle to depart. In English, this operation is called GHD (Gap Hazard Detection). Numerous patent documents are known that deal with this type of detection.

[0007] CN 10252998 IB describes a platform screen door comprising infrared emitters that cooperate with receivers located on a train. If an obstacle is present between the platform screen door and the train, the aforementioned obstacle interrupts the infrared beam. An alarm is then triggered, which prevents the train from moving and requires the intervention of an operator.

[0008] Furthermore, CN 114 044 005 proposes using two different types of sensors, namely laser sensors mounted on the train and infrared sensors installed on the platform facade. The combination of these different devices reduces the false alarm rate.

[0009] Finally, CN 214 823 230 will be cited, which discloses obstacle detection between the platform facade and the vehicle, using laser remote sensing or "LIDAR" (acronym for the English expression "Laser Imaging Detection And Ranging"). According to the teaching of this document, the beam of a first set of sensors is oriented in a first direction, while the beam of another set of sensors is oriented in a different direction.

[0010] As is clear from the above, the main aim of the prior art is above all to improve the accuracy of the detection of a possible obstacle present between the platform facade and the vehicle. However, it can be noted that, in general, such detection is an operation that takes a relatively long time. However, the state of the art does not propose a solution capable of smoothing the overall traffic of the different transport vehicles.

[0011] Therefore, a first objective of the invention is to propose a system which makes it possible to reduce, where appropriate, the stopping time of the vehicle along the platform, while ensuring perfectly safe management of the detection of any obstacle located between the vehicle and the platform facade.

[0012] Another objective of the invention is to propose a system for managing the movement of a transport vehicle which can be conveniently implemented as part of a modernization or upgrade of an existing platform facade.

[0013] Another objective of the invention is to propose such a system for managing the movement of a transport vehicle, the structure of which is simple and the cost price relatively moderate.

[0014] Objects of the invention

[0015] According to the invention, at least one of the above objectives is achieved by means of a management system (I), enabling the management of the movement of a transport vehicle (200) in the vicinity of a platform facade (100), this management system comprising

[0016] - at least one detection unit (1-4), each of which comprises a module presence detection (10-40), capable of identifying any unauthorized presence between said facade and said vehicle

[0017] - a departure authorization module (60), capable of authorizing the departure of the train, and

[0018] - control means (50) which are configured to activate the module authorization to leave

[0019] the management system being characterized in that

[0020] - each detection unit further comprises a determination module distance (15 - 45), suitable for determining a so-called instantaneous distance (Dinst), at the level of a so-called reference plane (Pref), said instantaneous distance separating the opposing walls (104, 280) belonging respectively to said facade and said vehicle; and

[0021] - the control means are configured to directly activate the module departure authorization, i.e. without activation of the presence identification module (10 - 40), if the distance determination measurement module (15 - 45) of each of the said detection units determines an instantaneous distance (Dinst) less than a threshold distance (Ds) having a predetermined value.

[0022] According to other features of the management system according to the invention:

[0023] - each distance determination module (15 - 45) comprises at least one measurement sensor (17) capable of measuring a distance said to be measured (Dmes) between said facing walls (104, 280), at the level of a plane said to be measured (Pmes) possibly different from the reference plane, this module comprising in particular two sensors (17) intended to be placed in the immediate vicinity, in particular on either side, of a landing door of the platform facade.

[0024] - the sensor or each sensor (17) is of the laser remote sensing type.

[0025] - each distance determination module (15 - 45) comprises a module of calculation (55) capable of calculating the instantaneous distance (Dinst) from the measured distance (Dmes) provided by the sensor or each sensor.

[0026] These additional features can be implemented with the main object above, individually or in any combinations, that are technically compatible.

[0027] The invention also relates to a platform facade (100) comprising a frame (102), at least one opening (115 - 145) provided in this frame and at least one landing door (110 - 140), each of which is movable between a closed configuration in which it prevents passage through the opening, and an access configuration in which it allows said passage,

[0028] this facade being characterized in that it comprises a management system (I) above, at least one landing door, advantageously the majority of the landing doors and, preferably, each landing door being equipped with a respective detection unit (1 - 4) belonging to the management system (I).

[0029] According to other features of the quayside façade according to the invention:

[0030] - the quayside façade includes a management system as above, façade in which Each measuring sensor (17) is placed above the reference plane (Pref).

[0031] - the beam (18) of each measuring sensor (17) extends substantially horizontal in service.

[0032] - the presence identification module (10) includes at least one sensor identification sensor (12), fixed on the platform facade projecting from the chassis in the direction of the track, the beam (13) of each identification sensor extending substantially vertically in service.

[0033] These additional features can be implemented with the second main object above, individually or in any technically compatible combinations.

[0034] The invention also relates to a method for implementing the above management system, this method comprising the following steps:

[0035] - for at least one landing door on the platform façade, advantageously for the majority of the platform doors and, preferably, for each platform door, the instantaneous distance (Dinst) is determined at the level of the reference plane (Pref), separating the facing walls (104, 280) belonging respectively to the platform facade (100) and to the transport vehicle (200), which is stopped opposite said facade

[0036] - each instantaneous distance (Dinst) is compared with the threshold distance (Ds)

[0037] - if each instantaneous distance is less than the threshold distance, we activate di directly the departure authorization module (60), that is to say without activating the presence identification module (10).

[0038] According to other features of the process according to the invention:

[0039] - a so-called measured distance (Dmes) is measured at the level of a measurement plane (Pmes) distinct from the reference plane (Pref), then the instantaneous distance (Dinst) is determined by calculation from the measured distance.

[0040] - if each instantaneous distance is less than the threshold distance for a first group of landing doors, where each instantaneous distance is greater than the threshold distance for a second group of landing doors, the presence identification module (10) is activated for the second group, but not for the first group.

[0041] - the threshold distance (Ds) is between 100 and 400 mm.

[0042] These additional features can be implemented with the third main object above, individually or in any technically compatible combinations.

[0043] It should first be noted that the Applicant deserves credit for having identified the causes underlying the drawbacks of the prior art described above. In essence, all existing solutions involve a relatively long stop for a transport vehicle along the platform. Indeed, the prior art systematically requires the detection of any obstacle between the platform facade and the door opposite the vehicle.

[0044] However, the Applicant realized that, in certain cases which will be detailed below, such detection is superfluous. Thus, the invention first provides for a measurement of the distance between the platform facade and the vehicle. If this distance is too small to pose a risk of a user being trapped, it is not necessary to carry out the conventional detection step.

[0045] Consequently, in the cases mentioned above, the invention makes it possible to reduce the stopping time of the vehicle along the platform. Indeed, the invention then dispenses with the obstacle detection step. The corresponding time saving is of the order of 200 ms, a duration which is significant in the case where the vehicles have a high frequency of passage, such as when putting metro lines into service.

[0046] It will further be noted that the distance measurement step, specific to the invention, is particularly rapid. Under these conditions, if it is necessary to carry out the obstacle detection step, after this distance measurement step, the overall process is not substantially lengthened compared to the prior art.

[0047] Furthermore, the management system according to the invention can be installed on a platform facade in a particularly simple manner. Indeed, it is advantageous to use a presence identification module, already existing on this facade. It is then sufficient to install the distance measurement module, as well as the appropriate electrical connections with the control board. Description of figures

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

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

[0050] [Fig.2] is a front view, schematically illustrating a transport vehicle capable of stopping along the quayside façade of [Fig.1].

[0051] [Fig.3] is a larger-scale front view illustrating a platform door belonging to the platform frontage of [Fig.1], and a detection unit associated with this platform door, this detection unit belonging to the management system of [Fig.1].

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

[0053] [Fig.5] is a front view, schematically illustrating both several platform doors of the platform façade and various components of the management system according to the invention.

[0054] [Fig.6] is a logic diagram, illustrating different steps of a process for implementing the management system according to the invention.

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

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

[0057] [Fig.9] is a side view, analogous to figures 7 and 8, illustrating the transport vehicle of these figures 7 and 8 in a configuration yet different from those of figures 7 and 8.

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

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

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

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

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

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

[0064] Each car of the transport vehicle is further equipped with at least one, and generally typically several, doors allowing users to board and alight from the vehicle. In what follows, to avoid confusion with the expression "platform doors" belonging to the platform screen door, these doors will be referred to as "vehicle doors." In [Fig. 2], similarly to [Fig. 1], only the end doors 210 and 220, as well as 230 and 240, belonging to the transport vehicle 200, are shown. These doors can be of any type known per se, in particular double-leaf doors whose opposite edges are indicated by dashed lines in [Fig. 2].

[0065] Conventionally, the total number of vehicle doors 210 to 240 is less than or equal to the total number of platform doors 110 to 140. In this way, each vehicle door can be associated with a platform door, which guarantees safe access for users. However, it is possible to provide vehicles with a number of doors less than the number of platform doors, so that certain platform doors are not used when this vehicle stops. Typically, the width of the platform doors is slightly greater than that of the vehicle doors, with a difference between these widths which are typically between 200 and 400 mm. This allows for possible variations in the positioning of vehicles when they stop at a station or station.

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

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

[0068] In the present embodiment, each sensor 12 is of the laser remote sensing or "LIDAR" type, as explained above. Generally, other types of sensors can be used to perform the desired function.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

[0083] With reference to [Fig.8], it is now assumed that the same vehicle 200 rests on rails 2000, which form an angle a2000 with the horizontal. Consequently, the body leans towards the platform facade, its main axis Y250 forming an angle a250 with the vertical. It is understood that, under these conditions, the instantaneous distance Dinst(2) is less than that Dinst(l) of [Fig.7]. This instantaneous distance is determined indirectly, by first measuring the distance Dmes(2) which is therefore 16 different from Dinst(2), due to the inclination of the body. To access Dinst(2), the calculation module 55 then takes into account both the value of the angle a250 as well as the difference in altitude DH ce between the measurement height and the reference height,

[0084] As shown in [Fig. 8], Dinst(2) is less than the threshold distance Ds. Therefore, at least for the landing door at which this value is calculated, the presence identification step via module 10 is not implemented. It should be noted that if the instantaneous distance is less than the threshold distance for all landing doors, departure authorization can be granted without implementing presence identification. Conversely, if this instantaneous distance is greater than the threshold distance for a group including at least one landing door, departure authorization is not granted. Indeed, presence identification must be performed for this group of landing doors concerned.

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

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

[0087] Finally, [Fig. 11] represents the wide vehicle 300, illustrated in [Fig. 10], which rests on rails 3000 inclined relative to the horizontal. However, these rails 3000 form an angle α3000 whose value is opposite to that of the angle α2000, visible in [Fig. 8]. In other words, the car body 350 is inclined in the opposite direction to the platform frontage 100. Consequently, the instantaneous distance Dinst(5) is less than that Dinst(4) of [Fig. 10]. This instantaneous distance is calculated, via module 55, from the measured distance Dmes(5). It is assumed that, in this case, Dinst(5) is greater than the threshold distance Ds, so the same steps are implemented as in the case of [Fig. 7]. The configuration of [Fig.l 1] also corresponds to a situation, not shown, in which the body 350 is inclined relative to the bogie, in the opposite manner to the arrangement of [Fig.9].

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

Claims

Claims

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

2. Management system according to the preceding claim, in which each distance determination module (15 - 45) comprises at least one so-called measuring sensor (17) capable of measuring a so-called measured distance (Dmes) between said facing walls (104, 280), at a so-called measuring plane (Pmes) possibly different from the reference plane, this module comprising in particular two sensors (17) intended to be placed in the immediate vicinity, in particular on either side, of a landing door of the platform facade.

3. Management system according to the preceding claim, in which the or each sensor (17) is of the laser remote sensing type.

4. Management system according to one of claims 2 or 3, in which each distance determination module (15 - 45) comprises a calculation module (55) capable of calculating the instantaneous distance (Dinst) from the measured distance (Dmes) provided by the or each sensor.

5. Platform facade (100) comprising a frame (102), at least one opening (115 - 145) formed in this frame and at least one landing door (110 - 140) each of which is movable between a closed configuration in which it prevents passage through the opening, and an access configuration in which it allows said passage, this facade being characterized in that it comprises a management system (I) according to any one of the preceding claims, at least one landing door, advantageously the majority of the landing doors and, preferably, each landing door being equipped with a respective detection unit (1-4) belonging to the management system (I).

6. Platform facade according to the preceding claim, comprising a management system according to one of claims 2 to 4, facade in which each measurement sensor (17) is placed above the reference plane (Pref).

7. Platform facade according to the preceding claim, in which the beam (18) of each measuring sensor (17) extends substantially horizontally in use.

8. Platform facade according to one of claims 5 to 7, in which the presence identification module (10) comprises at least one identification sensor (12), fixed on the platform facade projecting relative to the chassis in the direction of the track, the beam (13) of each identification sensor extending substantially vertically in service.

9. Method for implementing a management system according to one of claims 1 to 4, this method comprising the following steps: - for at least one platform door of the platform facade, advantageously for the majority of the platform doors and, preferably, for each platform door, the instantaneous distance (Dinst) is determined at the level of the reference plane (Pref), separating the facing walls (104, 280) belonging respectively to the platform facade (100) and to the transport vehicle (200), which is stopped facing said facade - each instantaneous distance (Dinst) is compared with the threshold distance (Ds) - if each instantaneous distance is less than the threshold distance, the departure authorization module (60) is activated directly, that is to say without activating the presence identification module (10).

10. Method according to claim 9 in which a so-called measured distance (Dmes) is measured at a measurement plane (Pmes) distinct from the reference plane (Pref), then the instantaneous distance (Dinst) is determined by calculation from the measured distance.

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

12. Method according to one of claims 9 to 11, in which the threshold distance (Ds) is between 100 and 400 mm.

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