EP3007953B1 - Protective wall for protecting persons from travelling rail vehicles - Google Patents

Description

The invention relates to a protective wall for the protection of people who are, for example, on a train station platform from moving rail vehicles, such as subways, trams or trains.

In modern subway systems, the protection of people from approaching or passing rail vehicles is today solved in such a way that doors are installed on the platform, which open in the horizontal direction like sliding doors as soon as the passenger train has stopped. They are also referred to in the literature as automatic platform screen doors or "platform screen doors". Such a system is from the EP 2 164 738 B1 known. The WO2005 / 102808 A1 shows a platform door that can be lowered into the platform foundation with a combined footboard. When the rail vehicle stops, the platform door is lowered into the platform foundation. The running board is located at the top of the door and, when lowered, forms a connection between the rail vehicle and the platform, so that passengers can get over the gap between the rail vehicle and the edge of the platform without an accident. JP1994057764U shows a security fence that can be lowered into the platform foundation.
The condition for the installation of automatic platform screen doors is that the passenger trains always stop at exactly the same location within a few centimeters and that all passenger trains have the same distance between the platform screen doors. This means that passengers can always be changed at a specific location, which is defined by the position of the platform screen doors.

• das eingesetzte Rollmaterial unterschiedliche Türabstände hat oder
• die Passagierzüge nicht punktgenau anhalten können beziehungsweise der Eisenbahnbetreiber den Zeitverlust durch das punktgenaue Anhalten nicht in Kauf nehmen möchte.

The present invention seeks to provide passengers with mechanical protection against moving rail vehicles in locations where automatic platform screen doors cannot be installed because:

• the rolling stock used has different door clearances or
• the passenger trains cannot stop with pinpoint accuracy or the railway operator does not accept the loss of time due to the precise stopping want to take.

In the JP1994057764U discloses a protective fence for protecting people from moving rail vehicles in a station area, the station area containing at least one platform, the platform having at least one platform edge and tracks for a rail vehicle being arranged on a first side of the platform edge and extending from the second side the platform edge extends a platform plateau, which is designed as a waiting area for people. A protective fence is located on the edge of the platform. The protective fence can be adjusted between a retracted state and an extended state in such a way that access to the tracks is denied in the extended state, and access to the tracks is free in the retracted state. This means that the protective fence can assume at least two different positions, the retracted state and the extended state. The two positions differ from each other in that the height of the protective fence in the retracted state is smaller than in the extended state.

The object of the present invention is to prevent people on the platform from entering the track area by means of an extendable protective wall and thus to protect them from trains passing through.

A disadvantage of the previously known solutions is that they are not suitable for protecting passengers waiting on the platform from passing rail vehicles. Because a passing rail vehicle creates a pressure wave, so you want to avoid walls in the immediate vicinity of the rail vehicle. The retractable walls would be deformed or vibrated by the pressure load, which could damage the drive or the wall.
In particular, it is therefore an object of the invention to provide a protective device that also protects against passing express trains, freight trains or Similar rail vehicles are suitable for which no stop is provided in the station area.

The invention relates to a protective device for the protection of people from moving rail vehicles comprising a station area. The station area contains at least one platform, the platform has at least one platform edge. Tracks for a rail vehicle are arranged on a first side of the platform edge and a platform plateau is formed from the second side of the platform edge, which is designed as a waiting area for people, with a protective wall on or near the platform edge and between a retracted state and an extended state is adjustable in such a way that in the extended state the protective wall is denied access to the tracks, in the retracted state access to the tracks is free. The protective wall comprises an inner protective wall and an outer protective wall, in particular the outer protective wall being arranged between the platform edge and the inner protective wall, or the outer protective wall forming the platform edge or being arranged directly adjacent to the platform edge.

The inner bulkhead is located at a greater distance from the platform edge than the outer bulkhead. Two protective walls also represent a redundant system. The redundancy reduces the risk that if the protective device fails due to a faulty drive, the situation arises that the only protective wall remains in the retracted state and the traffic operation must be interrupted until a repair is carried out of the faulty drive.

In particular, the protective wall is adjustable in height. The extended state corresponds in particular to the maximum height of the protective wall and the retracted state corresponds in particular to the minimum height of the protective wall.

According to the invention, the protective device is accommodated in a cavity in the retracted state. For this exemplary embodiment, this cavity is arranged below the platform plateau. As a result, any blocking of the rail vehicle by a protective wall in a faulty position can occur be avoided. In addition, the protective wall can be supplied in a space-saving manner within the platform. There is therefore no additional space requirement for the protective wall. It can be easily integrated into existing buildings or can also be attached to existing buildings if there is still a sufficient distance between the rail vehicle and the bulkhead. For this purpose, the cavity is advantageously located inside the platform below the platform plateau.

The protective wall or each of the protective walls can have at least one drive device each. As a result, each of the protective walls can be controlled independently of one another.

According to one embodiment, the drive device can contain at least one drive cylinder which can be actuated pneumatically, hydraulically or electrically. The drive device is advantageously arranged in the cavity, so that it is largely shielded from the weather or prohibited access. The drive device can in particular comprise a single or multi-stage drive cylinder which can be actuated hydraulically or pneumatically or a vertical drive, in particular a linear vertical drive. An electrically driven linear vertical drive, for example, serves as the drive device for the vertical movement. Such a drive device can comprise, for example, a linear module with a ball rail guide or a roller guide with a ball screw drive or a toothed belt drive. Other guides and drive types are also possible.

According to one embodiment, the protective wall can be moved in the extended state from the platform edge in the direction of the platform plateau. As a result, a larger space can be created between the platform edge and the protective wall, which also results in a greater distance from the rail vehicle. The larger space between the rail vehicle and the bulkhead can be used to compensate for the air pressure that occurs when a rail vehicle passes the bulkhead at high speed. The bulkhead can be accommodated in a cavity when retracted. The cavity can be arranged below the platform plateau. The cavity can be made accessible by a removable plate element. As a result, the drive device can be easily maintained by providing a walkable aisle in the cavity, which can be covered by the removable plate element. The removable plate element is advantageously equipped with a locking mechanism. In particular, a support element can be arranged in the cavity, which can serve as a support for the removable plate element.

According to one exemplary embodiment, a measuring element, for example a pressure sensor, a light barrier, an active infrared detector or another sensor or a warning element, for example a warning light, or a triggering element, for example a push button or a display element, for example a screen, is on at least one of the protective walls arranged with or without an interactive control function.

A control element can be provided for controlling the drive device, which can be connected to an interlocking.

A mechanical device can be arranged between the outer protective wall and the inner protective wall in order to close the space between the outer protective wall and the inner protective wall. In particular, the mechanical device can be designed as an extendable intermediate element. The extendable intermediate element can comprise a frame which has two frame components which contain a spring element. The spring element can be tensioned or compressed by the movement of the frame components relative to one another. The two frame components can be inserted into one another, for example telescopically pushed into one another.

One of the protective walls can be equipped with a fold-out flap, by means of which the intermediate space between the protective walls can be covered. The fold-out flap can be integrated into the outer protective wall or on one separate support element may be attached. For example, the fold-out flap can be part of the outer protective wall. According to a variant, a support element is provided which can be moved together with the protective wall or independently. A sensor can be provided on the protective wall or the fold-out flap. In particular, a fixation can be provided on the rear wall of the outer protective wall or the support element, so that the outer protective wall or the support element can only be retracted when the fold-out flap is in the folded state. The length of the fold-out flap corresponds at least to the distance between the outer protective wall and the inner protective wall, so that the space between the outer and inner protective wall can be covered. The unfolding movement of the fold-out flap can be triggered by at least one of the following options: a drive on the attachment of the fold-out flap to the outer protective wall at the upper end of the fold-out flap, by a rotatable horizontal rod, the rotatable horizontal rod with a drive below the fold-out flap is connected by a spring element, by an auxiliary rod, by an extendable bollard.

According to one embodiment, at least one of the inner or outer protective walls can be formed in several parts. In particular, each of the protective walls can consist of a plurality of partial walls. The division can cause one of the protective walls to consist of a plurality of walls of different heights or lengths. A protective wall can in particular consist of a plurality of wall elements which can be plugged together. A plurality of extendable intermediate walls can be arranged between the outer protective wall and the inner protective wall.

According to one embodiment, one of the inner and outer protective walls can form an angle with the plane of the platform plateau of less than 90 °. In particular, a tilting device can be provided in order to transfer at least one of the inner or outer protective walls from a vertical position into an inclined position.

According to one embodiment, retaining elements can be arranged in the space between the inner and the outer protective wall.

The inner bulkhead may comprise a continuous bulkhead or posts that are close together. Standing close to each other here means a distance of up to 25 cm between two neighboring posts.

A method for operating a protective device for protecting people from moving rail vehicles comprising a station area comprises the following steps: a protective wall begins to lower as soon as the rail vehicle approaches the station area and / or the approach speed has fallen below 20 km / h and / or an actuation signal for actuating a drive device for the protective wall is received when the rail vehicle reaches its stopping position, the protective wall is lowered completely into the retracted state, after reaching the retracted state the doors of the rail vehicle are opened so that a passenger change can take place Signal to leave the retracted state is transmitted to the drive device of the bulkhead as soon as there are no passengers between the bulkhead and the rail vehicle and a signal to close the doors has been given, d he protective wall is extended to the extended state and the rail vehicle starts moving again as soon as the protective wall has reached the extended state.

The term “approaching the station area” is intended in particular to mean that the rail vehicle has already reached the station area or has reached a section of track signaling an entry into a station area.

In particular, according to one exemplary embodiment, the protective wall can be constructed in several parts, that is to say at least one of the inner protective wall and the outer protective walls can comprise a plurality of sections. The outer bulkhead can be extended shortly before the rail vehicle enters. As soon as the outer bulkhead has been extended, the inner bulkhead is lowered, and the outer protective wall is lowered into the retracted state shortly before the passenger change, so that the passenger change can take place as soon as the inner and outer protective wall are in the retracted state. The sections are extended or lowered sequentially until the maximum height of the bulkhead is reached or the bulkhead is lowered below the level of the platform edge.

After changing passengers, the rail vehicle only starts moving when the outer bulkhead is in the extended state again. In particular, the signal for extending the protective wall can be coupled to the signal for closing the doors of the rail vehicle doors. The protective device can be equipped with a transmitter and / or receiver in order to be able to interact with a rail vehicle.

In particular, the raising of the outer protective wall can be triggered by a forced door closure in the rail vehicle and / or the lowering of the outer protective wall can be triggered by a door release control. In one variant, the outer protective wall can be raised before all the doors of the rail vehicle are closed. According to a further variant, the outer protective wall can be raised after all the doors of the rail vehicle are closed.

In particular, at least one of the protective walls can contain sensors which detect the speed and / or the distance of a rail vehicle from the stopping area.

When the outer protective wall is extended, a mechanical device can be moved after the passenger change has been completed until the mechanical device has a sufficiently large incline so that people on the platform are subsequently pushed safely onto the side of the inner protective wall that is closer to the platform. The mechanical device is moved along with the inner protective wall when the inner protective wall is extended and as soon as the inner protective wall has reached the extended state, the outer protective wall and the mechanical device begin again up to the platform plateau reduce. In particular, the outer protective wall can be extended before a rail vehicle reaches the station area, the mechanical device remaining on the platform plateau, the outer protective wall also dropping back into the retracted state after the lowering of the inner protective wall before changing passengers. The mechanical device can comprise an extendable intermediate element, a fold-out flap or a plurality of intermediate walls which can be moved upwards by means of a drive. The mechanical device has a frame component closer to the track and a frame component closer to the platform, the frame component closer to the track and the frame component closer to the platform and the inner protective wall moving upwards at the same speed, as a result of which the inclination of the mechanical device remains constant.

In addition to the advantage of increasing the safety for passengers in the station area that can be achieved by the protective device, the protective wall can also be used advantageously as a noise barrier for shielding the passengers from the operating noises caused by passing rail vehicles. Another advantage of using such a protective wall is the provision of a splash guard. When rail vehicles pass the station area at high speed, droplets or snowflakes are transported onto the platform plateau with the air flow generated by the rail vehicle so that passengers can be sprayed on. These droplets would flow along the track side of the bulkhead and would not reach the platform plateau.

The protective wall preferably contains a transparent material. The protective wall can be made of plexiglass or contain plexiglass elements, so that the view for the driver, passengers and those waiting is restricted as little as possible.

• Fig. 1a eine erste Ausführungsform eines Bahnsteigs mit integrierter Schutzwand und Antriebszylinder im eingefahrenen Zustand,
• Fig. 1b die erste Ausführungsform im ausgefahrenen Schutzzustand,
• Fig. 1c eine Ansicht auf die Anordnung der Antriebszylinder und Stützen bei der ersten Ausführungsform,
• Fig. 1d eine zweite Ausführungsform mit zwei Schutzwänden,
• Fig. 1e eine zweite Ausführungsform mit zwei Schutzwänden,
• Fig. 1f eine Ansicht auf die Anordnung der Antriebszylinder und Stützen bei der zweiten Ausführungsform
• Fig. 2a eine zweite Ausführungsform eines Bahnsteigs mit zwei integrierten Schutzwänden und linearem Vertikalantrieb im eingefahrenen Zustand. Zustand beim Passagierwechsel ,
• Fig. 2b die zweite Ausführungsform mit der äusseren Schutzwand als Abschluss der Bahnsteigkante,
• Fig. 2c die zweite Ausführungsform, wobei die äussere Schutzwand ausgefahren wird, die innere Schutzwand im eingefahrenen Zustand ist,
• Fig. 2d die zweite Ausführungsform, wobei die äussere Schutzwand im ausgefahrenen Zustand ist, die innere Schutzwand ausgefahren wird,
• Fig. 2e die zweite Ausführungsform, wobei beide Schutzwände im ausgefahrenen Zustand sind,
• Fig. 2f die zweite Ausführungsform, wobei die äussere Schutzwand eingefahren wird, die innere Schutzwand im ausgefahrenen Zustand ist,
• Fig. 2g die zweite Ausführungsform, wobei die äussere Schutzwand im eingefahrenen Zustand ist, die innere Schutzwand im ausgefahrenen Zustand ist, wenn Züge ohne Halt am Bahnsteig durchfahren,
• Fig. 2h die zweite Ausführungsform, wobei die äussere Schutzwand ausgefahren wird, die innere Schutzwand im ausgefahrenen Zustand ist,
• Fig. 2i die zweite Ausführungsform, wobei die äussere Schutzwand im ausgefahrenen Zustand ist, die innere Schutzwand eingefahren wird,
• Fig. 2j die zweite Ausführungsform, wobei die äussere Schutzwand im ausgefahrenen Zustand ist, die innere Schutzwand im eingefahrenen Zustand ist,
• Fig. 2k die zweite Ausführungsform, wobei die äussere Schutzwand eingefahren wird, die innere Schutzwand im eingefahrenen Zustand ist,
• Fig. 2l die zweite Ausführungsform, wobei die äussere Schutzwand im eingefahrenen Zustand ist, die innere Schutzwand eingefahren wird,
• Fig. 2m die zweite Ausführungsform als Mittelbahnsteig, wobei auf beiden Seiten des Bahnsteigs Gleise angeordnet sind; die äussere Schutzwand ist im eingefahrenen Zustand, die innere Schutzwand ist im ausgefahren Zustand, wenn Züge ohne Halt am Bahnsteig durchfahren,
• Fig. 3a eine dritte Ausführungsform mit zwei Schutzwänden und einem passiv ausziehbaren Element der Bahnsteigplattform zwischen den Schutzwänden, wobei die äussere Schutzwand im ausgefahrenen Zustand ist, das Zwischenelement und die innere Schutzwand ausgefahren werden,
• Fig. 3b die dritte Ausführungsform, wobei die äussere Schutzwand und das Zwischenelement eingefahren werden, die innere Schutzwand im ausgefahrenen Zustand ist,
• Fig. 3c das ausziehbare Element zwischen den Schutzwänden bei der dritten Ausführungsform im ausgezogenen und eingezogenen Zustand,
• Fig. 3d die dritte Ausführungsform mit eigenem linearem Vertikalantrieb für das ausziehbare Zwischenelement,
• Fig. 4a eine vierte Ausführungsform mit einer in der äusseren Schutzwand integrierten Klappe, wobei die äussere Schutzwand ausgefahren wird; die Klappe ist im ausgeklappten Zustand, die innere Schutzwand wird ausgefahren.
• Fig. 4b die vierte Ausführungsform mit einer ausfahrbaren Hilfsstange, welcher die Klappe beim Ausklappen unterstützt,
• Fig. 4c die vierte Ausführungsform, wobei die Klappe eingeklappt wird, die äussere Schutzwand eingefahren wird, die innere Schutzwand im ausgefahrenen Zustand ist,
• Fig. 5a eine fünfte Ausführungsform mit zwei mehrteilig ausschiebbaren Schutzwänden, wobei die äussere mehrteilig ausschiebbare Schutzwand im eingefahrenen Zustand ist, die innere mehrteilig ausschiebbare Schutzwand im ausgefahrenen Zustand ist.
• Fig. 5b eine Ansicht auf die Anordnung der Antriebszylinder, den Antriebsmechanismus und Stützen der inneren oder äusseren Schutzwand im eingefahrenen Zustand bei der fünften Ausführungsform,
• Fig. 5c eine Ansicht auf die Anordnung der Antriebszylinder, den Antriebsmechanismus und Stützen der inneren oder äusseren Schutzwand im ausgefahrenen Zustand bei der fünften Ausführungsform,
• Fig. 5d die fünfte Ausführungsform mit ausziehbarem Zwischenelement mit eigenem Antrieb zwischen den mehrteilig ausschiebbaren Schutzwänden,
• Fig. 5e die fünfte Ausführungsform mit einer auf einem separaten Stützelement montierten Klappe zwischen den mehrteilig ausschiebbaren Schutzwänden,
• Fig. 5f die fünfte Ausführungsform, wobei die äussere und innere Schutzwand aus zusammensteckbaren Elementen bestehen,
• Fig. 6a eine sechste Ausführungsform mit mehreren integrierten ausfahrbaren Zwischenwänden zwischen der äusseren Schutzwand und der inneren Schutzwand,
• Fig. 6b die sechste Ausführungsform mit mehreren mehrteilig ausschiebbaren Zwischenwänden zwischen der mehrteilig ausschiebbaren äusseren Schutzwand bis zur mehrteilig ausschiebbaren inneren Schutzwand,
• Fig. 7a eine siebte Ausführungsform mit zwei schräg gestellten integrierten Schutzwänden mit linearem Vertikalantrieb,
• Fig. 7b die siebte Ausführungsform, wobei die innere Schutzwand auf einem Schlitten montiert ist und sich im ausgefahrenen Zustand nach innen neigen kann,
• Fig. 7c die siebte Ausführungsform, wobei die innere Schutzwand auf einem Schlitten montiert ist und sich im ausgefahrenen Zustand nach innen neigen kann,
• Fig. 8a eine achte Ausführungsform, die Ansicht von oben auf die äussere Schutzwand, die innere Schutzwand, die Klappe und die ausfahrbaren Schutzpoller falls das Schutzwandsystem nur einen Teil des Bahnsteigs abdecken soll,
• Fig. 8b die achte Ausführungsform, die Ansicht von oben auf die äussere Schutzwand, die innere Schutzwand, das ausziehbare Zwischenelement und die ausfahrbaren Schutzpoller falls das Schutzwandsystem nur einen Teil des Bahnsteigs abdecken soll.

The protective wall can advantageously be constructed from several modules. Depending on the length of the platform, a different number of modules can be used be arranged one behind the other. Each of the modules can be made up of sections that can be extended or retracted sequentially. The protective wall advantageously has a height of at least 0.5 m, so that it cannot simply be climbed over. The protective wall preferably has a maximum height of 2.5 m.
Exemplary embodiments of the invention are explained below with reference to the drawings. In it show:

• Fig. 1a a first embodiment of a platform with an integrated protective wall and drive cylinder in the retracted state,
• Fig. 1b the first embodiment in the extended protective state,
• Fig. 1c a view of the arrangement of the drive cylinder and supports in the first embodiment,
• Fig. 1d a second embodiment with two protective walls,
• Fig. 1e a second embodiment with two protective walls,
• Fig. 1f a view of the arrangement of the drive cylinder and supports in the second embodiment
• Fig. 2a a second embodiment of a platform with two integrated protective walls and linear vertical drive in the retracted state. Condition when changing passengers,
• Fig. 2b the second embodiment with the outer protective wall as the end of the platform edge,
• Fig. 2c the second embodiment, the outer protective wall being extended, the inner protective wall being in the retracted state,
• Fig. 2d the second embodiment, the outer protective wall being in the extended state, the inner protective wall being extended,
• Fig. 2e the second embodiment, both protective walls being in the extended state,
• Fig. 2f the second embodiment, the outer protective wall being retracted, the inner protective wall being in the extended state,
• Fig. 2g the second embodiment, the outer protective wall being in the retracted state, the inner protective wall being in the extended state when trains pass through the platform without stopping,
• Fig. 2h the second embodiment, the outer protective wall being extended, the inner protective wall being in the extended state,
• Fig. 2i the second embodiment, the outer protective wall being in the extended state, the inner protective wall being retracted,
• Fig. 2j the second embodiment, the outer protective wall being in the extended state, the inner protective wall being in the retracted state,
• Fig. 2k the second embodiment, the outer protective wall being retracted, the inner protective wall being in the retracted state,
• Fig. 2l the second embodiment, the outer protective wall being in the retracted state, the inner protective wall being retracted,
• Fig. 2m the second embodiment as a central platform, tracks being arranged on both sides of the platform; the outer bulkhead is in the retracted state, the inner bulkhead is in the extended state when trains pass through the platform without stopping,
• Fig. 3a a third embodiment with two protective walls and a passively pull-out element of the platform platform between the protective walls, the outer protective wall being in the extended state, the intermediate element and the inner protective wall being extended,
• Fig. 3b the third embodiment, the outer protective wall and the intermediate element being retracted, the inner protective wall being in the extended state,
• Fig. 3c the extendable element between the protective walls in the third embodiment in the extended and retracted state,
• Fig. 3d the third embodiment with its own linear vertical drive for the pull-out intermediate element,
• Fig. 4a a fourth embodiment with a flap integrated in the outer protective wall, the outer protective wall being extended; the flap is in the unfolded state, the inner protective wall is extended.
• Fig. 4b the fourth embodiment with an extendable auxiliary rod, which supports the flap when unfolding,
• Fig. 4c the fourth embodiment, the flap being folded in, the outer protective wall being retracted, the inner protective wall being in the extended state,
• Fig. 5a a fifth embodiment with two multi-part extendable protective walls, the outer multi-part extendable protective wall in the retracted state, the inner multi-part extendable protective wall in the extended state.
• Fig. 5b a view of the arrangement of the drive cylinder, the drive mechanism and supports of the inner or outer protective wall in the retracted state in the fifth embodiment,
• Fig. 5c a view of the arrangement of the drive cylinder, the drive mechanism and supports of the inner or outer bulkhead in the extended state in the fifth embodiment,
• Fig. 5d the fifth embodiment with a pull-out intermediate element with its own drive between the multi-part extendable protective walls,
• Fig. 5e the fifth embodiment with a flap mounted on a separate support element between the multi-part extendable protective walls,
• Fig. 5f the fifth embodiment, wherein the outer and inner protective wall consist of pluggable elements,
• Fig. 6a 6 a sixth embodiment with a plurality of integrated extendable partition walls between the outer protective wall and the inner protective wall,
• Fig. 6b the sixth embodiment with a plurality of partitions which can be pushed out in several parts between the outer protective wall which can be pushed out in several parts to the inner protective wall which can be pushed out in several parts
• Fig. 7a a seventh embodiment with two inclined integrated protective walls with linear vertical drive,
• Fig. 7b the seventh embodiment, wherein the inner protective wall is mounted on a slide and can tilt inwards when extended,
• Fig. 7c the seventh embodiment, wherein the inner protective wall is mounted on a slide and can tilt inwards when extended,
• Fig. 8a an eighth embodiment, the top view of the outer protective wall, the inner protective wall, the flap and the extendable protective bollards if the protective wall system is to cover only part of the platform,
• Fig. 8b the eighth embodiment, the top view of the outer protective wall, the inner protective wall, the pull-out intermediate element and the extendable protective bollards if the protective wall system is to cover only part of the platform.

Fig. 1a represents a cross section of a platform with an integrated protective wall 1. The protective wall 1 forms the end of the platform edge 2 or is positioned so close to the platform edge 2 of the platform 4 that when the protective wall 1 is raised, people who are on the platform plateau 23 near the platform Platform edge 2 are located, can not fall into the track area. The protective wall 1 is attached to a drive cylinder 3. The drive cylinder is connected to a drive device, not shown in the drawing. The drive cylinder serves to shift the protective wall 1 from a lowered position into an extended position. In the extended position, the protective wall 1 is in the extended state, which can also be referred to as the protective state. In the lowered position, the protective wall 1 is in the retracted state. In the retracted state, the protective wall 1 for the passengers can be overcome without difficulty, since it does not protrude beyond the area which forms the platform 4.

An electrically driven drive cylinder, a pneumatically driven drive cylinder or a hydraulically driven drive cylinder serves, for example, as the drive device for the vertical movement. The protective wall 1 and the drive cylinder 3 are protected by a sheath 5. The casing 5 surrounds the protective wall 1 in the retracted state and the drive device in a cage-like manner. The casing 5 is delimited on the track side by a wall which forms the platform edge 2. The underside of the casing 5 forms the bottom 24 thereof. The top of the shell 5 is at least partially formed by a removable plate 6 which is accessible. On the platform side, the casing 5 is delimited by the foundation of the platform 4. The envelope 5 therefore represents the outer boundary of a cavity or several support elements 7 are arranged vertically in the cavity. A receiving element 9, for example a tube, serves to receive a rod 8 and can serve to guide the rod 8. The receiving element 9 is arranged between the drive cylinders 3 and forms a vertical guide rail. Two such receiving elements are in the Fig. 1c shown, they are in Fig. 1a or 1b covered by the drive cylinder 3. The rod 8 is connected to the protective wall 1 and serves to stabilize the shape of the protective wall and / or to stiffen the protective wall 1. By using one or more such rods 8, the stability of the protective wall can thus be increased against warping, buckling or other deformations.

A cavity 10 is located behind the drive cylinder 3 and the protective wall 1 in order to be able to carry out repair work in the event of a fault. The cavity is part of the shell 5 and is designed as a walk-in free space.

When using a pneumatic drive device, the compressor and the compressed air tank are also arranged in the cavity 10, which is not shown in the drawing. At the top, that is to say at the level of the platform plateau, between the protective wall 1 and the casing 5 there is a plate 6 which can be opened upwards. The openable plate 6 is supported by supporting elements 7 which are fastened to the bottom 24 of the casing 5. The hinged plate 6 is normally closed and can only be opened by specialist personnel. The protective wall 1 is flush with the level of the platform plateau when retracted. The protective wall 1 rises due to the vertical movement of the drive cylinder 3. Pressure sensors can be attached to the upper edge of the protective wall 1, which can stop the upward movement of the protective wall 1 if necessary.

Fig. 1b shows the construction in the extended protection state. The track area and the platform area are mechanically separated by the protective wall 1.

Fig. 1c shows the first embodiment of the protective wall 1 from the side in the extended state. For the stability of the protective wall 1, rods 8 lead from the Upper edge of the protective wall 1 to below the lower edge of the protective wall 1. The rods 8 are guided in the receiving elements 9, which are designed as tubes. The receiving elements 9 are mounted between the drive cylinders 3. The receiving elements 9 can be built into the shell 5. The length of the rods 8 from the underside of the protective wall 1 to the rod end must not be greater than the height of the drive cylinders 3 in the retracted state. The receiving elements 9 have a slot on the side, which corresponds to the height of the extendable protective wall 1. Below the protective wall 1, the rods 8 can be guided through rails at the front and behind the receiving elements 9, which gives them additional stability.

In the exemplary embodiments described below, analog parts are provided with the same reference symbols, so that a detailed description of these parts is unnecessary.

In the embodiment according to Fig. 1d is next to a protective wall 11 like Fig. 1a , 1b and 1c A second protective wall 12 with a greater distance from the platform edge 22 is installed directly on the platform edge 22. The protective wall 11 directly on the platform edge 22 is referred to here as the outer protective wall 11. The second protective wall 12 with a greater distance from the platform edge 22 is referred to here as the inner protective wall 12. The outer protective wall 11 and the inner protective wall 12 are fastened on drive cylinders 13, 14 and stabilized by rods.

The drive device can be arranged in at least one of the cavities 10, 20, 21 of the casing 15, which is not shown in the drawing. On the upper side, that is to say at the level of the platform plateau, there is a plate 6 which can be opened up between the protective wall 12 and the casing 15. The openable plate 6 is supported by supporting elements 17 which are fastened to the bottom of the casing 15. The interior delimited by the shell is divided into the three cavities 10, 20, 21 by the support elements 7, 17. On the upper side, between the outer protective wall 11 and the casing 15, there is a plate 16 which can be opened upwards. The plate 16 which can be opened is supported by supporting elements 7 which rest on the bottom 24 of the Cover 5 are attached. The boundary of the cavity 20 on the track side is formed by the platform edge 22. The hinged panels 6, 16 are normally closed and can only be opened by specialist personnel. In the retracted state, the inner protective wall 12 is arranged flush with the platform plateau. In the same way, the outer protective wall 11 is arranged flush with the platform plateau in the retracted state. The inner protective wall 12 rises due to the vertical movement of the drive cylinder 14. The drive cylinder 14 and the inner protective wall 12 are arranged in the interior of the cavity 21 delimited by the support elements 7. Due to the vertical movement of the drive cylinder 13, the outer protective wall 11 rises. The drive cylinder 13 and the outer protective wall 11 are arranged inside the cavity 20 which is laterally delimited by the wall which forms the platform edge 22 and by the support elements 7.

So that the outer protective wall 11 can form the end of the platform 4 on the track side, a separating element is provided between the drive cylinder and the protective wall. The separating element can be moved with the outer protective wall 11. The outer protective wall is arranged slightly offset from the drive cylinder 13 and is guided through an opening in the plate 16.

Pressure sensors can be attached to the upper edge of each of the protective walls 11, 12, which stop the upward movement of each of the protective walls 11, 12 if necessary. The drive cylinders 14 of the inner protective wall 12 are arranged diagonally offset from the drive cylinders 13 of the outer protective wall 11. The chronological sequence of the vertical movement of the two protective walls relative to one another is as follows:
when changing passengers, both protective walls 11, 12 are retracted.

When the passenger change has been completed, the outer protective wall 11 first moves up.

If the outer protective wall 11 is in the extended state, the inner protective wall 12 also rises. The advantage of the system according to Fig. 1d compared to a system with only one protective wall 1, as in 1a-1c shown, is that after starting up, no one is on the wrong side of the bulkhead, near the track 12 are located. The prerequisite for this is that the distance between the inner and outer protective walls 11, 12 is not too great or that the space between the protective walls 11, 12 is monitored. In particular, the distance between the rail vehicle and the outer protective wall 11 is at least 5 cm. The distance between the rail vehicle and the outer protective wall 11 should not be more than 10 cm so that no passenger can get caught in the space between the rail vehicle and the outer protective wall 11. The distance between the inner protective wall 12 and the outer protective wall 11 is up to 50 cm, preferably up to 30 cm. The further the inner protective wall 12 is from the outer protective wall 11 or the platform edge 22, the better the air pressure that is created by a rail vehicle passing by can be reduced.

If both protective walls 11, 12 are raised, the outer protective wall 11 can lower again. Now only the inner protective wall 12 is in the extended state. The advantage is that passing rail vehicles can pass at high speed. An upwardly open channel is thus formed between the inner protective wall 12 and the passing rail vehicle, through which the air displaced by the rail vehicle can flow away and such a high air pressure cannot build up.

If a system according to 1a-c used with only a single protective wall 1 directly on the platform edge 2 of the platform 4, a sideways force acts on the car wall due to the air pressure caused by the passing rail vehicle. Due to the small distance between the car wall and bulkhead 1, the air pressure can cause damage to the bulkhead if rail vehicles pass the bulkhead at high speed.

It is possible to provide openings on the bulkhead to relieve this air pressure. However, openings have the disadvantage that they can present a certain danger to people, in particular objects can get caught in the openings.

The method for operating a protective wall for protecting people from moving rail vehicles in a station area, for example according to the exemplary embodiment according to one of the Figures 1a-1d includes the following steps:
As soon as the rail vehicle approaches the station area, has reached the station area and / or the approach speed has fallen below 20 km / h, the protective wall 1 begins or the outer protective wall 11 and the inner protective wall 12 begin to lower. When the protective wall 1 or each of the protective walls 11, 12 is completely lowered, the doors of the rail vehicle are opened and a passenger change can take place. As soon as there are no more passengers between the bulkhead and the rail vehicle, the bulkhead 1 or 11 is extended. As soon as the protective wall 1 or 11 is extended, the rail vehicle starts moving again.

The method for operating a protective wall for the protection of people from moving rail vehicles in a station area according to the exemplary embodiment, which is exemplified in Fig. 1d shown includes the following steps:
Shortly before the arrival of a rail vehicle with a change of passengers, the outer protective wall 11 rises. As soon as the outer protective wall 11 has been raised, the inner protective wall 12 lowers. Shortly before changing passengers, the outer protective wall 11 lowers again. The passenger change can take place.

Instead of a system with two protective walls, an exemplary embodiment would also be possible which comprises a system with three or more protective walls which function analogously with regard to the time sequence, as has been described in connection with the first or second exemplary embodiment. Alternatively, a system with a sliding outer bulkhead can be used. When extended, the outer protective wall moves horizontally on a rail from the edge of the platform into the interior of the platform. This variant according to the fourth exemplary embodiment can be used advantageously in particular if high speeds of passing rail vehicles require a large distance between the protective wall and the wagon wall of the rail vehicle.

Another possible application is that the protective wall installed directly on the edge of the platform lowers shortly before the stop of a rail vehicle with a change of passengers and that the rail vehicle only starts moving after the change of passengers after the protective wall is in the extended state again.

• Der Abstand zwischen Wagenwand und Schutzwand ist genügend klein, damit keine Personen zwischen das Schienenfahrzeug und den Bahnsteig gelangen können.
• Das Schienenfahrzeug ist mit automatischer Türschliessung mit Einklemmschutz und mit Zustandsüberwachung im Führerstand mit Abfahrsperre bei geöffneten Türen ausgerüstet.
• Das Schienenfahrzeug hat eine durchgehend glatte Aussenhaut, auch zwischen den Wagen. Diese Bedingung erfüllen nach heutigem Stand der Technik nur Triebzüge mit im Betrieb nicht trennbaren Wagen.
• Das Schienenfahrzeug ist ausgerüstet mit einem Sender und einem Empfänger, um die vertikale Bewegung der Schutzwand steuern zu können.
• Der Führerstand des Triebfahrzeugs des Schienenfahrzeugs ist ausgerüstet mit zwei Tasten für die seitenselektive Türfreigabe und einer Taste für die Zwangstürschliessung mit Zustandsüberwachung.
• Die Ausführung der Schutzwand ist ausgerüstet mit einem Sender und einem Empfänger um mit dem Schienenfahrzeug interagieren zu können.

This application option would bring security that is similar to that of automatic platform screen doors. The following conditions must be met for this application to bring the desired increase in security:

• The distance between the car wall and the protective wall is small enough so that no one can get between the rail vehicle and the platform.
• The rail vehicle is equipped with automatic door closing with anti-trap protection and with condition monitoring in the driver's cab with shut-off lock when the doors are open.
• The rail vehicle has a completely smooth outer skin, even between the cars. According to the current state of the art, this requirement is only met by multiple units with cars that cannot be separated during operation.
• The rail vehicle is equipped with a transmitter and a receiver to control the vertical movement of the bulkhead.
• The driver's cab of the rail vehicle's locomotive is equipped with two buttons for side-selective door release and a button for the forced door closing with status monitoring.
• The version of the protective wall is equipped with a transmitter and a receiver in order to be able to interact with the rail vehicle.

• Im Gleis sind Drucksensoren eingebaut. Sobald das Schienenfahrzeug einen definierten Gleisabschnitt passiert hat, wird der Senkbefehl erteilt.
• Vom Triebfahrzeug des Schienenfahrzeugs wird der Senkbefehl an die Schutzwand übermittelt, sobald das Schienenfahrzeug eine gewisse Geschwindigkeit unterschritten hat, zum Beispiel 20 km/h.
• Das Triebfahrzeug des Schienenfahrzeugs sendet den Senkbefehl an die Schutzwand sobald der Triebfahrzeugführer die Türfreigabetaste betätigt hat.

The process of changing passengers according to one of the exemplary embodiments would proceed as follows:
Shortly before the rail vehicle stops, the protective wall 1, 11 lowers directly at the edge of the platform. The protective wall receives the lowering command through the following options:

• Pressure sensors are built into the track. As soon as the rail vehicle has passed a defined track section, the lowering command is issued.
• The lowering command is transmitted from the traction vehicle of the rail vehicle to the protective wall as soon as the rail vehicle has fallen below a certain speed, for example 20 km / h.
• The motor vehicle of the rail vehicle sends the lowering command to the bulkhead as soon as the driver has pressed the door release button.

The bulkhead should have lowered before the rail vehicle stops. As soon as the protective wall has completely lowered, it sends a signal to the rail vehicle. If the protective wall is retracted, i.e. the protective wall is in the retracted state, and the rail vehicle is stationary, the doors open.

When the passenger change is complete, the driver presses the button for the forced door closure, the rail vehicle sends the command to start up the protective wall.
One possibility is that the protective wall extends as soon as the driver presses the button for the forced door closing, that is, the protective wall rises before all doors are closed.
A second possibility is that the rail vehicle only sends the signal to raise the protective wall after all the doors have been closed. This would increase safety but extend the length of time the rail vehicle stays on the platform.

When the bulkhead has reached the extended state, it sends a signal to the locomotive. If all doors are also closed, the shutdown lock in the driver's cab of the locomotive is released and the rail vehicle can start driving.

If the driver wants to take more passengers with him after pressing the button for the forced door lock, he can press the door release button, the protective wall receives the lowering command and the departure process starts again.

Fig. 1e shows a variant of the embodiment, which in Fig. 1d is shown. Fig. 1e shows a cross section of a platform with two integrated protective walls 11, 12. The protective wall 11 forms the end of the platform edge 22 or is positioned so close to the platform edge 22 of the platform 4 that when the protective wall 11 is raised, people who are on the platform plateau 23 located near the platform edge 22, can not fall into the track area. The protective wall 11 directly on the platform edge 22 is referred to here as the outer protective wall 11. The second protective wall 12 with a greater distance from the platform edge 22 is referred to here as the inner protective wall 12. The further the inner protective wall 12 is from the outer protective wall 11 or the platform edge 22, the better the air pressure that is created by a rail vehicle passing by can be reduced. According to Fig. 1e the outer protective wall 11 is connected to a drive cylinder 13. The drive cylinder 13 serves to shift the outer protective wall 11 from a lowered position into an extended position. The drive cylinder can as in Fig. 1e shown to be multi-stage. The outer protective wall 11 can be connected by a driver to a linear vertical drive, which is shown in Fig. 2a is shown. The linear vertical drive serves to shift the outer protective wall 11 from a lowered position into an extended position. In the extended position, the outer protective wall 11 is in the extended state, which can also be referred to as the protective state. In the lowered position, the outer protective wall 11 is in the retracted state. In the retracted state, the outer protective wall 11 for the passengers can be overcome without difficulty, since it does not protrude, or only very slightly, beyond the area which forms the platform 4. The inner protective wall 12 is connected to a multi-stage drive cylinder 14. The drive cylinder 14 serves to shift the inner protective wall 12 from a lowered position into an extended position. The inner protective wall 12 can be carried by a driver be connected to a linear vertical drive, which in Fig. 2a is shown. In the extended position, the inner protective wall 12 is in the extended state, which can also be referred to as the protective state. In the lowered position, the inner protective wall 12 is in the retracted state. In the retracted state, the inner protective wall 12 can be overcome without difficulty for the passengers, since it does not protrude beyond the area which forms the platform 4.
The protective walls 11, 12 and their drive cylinders 13, 14 are protected by a sheath 15. The casing 15 surrounds the protective walls 11, 12 in the retracted state and the drive devices in a cage-like manner. The casing 15 is delimited on the track side by a wall which forms the platform edge 22. The bottom of the shell 15 forms the bottom 24 thereof. On the platform side, the casing 15 is delimited by the foundation of the platform 4. The top of the shell 15 is at least partially formed by the removable plates 6, 16, which are accessible. At the top, that is to say at the level of the platform plateau, there is a panel 6 which can be opened upwards between the inner protective wall 12 and the rear wall of the casing 15. The panel 6 which is openable is supported by supporting elements 17 which rest on the floor 24 or the rear wall the cover 15 are attached. The hinged plate 6 is normally closed and can only be opened by specialist personnel. On the upper side, between the outer protective wall 11 and the inner protective wall 12, there is a plate 16 which can be opened upwards. The opening plate 16 is supported by supporting elements 7 which are fastened to the bottom 24 of the casing 15. The hinged plate 16 is normally closed and can only be opened by specialist personnel. A receiving element 9, for example a tube, serves to receive a rod 8 and can serve to guide the rod 8. The receiving element forms a vertical guide rail. Two such receiving elements are in the Figure 1f shown. The rod 8 is connected to the protective wall 11, 12 and serves to stabilize the shape of the protective wall and / or to stiffen the protective wall 11, 12. The use of one or more such rods 8 can thus improve the stability of the protective wall against curvatures , Kinks or other deformations are increased.
On the upper edge of the outer protective wall 11 can according to Fig. 1e a measuring element 42, for example a pressure sensor, can be attached, by means of which the triggering is carried out may stop the upward movement of the outer bulkhead 11 when necessary. A measuring element 43, for example a pressure sensor, can be attached to the upper edge of the inner protective wall 12, by means of which it can be caused that the upward movement of the inner protective wall 12 is stopped if necessary. Instead of pressure sensors, light barriers, active infrared detectors or other sensors can be used. A warning element 44, for example a warning light, can be attached to the upper edge of the outer protective wall 11, which alerts the passengers to the upward or downward movement of the outer protective wall 11. A warning element 45, for example a warning light, can be attached to the upper edge of the inner protective wall 12, which alerts the passengers to the upward or downward movement of the inner protective wall 12. A trigger element 46, for example a push button, can be attached to the side of the outer protective wall 11 facing the track, in order to bring about a lowering of the outer protective wall 11 in an emergency in the event that, for some reason, a person is on the outer protective wall 11 after being raised Nearer side of the outer protective wall 11 is located. A triggering element 47, for example a push button, can be attached to the side of the inner protective wall 12 facing the track, in order to bring about lowering of the inner protective wall 12 in an emergency in the event that a person leans on the inner protective wall 12 after being raised for some reason Nearer side of the inner bulkhead 12 is located. A display element 41, such as, for example, a screen for passenger information such as the next train journey, seat occupancy in the relevant sector, etc., can be attached to the side of the inner protective wall 12 closer to the platform.
There is a cavity 10 between the drive cylinder 14 and the rear wall of the casing 15 in order to be able to carry out maintenance work and, in the event of a fault, repair work. The cavity is part of the shell 15 and is designed as a walk-in free space. The cavity can be dispensed with, provided that maintenance and repair work can only be carried out by opening the plate 16. A control element 31, for example a remote control box, controls the drive cylinders 13, 14 and thus the vertical movements of the outer protective wall 11 and inner protective wall 12. The control element 31 is connected, for example, to the signal box and can be controlled by the signal box.

In the exemplary embodiments described below, analog parts are provided with the same reference symbols, so that a detailed description of these parts is unnecessary.

Fig. 2a shows a cross section of a platform with two integrated protective walls 11, 12. The protective wall 11 forms the end of the platform edge 22 or is positioned so close to the platform edge 22 of the platform 4 that when the protective wall 11 is raised, people who are on the platform plateau 23 located near the platform edge 22, can not fall into the track area. The protective wall 11 directly on the platform edge 22 is referred to here as the outer protective wall 11. The second protective wall 12 with a greater distance from the platform edge 22 is referred to here as the inner protective wall 12. The further the inner protective wall 12 is from the outer protective wall 11 or the platform edge 22, the better the air pressure that is created by a rail vehicle passing by can be reduced. The outer protective wall 11 is connected by a driver 34 to a linear vertical drive 32. The linear vertical drive 32 serves to shift the outer protective wall 11 from a lowered position into an extended position. In the extended position, the outer protective wall 11 is in the extended state, which can also be referred to as the protective state. In the lowered position, the outer protective wall 11 is in the retracted state. In the retracted state, the outer protective wall 11 for the passengers can be overcome without difficulty, since it does not protrude, or only very slightly, beyond the area which forms the platform 4. The inner protective wall 12 is connected by a driver 35 to a linear vertical drive 33. The linear vertical drive 33 serves to shift the inner protective wall 12 from a lowered position into an extended position. In the extended position, the inner protective wall 12 is in the extended state, which can also be referred to as the protective state. In the lowered position, the inner protective wall 12 is in the retracted state. In the retracted state, the inner protective wall 12 can be overcome without difficulty for the passengers, since it does not protrude beyond the area which forms the platform 4.

An electrically driven linear vertical drive, for example, serves as the drive device for the vertical movement. Such a drive device can comprise, for example, a linear module with a ball rail guide or a roller guide with a ball screw drive or a toothed belt drive. Other guides and drive types are also possible.
The protective walls 11, 12 and the linear vertical drives 32, 33 are protected by a sheath 15. The casing 15 surrounds the protective walls 11, 12 in the retracted state and the drive devices in a cage-like manner. The casing 15 can be delimited on the track side by a wall which forms the platform edge 22. Optionally, the sunken protective wall 11 could also assume the function of a track-side outer wall according to each of the exemplary embodiments. The bottom of the shell 15 forms the bottom 24 thereof. On the platform side, the casing 15 is delimited by the foundation of the platform 4. The top of the shell 15 is at least partially formed by the removable plates 6, 16, which are accessible. At the top, that is to say at the level of the platform plateau, there is a panel 6 which can be opened upwards between the inner protective wall 12 and the rear wall of the casing 15. The panel 6 which is openable is supported by supporting elements 17 which rest on the floor 24 or the rear wall the cover 15 are attached. The hinged plate 6 is normally closed and can only be opened by specialist personnel. On the upper side, between the outer protective wall 11 and the inner protective wall 12, there is a plate 16 which can be opened upwards. The opening plate 16 is supported by supporting elements 7 which are fastened to the bottom 24 of the casing 15. The hinged plate 16 is normally closed and can only be opened by specialist personnel. A receiving element 9, for example a tube, serves to receive a rod 8 and can serve to guide the rod 8. The receiving element forms a vertical guide rail. Two such receiving elements are in the Figure 1f shown. The rod 8 is connected to the protective wall 11, 12 and serves to stabilize the shape of the protective wall and / or to stiffen the protective wall 11, 12. The use of one or more such rods 8 can thus improve the stability of the protective wall against curvatures , Kinks or other deformations are increased.

A measuring element, for example a pressure sensor 42, can be attached to the upper edge of the outer protective wall 11, by means of which a measuring element can be caused to stop the upward movement of the outer protective wall 11 if necessary. A measuring element 43, for example a pressure sensor, can be attached to the upper edge of the inner protective wall 12 and can be used to cause the upward movement of the inner protective wall 12 to be stopped if necessary. Instead of pressure sensors, light barriers, active infrared detectors or other sensors can be used. A warning element 44, for example a warning light, can be attached to the upper edge of the outer protective wall 11, which alerts the passengers to the upward or downward movement of the outer protective wall 11. A warning element 45, for example a warning light, can be attached to the upper edge of the inner protective wall 12, which alerts the passengers to the upward or downward movement of the inner protective wall 12. A trigger element 46, for example a push button, can be attached to the side of the outer protective wall 11 facing the track, in order to bring about a lowering of the outer protective wall 11 in an emergency in the event that, for some reason, a person is on the outer protective wall 11 after being raised Nearer side of the outer protective wall 11 is located. A trigger element 47, for example a push button, can be attached to the side of the inner protective wall 12 facing the track, in order to cause the inner protective wall 12 to be lowered in an emergency in the event that, for some reason, a person leans on the inner protective wall 12 after the inner protective wall 12 has been raised Nearer side of the inner bulkhead 12 is located. A display element 41, for example a screen for passenger information such as the next train journey, seat occupancy in the relevant sector, etc., can be attached to the side of the inner protective wall 12 closer to the platform.
There is a cavity 10 between the linear vertical drive 33 and the rear wall of the casing 15 in order to be able to carry out maintenance work and, in the event of a fault, repair work. The cavity is part of the shell 15 and is designed as a walk-in free space. The cavity can be dispensed with, provided that maintenance and repair work can only be carried out by opening the plate 16.

A control element 31, for example a remote control box, controls the linear vertical drives 32, 33 and thus the vertical movements of the outer protective wall 11 and inner protective wall 12. The control element 31, such as the remote control box, is connected to the signal box and can be controlled by the signal box .
In the exemplary embodiments described below, analog parts are provided with the same reference symbols, so that a detailed description of these parts is unnecessary.

Fig. 2b shows the platform with the outer protective wall 11 as the end of the platform edge. In contrast to Fig. 2a educates Fig. 2b not the track-side wall 22 of the casing 15 the track-side termination of the platform 4 on the platform plateau, but the outer protective wall 11 forms at least partially the track-side termination even in the retracted state. For this purpose, the wall 22 of the casing 15 on the track side extends above the level of the track bed, but does not reach as high as the outer protective wall 11 in the retracted state. The advantage is that the distance between the car wall of the rail vehicle and the outer protective wall 11 can also be reduced in the extended state.
Fig. 2a and Fig. 2b show the state while the rail vehicle is stationary on the platform and the passenger change takes place. The outer protective wall 11 and the inner protective wall 12 are in the retracted state.
The Figures 2c to 2l serve to understand the chronological sequence and thus the process of the vertical movements of the outer protective wall 11 and the inner protective wall 12 after completion of the passenger change, while the passage of rail vehicles without a stop at platform 4 and before the complete standstill of rail vehicles with a stop at platform 4.

• Die äussere Schutzwand 11 wird erst ausgefahren, nachdem das Schienenfahrzeug den Gleisabschnitt am Bahnsteig vollständig verlassen hat. Dieser Zeitpunkt eignet sich, falls der Abstand zwischen der Wagenwand des Schienenfahrzeugs und der äusseren Schutzwand 11 so gross ist, dass Personen in diesen Zwischenraum fallen könnten.
• Die äussere Schutzwand 11 wird ausgefahren, sobald sich das Schienenfahrzeug wieder in Bewegung gesetzt hat aber den Gleisabschnitt am Bahnsteig noch nicht vollständig verlassen hat. Dieser Zeitpunkt eignet sich, falls der Abstand zwischen der Wagenwand des Schienenfahrzeugs und der äusseren Schutzwand 11 so gross ist, dass Personen in diesen Zwischenraum fallen könnten oder weil der Eisenbahnbetreiber keine verlängerte Aufenthaltszeit des Schienenfahrzeugs am Bahnsteig in Kauf nehmen möchte. Um einen zu grossen Luftdruck zwischen der Wagenwand des abfahrenden Schienenfahrzeugs und der vollständig ausgefahrenen äusseren Schutzwand 11 zu vermeiden, ist es vorteilhaft, wenn die äussere Schutzwand 11 kurz nach Abfahrt des Schienenfahrzeugs nur bis zu einem Bruchteil des maximal ausfahrbaren Zustands ausgefahren wird. Und erst nachdem das Schienenfahrzeug den Gleisabschnitt am Bahnsteig vollständig verlassen hat, kann die äussere Schutzwand 11 ganz bis zum komplett ausgefahrenen Zustand ausgefahren werden.
• Die äussere Schutzwand 11 wird nach dem Passagierwechsel ausgefahren, solange das Schienenfahrzeug noch am Bahnsteig stillsteht. Das Schienenfahrzeug fährt nach dem Passagierwechsel erst los, nachdem die äussere Schutzwand 11 ganz oder zumindest bis zu einem gewünschten Bruchteil des maximal ausfahrbaren Zustands ausgefahren worden ist. Um einen zu grossen Luftdruck zwischen der Wagenwand des abfahrenden Schienenfahrzeugs und der vollständig ausgefahrenen äusseren Schutzwand 11 zu vermeiden, ist es vorteilhaft, wenn die äussere Schutzwand 11 nur bis zu einem Bruchteil des maximal ausfahrbaren Zustands ausgefahren wird, solange das Schienenfahrzeug noch am Bahnsteig steht. Hat das Schienenfahrzeug den Gleisabschnitt am Bahnsteig vollständig verlassen, kann die äussere Schutzwand 11 ganz bis zum maximal ausfahrbaren Zustand ausgefahren werden. Dieser Zeitpunkt eignet sich falls der Eisenbahnbetreiber mit der Installation des Schutzwandsystems eine ähnlich hohe Sicherheit wie bei Systemen mit automatischen Bahnsteigtüren erreichen möchte. Damit diese Anwendungsmöglichkeit den gewünschten Sicherheitsgewinn bringt, müssen folgende Bedingungen erfüllt sein:
  • Der Abstand zwischen Wagenwand des Schienenfahrzeugs und äusserer Schutzwand 11 ist genügend klein, damit keine Personen in den Zwischenraum zwischen Schienenfahrzeug und Bahnsteig fallen können.
  • Das Schienenfahrzeug hat eine durchgehend glatte Aussenhaut, auch zwischen den Wagen. Diese Bedingung erfüllen nach heutigem Stand der Technik nur Triebzüge mit im Betrieb nicht trennbaren Wagen.
  • Das Schienenfahrzeug ist mit automatischer Türschliessung mit Einklemmschutz und mit Zustandsüberwachung im Führerstand mit Abfahrsperre bei geöffneten Türen ausgerüstet.
  • Der Führerstand des Schienenfahrzeugs ist ausgerüstet mit zwei Tasten für die seitenselektive Türfreigabe und einer Taste für die Zwangstürschliessung mit Zustandsüberwachung.
  • Das Schienenfahrzeug ist ausgerüstet mit einem Sender und einem Empfänger, um die vertikale Bewegung der äusseren Schutzwand 11 und inneren Schutzwand 12 steuern zu können.
  • Die Ausführung der äusseren Schutzwand 11 und inneren Schutzwand 12 ist ausgerüstet mit einem Sender und einem Empfänger, um mit dem Schienenfahrzeug interagieren zu können.

Ist der Passagierwechsel abgeschlossen, drückt der Triebfahrzeugführer die Taste für die Zwangstürschliessung, das Schienenfahrzeug sendet an die äussere Schutzwand 11 den Befehl zum Hochfahren.
Eine Möglichkeit ist, dass die äussere Schutzwand 11 ausfährt, sobald der Triebfahrzeugführer die Taste für die Zwangstürschliessung drückt, das heisst die äussere Schutzwand 11 fährt hoch, bevor alle Türen geschlossen sind.
Eine zweite Möglichkeit ist, dass das Schienenfahrzeug das Signal zum Hochfahren der äusseren Schutzwand 11 erst sendet, nachdem alle Türen geschlossen sind. Dies würde die Sicherheit steigern, aber die Aufenthaltsdauer des Schienenfahrzeugs am Bahnsteig verlängern. Hat die äussere Schutzwand 11 den gewünschten ausgefahrenen Zustand erreicht, sendet sie ein Signal an das Schienenfahrzeug. Sind ebenfalls alle Türen geschlossen, so wird die Abfahrsperre im Führerstand des Schienenfahrzeugs aufgehoben und das Schienenfahrzeug kann losfahren. Anstelle einer Abfahrsperre im Führerstand des Schienenfahrzeugs kann dem Triebfahrzeugführer der ausgefahrene Zustand der äusseren Schutzwand 11 auch durch eine Zusatzsignalisierung in dessen Blickfeld angezeigt werden.
Möchte der Triebfahrzeugführer nach dem Drücken der Taste für die Zwangstürschliessung noch weitere Passagiere mitnehmen, kann er die Türfreigabetaste drücken, dadurch erhält die äussere Schutzwand den Senkbefehl und der Abfahrprozess beginnt erneut. Fig. 2c shows the process after completing the passenger change. When the passenger change is completed, the outer protective wall 11 is extended. The track area and the platform area are mechanically separated. The timing of the process of extending the outer protective wall 11 depends on the distance between the car wall of the rail vehicle and the outer one Protective wall 11 and the equipment of the rail vehicle. The following possible procedural steps can be carried out:

• The outer protective wall 11 is only extended after the rail vehicle has completely left the track section on the platform. This point in time is suitable if the distance between the wagon wall of the rail vehicle and the outer protective wall 11 is so large that people could fall into this space.
• The outer protective wall 11 is extended as soon as the rail vehicle has started moving again but has not yet completely left the section of track on the platform. This point in time is suitable if the distance between the wagon wall of the rail vehicle and the outer protective wall 11 is so large that people could fall into this space or because the rail operator does not want to accept an extended period of time for the rail vehicle on the platform. In order to avoid excessive air pressure between the car wall of the departing rail vehicle and the fully extended outer protective wall 11, it is advantageous if the outer protective wall 11 is extended only to a fraction of the maximum extendable state shortly after the rail vehicle has left. And only after the rail vehicle has completely left the track section on the platform can the outer protective wall 11 be fully extended to the fully extended state.
• The outer protective wall 11 is extended after the passenger change, as long as the rail vehicle is still standing on the platform. After the passenger change, the rail vehicle only starts to move after the outer protective wall 11 has been fully or at least extended to a desired fraction of the maximum extendable state. In order to avoid excessive air pressure between the wagon wall of the departing rail vehicle and the fully extended outer protective wall 11, it is advantageous if the outer protective wall 11 is only extended to a fraction of the maximum extendable state while the rail vehicle is still on the platform. When the rail vehicle has completely left the track section on the platform, the outer protective wall 11 can be extended to the maximum extendable state. This time is suitable if the railway operator wants to achieve a similar level of security with the installation of the bulkhead system as with systems with automatic platform screen doors. The following conditions must be met for this application to bring the desired increase in security:
  • The distance between the car wall of the rail vehicle and the outer protective wall 11 is sufficiently small that no people can fall into the space between the rail vehicle and the platform.
  • The rail vehicle has a completely smooth outer skin, even between the cars. According to the current state of the art, this requirement is only met by multiple units with cars that cannot be separated during operation.
  • The rail vehicle is equipped with automatic door closing with anti-trap protection and with condition monitoring in the driver's cab with shut-off lock when the doors are open.
  • The driver's cab of the rail vehicle is equipped with two buttons for side-selective door release and a button for the forced door closing with status monitoring.
  • The rail vehicle is equipped with a transmitter and a receiver in order to be able to control the vertical movement of the outer protective wall 11 and inner protective wall 12.
  • The design of the outer protective wall 11 and inner protective wall 12 is equipped with a transmitter and a receiver in order to be able to interact with the rail vehicle.

When the passenger change is completed, the driver presses the button for the forced door closure, the rail vehicle sends the command to start up to the outer protective wall 11.
One possibility is that the outer protective wall 11 extends as soon as the driver presses the button for the compulsory door closure, that is to say the outer protective wall 11 moves up before all the doors are closed.
A second possibility is that the rail vehicle only sends the signal to raise the outer protective wall 11 after all the doors are closed. This would increase safety but extend the length of time the rail vehicle stays on the platform. The outer protective wall 11 has the desired one reached extended state, it sends a signal to the rail vehicle. If all doors are also closed, the shutdown lock in the driver's cab of the rail vehicle is released and the rail vehicle can start driving. Instead of a departure lock in the driver's cab of the rail vehicle, the extended state of the outer protective wall 11 can also be indicated to the driver by an additional signal in his field of vision.
If the driver wants to take more passengers with him after pressing the button for the compulsory door closure, he can press the door release button, the outer protective wall receives the lowering command and the departure process starts again.

• Die äussere Schutzwand 11 wird ganz eingefahren, bevor das Schienenfahrzeug mit Halt und Passagierwechsel den Gleisabschnitt am Bahnsteig erreicht hat. Dies ist die einfachste Möglichkeit, birgt aber die Gefahr, dass Personen vor den einfahrenden Zug fallen könnten.
• Die äussere Schutzwand 11 wird erst kurz vor dem Halt des Schienenfahrzeugs ganz eingefahren. Den Senkbefehl erhält die äussere Schutzwand 11 durch folgende Möglichkeiten:
  • Im Gleis sind Drucksensoren eingebaut. Sobald das Schienenfahrzeug einen definierten Gleisabschnitt passiert hat, wird der Senkbefehl erteilt.
  • Vom Triebfahrzeug des Schienenfahrzeugs wird der Senkbefehl an die äussere Schutzwand übermittelt, sobald das Schienenfahrzeug eine gewisse Geschwindigkeit unterschritten hat, zum Beispiel 20km/h.
  • Die Ausführung der äusseren Schutzwand ist mit Sensoren ausgestattet. Sobald das Schienenfahrzeug einen definierten Gleisabschnitt passiert hat oder eine gewisse Geschwindigkeit unterschritten hat, wird der Senkbefehl erteilt.
  • Das Triebfahrzeug des Schienenfahrzeugs sendet den Senkbefehl an die Schutzwand sobald der Triebfahrzeugführer die Türfreigabetaste betätigt hat.

Die äussere Schutzwand 11 sollte sich ganz gesenkt haben, bevor das Schienenfahrzeug stillsteht. Sobald sich die äussere Schutzwand 11 vollständig gesenkt hat, sendet sie ein Signal an das Schienenfahrzeug. Ist die äussere Schutzwand 11 eingefahren, das heisst die äussere Schutzwand 11 befindet sich im eingefahrenen Zustand, und steht das Schienenfahrzeug still, so öffnen sich die Türen.
Anstelle des Verfahrens wie in Fig. 2h - 2k beschrieben, wäre es auch möglich vor der Einfahrt eines Schienenfahrzeugs mit Halt und Passagierwechsel direkt die innere Schutzwand 12 ganz einzufahren und auf das Hochfahren und Wiederabsenkens der äusseren Schutzwand 11 zu verzichten. Diese Möglichkeit ist in Fig. 2l dargestellt. Das direkte Absenken der inneren Schutzwand 12 hat allerdings den Nachteil, dass die innere Schutzwand 12 kurz bevor sie den eingefahrenen Zustand erreicht für die wartenden Passagiere eine Stolperfalle darstellen kann. Aus Sicherheitsgründen ist deshalb das in Fig. 2h - 2k beschriebene Verfahren zu bevorzugen.
Fig. 2m zeigt einen Querschnitt eines Mittelbahnsteigs 4 mit je zwei integrierten Schutzwänden 11, 12 auf beiden Seiten. Die Gleise sind links und rechts des Mittelbahnsteigs angeordnet. Die beiden Schutzwandsysteme auf der linken und rechten Seite funktionieren unabhängig voneinander. Die Funktionsweise der Schutzwände 11, 12 ist wie in Fig. 2a - 2l beschrieben. Fig. 2d shows the lifting process of the inner protective wall 12. If the outer protective wall 11 is in the extended state or extended so far that no more people can fall from the platform 4 into the track area, the inner protective wall 12 also rises. The advantage of the system with an outer protective wall 11 and an inner protective wall 12 over a system with only one protective wall as in FIG WO2005 / 102808 A1 is that no persons can be on the wrong, nearer track side of the inner protective wall 12 after starting. The prerequisite for this is that the distance between the outer protective wall 11 and the inner protective wall 12 is not too great or the space between the protective walls 11, 12 is monitored. In particular, the people on the platform can by a mechanical solution as in the 3a-3d , 4a-4c and Fig. 6a is shown being pushed onto the side of the inner protective wall 12 closer to the platform during startup.
Are both protective walls 11, 12 as in Fig. 2e shown in the extended state, the outer protective wall 11 as in Fig. 2f shown lower again. Now it's like Fig. 2g only shown the inner protective wall 12 in the extended state. This is the condition when rail vehicles pass through the platform without stopping. The advantage of this system over a system like in JP1994057764U it is described that passing rail vehicles can pass at high speed. Between the inner protective wall 12 and the passing rail vehicle, an upwardly open channel is formed through which the through the rail vehicle can drain displaced air and such a high air pressure cannot build up.
If the rail vehicle has left the track area on the platform without a stop at the platform and the next rail vehicle will be a rail vehicle with a stop at the platform and a change of passengers, as in Fig. 2h shown, extend the outer protective wall 11. The outer protective wall 11 should only be extended to such an extent that the air pressure between the car wall of the incoming rail vehicle and the outer protective wall 11 cannot pose any danger. How high the outer protective wall 11 should be extended depends on the maximum possible entry speed and the distance between the car wall of the incoming rail vehicle and the outer protective wall 11. The speed of incoming rail vehicles with stops and passenger changes is usually lower than the speed of passing rail vehicles, however The speed can still be considerable, especially at the beginning of the platform, which is why a complete extension of the outer protective wall 11 can cause excessive air pressure.
If the outer protective wall 11 has reached the desired extended state, the inner protective wall 12 can, as in FIG Fig. 2i shown, are fully retracted. Now it's like Fig. 2j only the outer protective wall 11 is shown fully or extended to the desired fraction of the maximum extendable state. Now the rail vehicle can be issued with a stop and change of passengers for the track section on the platform.
Another possibility is to first extend the outer protective wall 11 to the maximum extendable state, then to retract the inner protective wall 12 completely and then to lower the outer protective wall 11 to the desired fraction of the maximum extendable state.
Fig. 2k shows how the outer protective wall 11 is completely retracted to enable a change of passengers. The following possible times exist:

• The outer protective wall 11 is completely retracted before the rail vehicle has reached the track section on the platform with a stop and a change of passengers. This is the easiest way, but there is a risk that people could fall in front of the incoming train.
• The outer protective wall 11 is only fully retracted shortly before the rail vehicle stops. The outer protective wall 11 receives the lowering command by the following options:
  • Pressure sensors are built into the track. As soon as the rail vehicle has passed a defined track section, the lowering command is issued.
  • The lowering command is transmitted from the rail vehicle's motor vehicle to the outer bulkhead as soon as the rail vehicle falls below a certain speed, for example 20 km / h.
  • The design of the outer bulkhead is equipped with sensors. As soon as the rail vehicle has passed a defined track section or has fallen below a certain speed, the lowering command is issued.
  • The motor vehicle of the rail vehicle sends the lowering command to the bulkhead as soon as the driver has pressed the door release button.

The outer protective wall 11 should have lowered completely before the rail vehicle comes to a standstill. As soon as the outer protective wall 11 has completely lowered, it sends a signal to the rail vehicle. If the outer protective wall 11 is retracted, that is to say the outer protective wall 11 is in the retracted state, and the rail vehicle is stationary, the doors open.
Instead of the procedure as in 2h - 2k described, it would also be possible to completely retract the inner protective wall 12 directly before the entry of a rail vehicle with a stop and change of passengers and to forego the raising and lowering of the outer protective wall 11. This possibility is in Fig. 2l shown. The direct lowering of the inner protective wall 12 has the disadvantage, however, that the inner protective wall 12 can represent a trip hazard for the waiting passengers just before it reaches the retracted state. For security reasons this is therefore in 2h - 2k preferred method described.
Fig. 2m shows a cross section of a central platform 4, each with two integrated protective walls 11, 12 on both sides. The tracks are arranged to the left and right of the central platform. The two protective wall systems on the left and right side work independently of each other. The functioning of the protective walls 11, 12 is as in 2a-2l described.

In the embodiment according to 3a-3d is the in 2a-2m The protective device described is additionally equipped with a mechanical device 51 between the outer protective wall 11 and the inner protective wall 12, in order to press 12 people on the platform 4 onto the side of the inner protective wall 12 closer to the platform while the inner protective wall is being raised. Instead of the removable plate 16, the mechanical device 51, which is designed as an extendable intermediate element, is arranged on the platform plateau 23 between the outer protective wall 11 and the inner protective wall 12. The pull-out intermediate element 51 rests on the supports 7. The pull-out intermediate element 51 is guided during the lifting and lowering process along vertically oriented guide rails in the outer protective wall 11 and along vertically oriented guide rails in the inner protective wall 12. The mechanical device 51 thus closes the space between the outer protective wall 11 and the inner protective wall 12.

Fig. 3c shows the execution of the extendable intermediate element 51 in the extended state and in the contracted state. The pull-out intermediate element 51 consists of a frame, a spring element 53 inside and the hinges 52 at the outer corners. The frame consists of at least two frame components which can be nested one inside the other and which, even when extended, represent a continuously stable outer shell. Each of the frame components can be designed as a hollow body which receives a part of the spring element 53. In particular, the hollow body can have a circular or rectangular cross section. Each of the frame components has an open end and a closed end. At the closed end, one end of the spring element is connected to the frame component. The closed end also forms the outer corner to which the hinge 52 is attached, which creates the connection to the protective wall or a drive device which can be activated by the movement of the protective wall. The cross-sectional area of each of the two frame components differs from one another, so that one of the frame components can be pushed over the other frame component. The two frame components can thus be inserted into one another at their open ends. By an upward force acting on the frame component closer to the track increases the extension of the extendable intermediate element 51. The upward force acting on the frame component closer to the track can be as in Fig. 3a represented by a driver with drive in the guide rail of the outer protective wall 11 or as in Fig. 3d the frame component closer to the track is shown pushed upwards by a rod 54 with its own linear vertical drive 55. The enlarged extension of the extendable intermediate element 51 is necessary so that the extendable intermediate element 51 receives the desired inclination during the start-up in order to push people safely onto the side of the inner protective wall 12 closer to the platform. The pull-out intermediate element 51 can slide through the hinges 52 despite the changed inclination along the guide rails. Inside the extendable intermediate element 51 is a spring 53, which pulls the two frame components together slightly and thus helps the extendable intermediate element 51 to regain its original horizontal orientation after the start-up process is complete.
In the embodiment according to Fig. 3a , 3b is a driver with its own drive in the guide rail of the outer protective wall 11 to move the track-side frame component of the pull-out intermediate element 51 upwards. The chronological sequence of the vertical movements of the outer protective wall 11, the pull-out intermediate element 51 and the inner protective wall 12 in the embodiment according to FIG Fig. 3a , 3b are as follows:
When the passenger change is completed, the outer protective wall 11 is extended. While the outer protective wall 11 is being extended, the pull-out intermediate element 51 remains at the level of the platform plateau 23. To prevent the track-side frame component of the pull-out intermediate element 51 from being pulled up prematurely with the outer protective wall 11, the driver clicks into the guide rail of the outer one Protective wall 11 and remains at the level of platform platform 23. If the outer protective wall 11 is extended or extended so that no more people can fall from platform 4 into the track area, the driver moves with its own drive in the guide rail of the outer protective wall 11 the track-side frame component of the extendable intermediate element 51 upwards until the extendable Intermediate element 51 has reached the desired inclination. The platform-side frame component of the pull-out intermediate element 51 remains blocked by a termination of the guide rail on the upper edge of the inner protective wall 12 at the level of the platform plateau 23. The inclination of the pull-out intermediate element 51 must be sufficiently steep so that people on the platform are safely pushed onto the side of the inner protective wall 12 closer to the platform in the further course. If the extendable intermediate element 51 has a sufficiently large inclination, the linear vertical drive 33 also begins to move the inner protective wall 12 upwards. In the further course move, as in Fig. 3a shown, the inner protective wall 12 and the driver with its own drive in the guide rail of the outer protective wall 11 at the same speed upwards, whereby the inclination of the extendable intermediate element remains constant. Due to the termination of the guide rail on the upper edge of the inner protective wall 12, the pull-out intermediate element 51 cannot move upward faster than the inner protective wall 12, as a result of which a gap between the pull-out intermediate element 51 and the inner protective wall 12 is prevented when starting up. The driver with its own drive in the guide rail of the outer protective wall 11 moves up to the end of the guide rail on the upper edge of the outer protective wall 11 and is blocked in this position. At this point, the inner bulkhead is raised enough to safely separate the platform area from the track area. Even after the extendable intermediate element 51 has reached its maximum height, the inner protective wall 12 can extend further. Once the inner protective wall 12 has reached the extended state, the outer protective wall 11 and the pull-out intermediate element 51 can be lowered again to the platform level, that is to say the height of the platform plateau 23. For this it is easiest if the driver in the guide rail of the outer protective wall 11 remains blocked completely at the upper edge of the outer protective wall 11 and so the pull-out intermediate element 51 is moved down together with the outer protective wall 11 by the linear vertical drive 32 to the platform level . The fact that the driver in the guide rail of the outer protective wall is blocked entirely at its upper edge provides the upper edge of the outer protective wall 11 and the pull-out Intermediate element 51 in the retracted state at platform level represents a level, which is important later when changing passengers. If the outer protective wall 11 and the extendable intermediate element 51 have lowered to the platform level, rail vehicles can drive through the platform at high speed. If the last rail vehicle without a stop at the platform has left the track area on the platform and the next rail vehicle will be a rail vehicle with a stop at the platform, then as in Fig. 2h shown extend the outer protective wall 11. No people need to be pushed away at this time, so the extendable intermediate member 51 remains at the platform level. So that the track-side frame component of the pull-out intermediate element 51 is not pulled up with the outer protective wall 11, the driver disengages in the guide rail of the outer protective wall and remains at the platform level. After the inner protective wall 12, as in Fig. 2i has shown, lowered, the outer protective wall 11 also sinks back into the retracted state before the passenger change.
Another embodiment has a toothed rack in the guide rail of the outer protective wall 11 and a toothed wheel with an electric motor on the side of the extendable intermediate element 51 near the track. The gearwheel with an electric motor is part of the track-side frame component of the pull-out intermediate element 51. The energy supply for the electric motor is ensured by an electric cable which is led to the electric motor through a hole in the frame component of the pull-out intermediate element 51 near the track.

• einen Antrieb 66 an der Befestigung der ausklappbaren Klappe 65 an der äusseren Schutzwand 11 am oberen Ende der ausklappbaren Klappe 65.
• eine drehbare horizontale Stange an der Befestigung am oberen Ende der ausklappbaren Klappe 65, wobei die drehbare horizontale Stange mit einem Antrieb unterhalb der ausklappbaren Klappe 65 verbunden ist.
• durch ein Federelement an der Rückwand hinter der ausklappbaren Klappe 65, welches die ausklappbare Klappe 65 nach aussen drückt, wobei das Einklappen durch ein an der Klappe 65 montiertes Seil erfolgen kann, welches über eine Rolle an der Rückwand zu einer Seilwinde unter der äusseren Schutzwand 11 geführt wird.

Auch andere Antriebsformen für das Ein- und Ausklappen der Klappe 65 sind möglich. Bei der Ausführungsform nach Fig. 4b wird der Ausklappprozess zusätzlich durch eine Hilfsstange 67 unterstützt, welche durch einen Mitnehmer 68 mit einem linearen Vertikalantrieb 69 verbunden ist oder durch einen ausfahrbaren Poller. Die Hilfsstange sowie der ausfahrbare Poller sind insbesondere in Vertikalrichtung bewegbar. Sobald die ausklappbare Klappe durch einen Antrieb 66 leicht ausgeklappt wurde, wird der folgende Ausklappprozess bis zum Abschluss durch die hochfahrende Hilfsstange unterstützt.
Die zeitliche Abfolge der Vertikalbewegungen der äusseren Schutzwand 11, der Aus- und Einklappbewegungen der ausklappbaren Klappe 65 und der Vertikalbewegungen der inneren Schutzwand 12 bei der Ausführungsform nach Fig. 4a, 4b sind wie folgt: Ist der Passagierwechsel abgeschlossen, bewegt der lineare Vertikalantrieb 32 die äussere Schutzwand 11 nach oben. Ist die äussere Schutzwand 11 so weit ausgefahren, dass sich die ausklappbare Klappe 65 vollständig über dem Bahnsteigplateau 23 befindet, stoppt die Aufwärtsbewegung der äusseren Schutzwand 11 und die ausklappbare Klappe 65 beginnt sich ausklappen. Durch die Ausklappbewegung der ausklappbaren Klappe 65 werden Personen auf dem Bahnsteig 4 auf die bahnsteignähere Seite der inneren Schutzwand 12 abgedrängt.
Beim Ausklappen der ausklappbaren Klappe 65 ergibt sich eine kleine Lücke zwischen dem unteren Ende der ausklappbaren Klappe 65 und dem Bahnsteigplateau 23. Je grösser die Distanz zwischen der äusseren Schutzwand 11 und der inneren Schutzwand 12 und je flacher die Neigung der ausklappbaren Klappe 65 im ausgeklappten Zustand, desto grösser wird die Lücke zwischen der ausklappbaren Klappe 65 im ausgeklappten Zustand und dem Bahnsteigplateau 23. Damit diese Lücke möglichst klein ist, ist die Länge der ausklappbaren Klappe 65 dem Abstand zwischen äusserer Schutzwand 11 und innerer Schutzwand 12 anzupassen. Je grösser die Distanz zwischen der äusseren Schutzwand 11 und der inneren Schutzwand 12, desto grösser sollte auch die Länge der ausklappbaren Klappe 65 sein. Möchte der Eisenbahnbetreiber diese Lücke ganz schliessen, so kann die Ausführung der ausklappbaren Klappe 65 so sein, dass die ausklappbare Klappe 65 seine Ausdehnung während des Ausklappens vergrössert, also auch ein ausfahrbares Element enthält.
Ist die ausklappbare Klappe 65 im ausgeklappten Zustand, so beginnt der lineare Vertikalantrieb 33 die innere Schutzwand 12 nach oben zu bewegen. Im weiteren Verlauf bewegen sich die äussere Schutzwand 11, die ausklappbare Klappe 65 und die innere Schutzwand 12 mit der gleichen Geschwindigkeit nach oben. Ist die innere Schutzwand 12 soweit ausgefahren, dass sie den Gleisbereich sicher vom Bahnsteigbereich trennt, stoppt der lineare Vertikalantrieb 33 die Aufwärtsbewegung der inneren Schutzwand 12. Die äussere Schutzwand 11 und die ausklappbare Klappe 65 bewegen sich noch ein bisschen weiter nach oben, bis die ausklappbare Klappe 65 eingeklappt werden kann. Die ausklappbare Klappe 65 wird vollständig eingeklappt und die äussere Schutzwand 11 kann vollständig eingefahren werden. Jetzt können Schienenfahrzeuge mit grosser Geschwindigkeit am Bahnhof durchfahren. Hat das letzte Schienenfahrzeug ohne Halt am Bahnsteig den Gleisbereich am Bahnsteig verlassen und wird das nächste Schienenfahrzeug ein Schienenfahrzeug mit Halt am Bahnsteig und Passagierwechsel sein, so kann sich, wie in Fig. 2h dargestellt, die äussere Schutzwand 11 ausfahren. Zu diesem Zeitpunkt müssen keine Personen abgedrängt werden, daher verbleibt die ausklappbare Klappe 65 im eingeklappten Zustand. Nachdem sich die innere Schutzwand 12, wie in Fig. 2i dargestellt, gesenkt hat, senkt sich vor dem Passagierwechsel auch die äussere Schutzwand 11 wieder in den eingefahrenen Zustand.
Bei der Ausführungsform nach Fig. 4c ist die ausklappbare Klappe 65 an einem separaten Stützelement 70 montiert. Für die Vertikalbewegung ist das Stützelement 70 durch eine vertikale Stange 73 mit einem Mitnehmer 71 mit einem eigenen linearen Vertikalantrieb 72 verbunden. Das Stützelement 70 hat im Bereich der ausklappbaren Klappe 65 eine durchgehende Rückwand. Unterhalb des Klappenbereichs ist zwischen der vertikalen Stange73, welche mit dem linearen Vertikalantrieb 72 verbunden ist, ein Hohlraum. Dieser Hohlraum ist nötig, damit Platz für die linearen Vertikalantriebe 32 der äusseren Schutzwand 11 bleibt. Die linearen Vertikalantriebe 32 der äusseren Schutzwand 11 und der oder die linearen Vertikalantriebe 72 des Stützelements 70 werden versetzt zueinander angeordnet.
Das Stützelement 70 kann entlang von vertikal ausgerichteten Führungsschienen auf der bahnsteignäheren Seite der äusseren Schutzwand 11 geführt sein.
Die Länge der ausklappbaren Klappe 65 entspricht mindestens der Distanz zwischen der äusseren Schutzwand 11 und der inneren Schutzwand 12, um den Zwischenraum zwischen der äusseren Schutzwand 11 und der inneren Schutzwand 12 im geneigten ausgeklappten Zustand abdecken zu können. Die Ausführung der ausklappbaren Klappe 65 kann aber auch länger sein und während des Hochfahrens der inneren Schutzwand 12 über die innere Schutzwand 12 hinausragen.
Die Ausklappbewegung der ausklappbaren Klappe 65 kann angetrieben sein durch:

• einen Antrieb 66 an der Befestigung an dem Stützelement 70 am oberen Ende der ausklappbaren Klappe 65.
• eine drehbare horizontale Stange an der Befestigung am oberen Ende der ausklappbaren Klappe 65, die drehbare horizontale Stange ist mit einem Antrieb unterhalb der ausklappbaren Klappe 65 verbunden.
• durch ein Federelement an der Rückwand hinter der ausklappbaren Klappe 65, welche die ausklappbare Klappe 65 nach aussen drückt, das Einklappen kann durch ein an der ausklappbaren Klappe 65 montiertes Seil erfolgen, welches über eine Rolle an der Rückwand zu einer Seilwinde unter dem Stützelement 70 geführt wird.

Auch andere Antriebsformen für das Ein- und Ausklappen der ausklappbaren Klappe 65 sind möglich.
Die ausklappbare Klappe 65 auf einem separaten Stützelement 70 zu montieren hat gegenüber der Ausführungsform nach Fig. 4a, 4b verschiedene Vorteile:

• die Ausführung der äusseren Schutzwand ist einfacher und die äussere Schutzwand 11 kann schmaler sein, also eine geringere Dicke als die vorhergehenden Ausführungsbeispiele aufweisen
• die vertikale Ausdehnung der äusseren Schutzwand 11 kann kleiner sein
• Ein Sicherheitsgewinn, weil während des Hochfahrens der ausgeklappten Klappe 65 die äussere Schutzwand 11 bereits vollständig ausgefahren ist.
• Dadurch dass die äussere Schutzwand 11 vollständig ausgefahren ist, bevor das Stützelement 70 und die ausklappbare Klappe 65 ausgefahren werden, kann die Ausführung des Stützelements 70 breiter sein als eine äussere Schutzwand 11 mit integrierter ausklappbarer Klappe 65. Dies erleichtert den Einbau eines Antriebs für die Ausklappbewegung der ausklappbaren Klappe 65.

Ein Nachteil der Ausführungsform nach Fig. 4c gegenüber jener von Fig. 4a, 4b ist, dass die ausklappbare Klappe 65 und das Stützelement 70 im eingefahrenen Zustand die vertikale Ausdehnung der linearen Vertikalantriebe einschränken. Weil die ausklappbare Klappe 65 eine durchgehende Platte darstellt, können aus Platzgründen die linearen Vertikalantriebe 32 der äusseren Schutzwand 11 nicht bis unter die Platte 16 reichen. Die Distanz zwischen der abnehmbaren Platte 16 und dem oberen Ende des linearen Vertikalantriebs 32 entspricht der Distanz zwischen der Oberkante des Stützelements 70 und dem unteren Ende der ausklappbaren Klappe 65.In the embodiment according to Fig. 3d the raising and lowering as well as the inclination of the extendable intermediate element 51 is carried out by rods 54, 57 on the outer ends of the frame components of the extendable intermediate element 51, each of which is connected to its own linear vertical drive 55, 58 by a driver 56, 59. Because the pull-out intermediate element 51 for the vertical movements has its own drive mechanism consisting of the rod 54, the vertical drive 55, the driver 56, the rod 57, the vertical drive 58, the driver 59, a drive in the guide rail of the outer protective wall is possible 11 can be dispensed with. This simplifies the execution of the outer bulkhead 11, which increases the reliability of the system. Ideally, the linear vertical drive 32 of the outer protective wall 11 and the linear vertical drive 55 of the rod 54 of the frame component of the extendable intermediate element 51 that is closer to the track are within a position as in FIG Fig. 1a Sheath 15 shown offset from one another.
Alternatively, as in Fig. 3d the linear vertical drive 32 of the outer protective wall 11 can be arranged below the track bed. However, this would make the conversion of existing platform systems for the installation of a protective wall system more complex.
The chronological sequence of the vertical movements of the outer protective wall 11, the pull-out intermediate element 51 and the inner protective wall 12 is as follows:
When the passenger change is completed, the outer protective wall 11 is extended. If the outer protective wall 11 is in the extended state or is extended so far that no more people can fall from the platform 4 into the track area, the linear vertical drive 55 moves the rod 54 and thus the frame component of the extendable intermediate element 51 that is closer to the track until the extendable intermediate element 51 has a sufficiently large inclination so that people on the platform are safely pushed onto the side of the inner protective wall 12 closer to the platform in the further course. If the extendable intermediate element 51 has a sufficiently large inclination, the linear vertical drive 58 also begins to move the rod 57 and thus the platform component of the extendable intermediate element 51 upward, and the linear vertical drive 33 likewise begins to move the inner protective wall 12 upward. The frame component of the extendable intermediate element 51 closer to the track, the frame component closer to the platform of the extendable intermediate element 51 and the inner protective wall 12 move upwards at the same speed, whereby the inclination of the extendable intermediate element 51 remains constant. Due to the termination of the guide rail on the upper edge of the inner protective wall 12, the pull-out intermediate element 51 cannot move upward faster than the inner protective wall 12, as a result of which a gap between the pull-out intermediate element 51 and the inner protective wall 12 is prevented when starting up. If the inner protective wall 12 has reached the extended state, it can Lower the outer protective wall 11 and the pull-out intermediate element 51 back to platform level. Rail vehicles can now drive through the platform at high speed. If the last rail vehicle without a stop at the platform has left the track area on the platform and the next rail vehicle will be a rail vehicle with a stop at the platform and change of passengers, as in Fig. 2h shown extend the outer protective wall 11. At this time, no people need to be pushed, the pull-out intermediate member 51 remains at the platform level. After the inner protective wall 12, as in Fig. 2i has shown, lowered, the outer protective wall 11 also sinks back into the retracted state before the passenger change.
Another embodiment has its own drive 55, 58 for the pull-out intermediate element 51 as in FIG Fig. 3d shown, but no guide rails in the outer and inner protective wall. The extendable intermediate element 51 thus has no direct contact with the outer protective wall 11 or the inner protective wall 12. It must be ensured that when the extendable intermediate element 51 is raised, there is no gap between the extendable intermediate element 51 and the inner protective wall 12.
In the embodiment according to 4a-4c is the in 2a-2m The protective device described is additionally equipped with a fold-out flap 65 in order to push 12 people on the platform 4 onto the side of the inner protective wall 12 closer to the platform while the inner protective wall is being raised. The fold-out flap 65 can be integrated into the outer protective wall 11 or mounted on a separate support element 70. A sensor and a fixation on the rear wall of the outer protective wall 11 or the support element 70 ensure that the outer protective wall 11 or the support element 70 is only retracted when the fold-out flap 65 is in the folded state.
The advantage of a fold-out flap 65 over one as in FIG 3a-3d described system is that a flap can have a very steep incline during the extension process of the inner protective wall 12. Another advantage of a flap is the hygienic aspect. With one like in 3a-3d described system, the pull-out intermediate element 51 is in the retracted basic state by the Soiled shoe soles of passengers. The fold-out flap 65, however, has no contact with passengers in the folded basic state. Another advantage of a flap is the possibility that the inner protective wall 12 can also consist of posts that are close together instead of a continuous protective wall. Similar to a fork, the posts could be connected by a beam so that a linear vertical drive 33 would move many posts at the same time. Posts that are close together would have the advantage that it would be more difficult for children to climb over them.
In the embodiment according to Fig. 4a , 4b the fold-out flap 65 is integrated into the outer protective wall 11. The length of the fold-out flap 65 corresponds at least to the distance between the outer protective wall 11 and the inner protective wall 12, so that the space between the outer protective wall 11 and the inner protective wall 12 can be covered in the inclined, unfolded state. The design of the fold-out flap 65 can, however, also be longer and protrude beyond the inner protective wall 12 while the inner protective wall 12 is being raised.
The fold-out movement of the fold-out flap 65 can be triggered by:

• a drive 66 on the fastening of the fold-out flap 65 to the outer protective wall 11 at the upper end of the fold-out flap 65.
• a rotatable horizontal bar attached to the top of the fold-out flap 65, the rotatable horizontal bar connected to a drive below the fold-out flap 65.
• by means of a spring element on the rear wall behind the fold-out flap 65, which pushes the fold-out flap 65 outwards, the folding in being possible by means of a rope mounted on the flap 65, which via a roller on the rear wall leads to a cable winch under the outer protective wall 11 to be led.

Other forms of drive for folding the flap 65 in and out are also possible. In the embodiment according to Fig. 4b the fold-out process is additionally supported by an auxiliary rod 67 which is connected to a linear vertical drive 69 by a driver 68 or by an extendable bollard. The auxiliary rod and the extendable bollard can be moved in particular in the vertical direction. As soon as the fold-out flap has been easily unfolded by a drive 66, the The following fold-out process is supported until the end by the raising auxiliary rod.
The chronological sequence of the vertical movements of the outer protective wall 11, the unfolding and folding movements of the fold-out flap 65 and the vertical movements of the inner protective wall 12 in the embodiment according to FIG Fig. 4a , 4b are as follows: once the passenger change has been completed, the linear vertical drive 32 moves the outer protective wall 11 upward. If the outer protective wall 11 is extended so far that the fold-out flap 65 is completely above the platform plateau 23, the upward movement of the outer protective wall 11 stops and the fold-out flap 65 begins to fold out. The unfolding movement of the fold-out flap 65 pushes people on the platform 4 onto the side of the inner protective wall 12 closer to the platform.
When the fold-out flap 65 is unfolded, there is a small gap between the lower end of the fold-out flap 65 and the platform plateau 23. The greater the distance between the outer protective wall 11 and the inner protective wall 12 and the flatter the inclination of the fold-out flap 65 in the unfolded state , the larger the gap between the fold-out flap 65 in the unfolded state and the platform plateau 23. In order for this gap to be as small as possible, the length of the fold-out flap 65 must be adapted to the distance between the outer protective wall 11 and the inner protective wall 12. The greater the distance between the outer protective wall 11 and the inner protective wall 12, the greater the length of the fold-out flap 65 should also be. If the railway operator wishes to completely close this gap, the design of the fold-out flap 65 can be such that the fold-out flap 65 increases its extent during the unfolding, that is to say also contains an extendable element.
If the fold-out flap 65 is in the unfolded state, the linear vertical drive 33 begins to move the inner protective wall 12 upwards. In the further course, the outer protective wall 11, the fold-out flap 65 and the inner protective wall 12 move upwards at the same speed. If the inner protective wall 12 is extended so far that it safely separates the track area from the platform area, the linear vertical drive 33 stops the upward movement of the inner protective wall 12. The outer protective wall 11 and the fold-out flap 65 move a little further upwards until the fold-out flap 65 can be folded in. The fold-out flap 65 is completely folded in and the outer protective wall 11 can be completely retracted. Rail vehicles can now drive through the station at high speed. If the last rail vehicle without a stop at the platform has left the track area on the platform and the next rail vehicle will be a rail vehicle with a stop at the platform and change of passengers, as in Fig. 2h shown, extend the outer protective wall 11. No people need to be pushed away at this time, so the fold-out flap 65 remains in the folded state. After the inner protective wall 12, as in Fig. 2i has shown, lowered, the outer protective wall 11 also sinks back into the retracted state before the passenger change.
In the embodiment according to Fig. 4c the fold-out flap 65 is mounted on a separate support element 70. For the vertical movement, the support element 70 is connected by a vertical rod 73 to a driver 71 with its own linear vertical drive 72. The support element 70 has a continuous rear wall in the region of the fold-out flap 65. Below the flap area, there is a cavity between the vertical rod 73, which is connected to the linear vertical drive 72. This cavity is necessary so that space remains for the linear vertical drives 32 of the outer protective wall 11. The linear vertical drives 32 of the outer protective wall 11 and the linear vertical drive (s) 72 of the support element 70 are offset from one another.
The support element 70 can be guided along vertically aligned guide rails on the side of the outer protective wall 11 closer to the platform.
The length of the fold-out flap 65 corresponds at least to the distance between the outer protective wall 11 and the inner protective wall 12 in order to be able to cover the intermediate space between the outer protective wall 11 and the inner protective wall 12 in the inclined, unfolded state. The design of the fold-out flap 65 can, however, also be longer and protrude beyond the inner protective wall 12 while the inner protective wall 12 is being raised.
The fold-out movement of the fold-out flap 65 can be driven by:

• a drive 66 on the attachment to the support member 70 at the upper end of the fold-out flap 65.
• a rotatable horizontal bar on the attachment at the top of the fold-out flap 65, the rotatable horizontal bar is connected to a drive below the fold-out flap 65.
• by means of a spring element on the rear wall behind the fold-out flap 65, which presses the fold-out flap 65 outwards, the folding-in can be carried out by a rope mounted on the fold-out flap 65, which leads via a roller on the rear wall to a winch under the support element 70 becomes.

Other forms of drive for folding in and out the fold-out flap 65 are also possible.
Compared to the embodiment, the fold-out flap 65 has to be mounted on a separate support element 70 Fig. 4a , 4b various advantages:

• the design of the outer protective wall is simpler and the outer protective wall 11 can be narrower, that is to say have a smaller thickness than the previous exemplary embodiments
• the vertical extent of the outer protective wall 11 can be smaller
• A gain in safety because the outer protective wall 11 is already fully extended when the flap 65 is raised.
• Because the outer protective wall 11 is fully extended before the support element 70 and the fold-out flap 65 are extended, the design of the support element 70 can be wider than an outer protective wall 11 with an integrated fold-out flap 65. This facilitates the installation of a drive for the fold-out movement the fold-out flap 65.

A disadvantage of the embodiment according to Fig. 4c compared to that of Fig. 4a , 4b is that the fold-out flap 65 and the support element 70 restrict the vertical expansion of the linear vertical drives in the retracted state. Because the fold-out flap 65 is a continuous plate, the linear vertical drives 32 of the outer protective wall 11 cannot extend below the plate 16 for reasons of space. The distance between the removable plate 16 and the upper end of the linear vertical drive 32 corresponds to the distance between the upper edge of the support element 70 and the lower end of the fold-out flap 65.

The chronological sequence of the vertical movements of the outer protective wall 11, the support element 70 and the inner protective wall 12 as well as the unfolding and folding movements of the fold-out flap 65 in the embodiment according to FIG Fig. 4c are as follows:
When the passenger change is completed, the outer protective wall 11 is extended. If the outer protective wall 11 is in the extended state or extended so far that no more people can fall from the platform 4 into the track area, the linear vertical drive 72 moves the support element 70 upwards until the fold-out flap 65 is completely above the platform plateau 23. If the fold-out flap 65 is located completely above the platform plateau 23, the upward movement of the support element 70 stops and the fold-out flap 65 begins to fold out. The unfolding movement of the fold-out flap 65 pushes people on the platform 4 onto the side of the inner protective wall 12 closer to the platform.
When the fold-out flap 65 is unfolded, there is a small gap between the lower end of the fold-out flap 65 and the platform plateau 23. The greater the distance between the outer protective wall 11 and the inner protective wall 12 and the flatter the inclination of the fold-out flap 65 in the unfolded state , the larger the gap between the fold-out flap 65 in the unfolded state and the platform plateau 23. In order for this gap to be as small as possible, the length of the fold-out flap 65 must be adapted to the distance between the outer protective wall 11 and the inner protective wall 12. The greater the distance between the outer protective wall 11 and the inner protective wall 12, the greater the length of the fold-out flap should also be. The embodiment according to Fig. 4c offers the possibility for very steep angles of the fold-out flap 65 in the unfolded state, and additionally the fold-out flap 65 projects beyond the inner protective wall 12 in the unfolded state, this gap can be minimized. If the railway operator wishes to completely close this gap between the lower end of the fold-out flap 65 in the unfolded state and the platform plateau 23, the design of the fold-out flap 65 can be such that the fold-out flap 65 increases its extent during the unfolding, i.e. also an extendable one Contains item.

If the fold-out flap 65 is in the unfolded state, the linear vertical drive 33 begins to move the inner protective wall 12 upwards. In the further course, the inner protective wall 12 and the support element 70 move upwards at the same speed. If the inner protective wall 12 has been extended so far that it safely separates the track area from the platform area, the linear vertical drive 33 stops the upward movement of the inner protective wall 12. The support element 70 moves a little further upwards until the fold-out flap 65 can be folded in. The fold-out flap 65 is completely folded in and the support element 70 can be retracted completely. Rail vehicles can now drive through the station at high speed. If the last rail vehicle without a stop at the platform has left the track area on the platform and the next rail vehicle will be a rail vehicle with a stop at the platform and change of passengers, as in Fig. 2h shown extend the outer protective wall 11. At this time, no people need to be pushed, the support member 70 remains in the retracted state. After the inner protective wall 12, as in Fig. 2i has shown, lowered, the outer protective wall 11 also sinks back into the retracted state before the passenger change.

The embodiments according to 5a - 5f are alternatives with limited space below platform platform 23 for the in 1-4 described protective wall systems. Is there enough space in the underground below platform platform 23 for the installation of a Figures 1 -4 bulkhead system described, it is advantageous to a bulkhead system according to 1-4 to install because the components are easy to implement. However, there may be places along a platform where, for various reasons, there is not enough space in the underground below platform platform 23 for a protective wall system with linear vertical drives 1-4 is available, for example in the area of station underpasses, where the passengers cross under the tracks. Feature of the embodiments according to 5a - 5f is that the protective walls have a much smaller vertical extent when retracted than when extended.

Fig. 5a shows a cross section of a platform with two integrated multi-part extendable protective walls 76, 77. The outer protective wall 76 consists of multi-part extendable plates. In the retracted state, the panels are arranged side by side, in the extended state they are slightly offset one above the other. When extended, the panels must provide a continuous closure on the side facing the passengers near the platform; the panels themselves can be hollow on the inside and open on the side closer to the track. The plate, which is the tallest in the extended state, is connected to a drive mechanism 78 for the extension and retraction movements. The drive mechanism is at least largely inside the outer protective wall 76. A scissor drive, a telescopically extendable cylinder or other drives are possible as drive mechanism 78. If both sides of the outer protective wall 76 are sealed off by plates, this has the advantage of protecting against dirt and ingress of dust. If only the side of the outer protective wall 76 facing the platform has a closure by plates and the side facing the track is open, this has the advantage that repair work can be made easier.
The inner protective wall 77 also consists of plates that can be pushed out in several parts. In the retracted state, the panels are arranged side by side, in the extended state they are slightly offset one above the other. When extended, the plates on the side facing the platform near the platform must represent a continuous closure; the plates themselves can be hollow on the inside and open on the side near the track. The plate, which is the tallest in the extended state, is connected to a drive mechanism 79 for the extension and retraction movements. The drive mechanism is at least largely inside the inner protective wall 77. A scissor drive, a telescopically extendable cylinder or other drives are possible as the drive mechanism 79. If both sides of the inner protective wall 77 are sealed off by plates, this has the advantage of protection against dirt and ingress of dust. If only the side of the inner protective wall 77 facing the platform has a panel closure and the side facing the track is open, this has the advantage that repair work can be carried out more easily.

Fig. 5a shows the state with the outer protective wall 76 retracted and the inner protective wall 77 extended, that is to say the state in which rail vehicles can drive through the platform at high speed. The chronological sequence of the extension and retraction movements of the outer protective wall 76 and inner protective wall 77 after completion of the passenger change, during the passage of rail vehicles without a stop at platform 4 and before the complete standstill of rail vehicles with a stop at platform 4 are the same as in FIG 2a-2m illustrated embodiment.

Fig. 5b shows the embodiment with a multi-part extendable protective wall 76, 77 from the side in the retracted state. It is driven by a scissor mechanism comprising two scissor carriers 78, 79 by a telescopically extendable cylinder 80 or by another drive. In the Fig. 5b the scissor carriers 78, 79 are moved by the cylinders 81. An even simpler solution would be that the scissor carriers are fixed on one side by a fixed bearing and on the other side by a floating bearing and the scissor mechanism on the lower floating bearing is driven by a spindle.
In Fig. 5b a receiving element 9, for example a tube, is arranged to the left and right of the station underpass 83. The receiving element 9 serves to receive a rod 8 and can serve to guide the rod 8. The receiving element 9 forms a vertical guide rail. The rod 8 is connected to the protective wall 76, 77 and serves to stabilize the shape of the protective wall 76, 77 and / or to stiffen the protective wall 76, 77. The use of one or more such rods 8 can thus increase the stability the protective wall 76, 77 against bulges, kinks or other deformations can be increased.

Fig. 5c shows the embodiment with a multi-part extendable protective wall 76, 77 from the side in the extended state.
Fig. 5d shows a cross section of a platform with two integrated multi-part extendable protective walls 76, 77 and one as in Fig. 3d described extendable intermediate element 51 in between. In Fig. 5d the inclination and the vertical movement of the extendable intermediate element 51 by the telescopic extendable cylinders 84, 85 executed. The telescopically extendable cylinder 84 is connected to the frame component closer to the track, the telescopic extendable cylinder 85 is connected to the frame component closer to the platform. The extendable intermediate element 51 can be guided during the lifting and lowering process along vertically oriented guide rails in the side of the outer protective wall near the platform and / or along vertically oriented guide rails in the side near the track of the inner protective wall. The chronological sequence of the vertical movements of the outer protective wall 76 which can be extended in several parts, the extendable intermediate element 51 and the inner protective wall 77 which can be extended in several parts Fig. 5d is the same as for Fig. 3d described.

Fig. 5e shows a cross section of a platform with two integrated multi-part extendable protective walls 76, 77 and one as in Fig. 4c described fold-out flap 65, which is mounted on a separate support element 70. The fold-out flap 65 has the purpose of pushing 12 people on the platform 4 onto the side of the inner protective wall closer to the platform during the extension of the inner protective wall which can be extended in several parts. The vertical movement of the support element 70 is carried out by a drive mechanism 86, which can consist of a scissor mechanism, a telescopically extendable cylinder or other drive forms which have a much smaller vertical extent in the retracted state than in the extended state. A sensor and a fixation on the rear wall of the support element 70 ensure that the support element 70 is only retracted when the fold-out flap 65 is in the folded state. The possible drive for the fold-out movement of the fold-out flap 65 is the same as in FIG Fig. 4c described. The length of the fold-out flap 65 corresponds to at least a length which is suitable for being able to cover the distance between the outer protective wall 76 which can be extended in several parts and the inner protective wall 77 which can be extended in the inclined, unfolded state. The design of the fold-out flap 65 can, however, also be longer and protrude beyond the inner protective wall 77, which can be extended in several parts, while the inner protective wall 77 can be extended. The support member 70 can be vertical aligned guide rails in the bottom plate near the platform of the multi-part extendable outer protective wall 76. In the area of station underpasses, it is also possible for the support element 70 to be guided on the left and right of the station underpass along vertically oriented guide rails in the side of the outer protective wall 11 closer to the platform.
The chronological sequence of the vertical movements of the outer protective wall 76, which can be extended in several parts, of the support element 70 and of the inner protective wall 77 which can be extended in several parts, as well as the unfolding and retracting movements of the fold-out flap 65 Fig. 5e and the operation of the drive 66 are the same as in Fig. 4c described.

Fig. 5f represents a cross section of a platform in which the outer protective wall 88 and the inner protective wall 89 consist of pluggable wall elements. This embodiment is advantageous if there is very little space below platform platform 23. Because the pluggable wall elements can be stacked one above the other in the retracted state, the vertical extent in the retracted state is very small. The pluggable wall elements are held together by a continuous rope. The top wall element is connected to a drive, for example a telescopically extendable cylinder. In the area of station underpasses, the top wall element can also be pulled up on a vertical bar, the vertical bars can be placed to the left and right of the station underpass, i.e. in an area where there is enough space below the platform plateau 23 for a linear vertical drive. In order to force people on the platform 4 onto the side of the pluggable inner protective wall 89 closer to the platform while the pluggable inner protective wall 89 is being raised, a system with a pull-out intermediate element 51 can be used between the protective walls 88, 89 Fig. 3d or a system with a fold-out flap 65 as in Fig. 4c be installed. Reference numerals which are shown in this exemplary embodiment but not described correspond to the corresponding components in the preceding figures.

In the embodiment according to Fig. 6a extendable intermediate walls 90, 91, 92, 93 are between the outer protective wall 11 and the inner protective wall 12 in order to push 12 people on the platform onto the side of the inner protective wall 12 closer to the platform while the inner protective wall is being raised. Instead of four extendable partition walls 90, 91, 92, 93 between the outer protective wall 11 and the inner protective wall 12, a system with only one, two, three or five or more extendable intermediate walls between the outer protective wall 11 and the inner protective wall 12 would also be possible . The extendable partitions 90, 91, 92, 93 must represent a continuous closure on the side near the platform facing the passengers, the partitions 90, 91, 92, 93 themselves can be hollow on the inside and open on the side near the track. Each extendable partition 90, 91, 92, 93 is connected to a drive mechanism 94 for the extension and retraction movement. The drive mechanism 94 is at least largely inside each individual partition 90, 91, 92, 93. A scissor drive, a telescopically extendable cylinder or other drives are possible as the drive mechanism 94. The drive mechanism of the outer protective wall 11 is also at least largely arranged in the interior of the outer protective wall 11. The inner protective wall 12 can be driven by a drive mechanism inside the inner protective wall 12 or by a linear vertical drive 33.
Since in the embodiment after Fig. 6a the extendable intermediate walls 90, 91, 92, 93 between the outer protective wall 11 and the inner protective wall 12 perform the same function as the extendable intermediate element 51 in Fig. 3d or the fold-out flap 65 in Fig. 4c the chronological sequence of the vertical movements of the outer protective wall 11, the intermediate walls 90, 91, 92, 93 and the inner protective wall 12 is as follows:
When the passenger change is completed, the outer protective wall 11 is extended. If the outer protective wall 11 is in the extended state or extended so far that no more people can fall from the platform 4 into the track area, the extendable intermediate wall 90 begins to extend directly next to the outer protective wall 11. If the extendable partition 90 is partially extended, begins extend the extendable intermediate wall 91 directly next to the extendable intermediate wall 90, the extendable intermediate wall 90 also moves upward. If the extendable intermediate wall 91 is partially extended, the extendable intermediate wall 92 begins to extend directly next to the extendable intermediate wall 91 and so on to the extendable intermediate wall directly next to the inner protective wall 12. If the extendable intermediate wall 93 directly next to the inner protective wall 12 is in the extended state, the inner protective wall 12 can extend. The inner protective wall is moved via a vertical drive 33. If the inner protective wall 12 is extended so far that it safely separates the track area from the platform area, the outer protective wall 11 and the extendable intermediate walls 90, 91, 92, 93 can lower again. At this time, only the inner protective wall 12 is in the extended protective state, rail vehicles can drive through the platform at high speed. If the last rail vehicle without a stop at the platform has left the track area on the platform and the next rail vehicle will be a rail vehicle with a stop at the platform and change of passengers, as in Fig. 2h shown - extend the outer protective wall 11. At this time, the partitions 90, 91, 92, 93 remain in the retracted state since no people have to be pushed away. After the inner protective wall 12, as in Fig. 2i has shown, lowered, the outer protective wall 11 also sinks back into the retracted state before the passenger change.

The embodiment according to Fig. 6b is an alternative to the embodiment of FIG Fig. 6a with limited space below the platform plateau 23. In the embodiment according to Fig. 6b are between the multi-part extendable outer protective wall 76 and the multi-part extendable inner protective wall 77 multi-part extendable intermediate walls 96, 97, 98, 99 in order to lift up the multi-part extendable inner protective wall 77 people on platform 4 to the side of the multi-part extendable inner protective wall 77 closer to the platform to push away. Feature of the embodiment according to Fig. 6b is that the multi-part extendable protective walls 76, 77 and the multi-part extendable intermediate walls 96, 97, 98, 99 in the retracted state a much smaller vertical Have expansion than in the extended state. Instead of four multi-part extendable partitions 96, 97, 98, 99, a system with only one, two, three or five and more multi-part extendable intermediate walls between the multi-part extendable outer protective wall 76 and the multi-part extendable inner protective wall 77 would also be possible. The multi-part extendable partitions 96, 97, 98, 99 must provide a continuous closure on the side facing the platform near the platform, the multi-part extendable partitions 96, 97, 98, 99 themselves can be hollow on the inside and open on the side near the track. For the extending and retracting movement, each partition 96, 97, 98, 99, which can be extended in several parts, is connected to a drive mechanism 95. The drive mechanism 95 is located at least largely in the interior of each individual partition wall 96, 97, 98, 99 which can be extended in several parts. The drive mechanism 78 of the outer protective wall 76 which can be extended in several parts is at least largely in the interior of the outer protective wall 76 which can be extended in several parts, the drive mechanism 79 in the inner part which can be extended in several parts Protective wall 77 is at least largely inside the inner protective wall 77, which can be extended in several parts. A scissor drive, a telescopically extendable cylinder or other drives are possible as drive mechanisms 78, 79, 95.
In the embodiment according to Fig. 6b the chronological sequence of the extension and retraction movements of the outer protective wall 76 which can be extended in several parts, the inner protective wall 77 which can be extended in several parts and the intermediate walls 96, 97, 98, 99 which can be extended in several parts is the same as in FIG Fig. 6a described embodiment.

The embodiment according to Fig. 7a shows a version for platforms which are in the area of strongly inclined track curves. Depending on the curve radius, track curves can have a lateral inclination; accordingly, in the area of inner track curves, the rail vehicles can have a lateral inclination. In order to avoid possible contact of the wagon wall of the rail vehicle with the outer protective wall 11 or the inner protective wall 12, the outer protective wall 11 and the inner protective wall 12 can also be inclined. Fig. 7a shows a cross section of a platform with two integrated inclined protective walls 11, 12.

The platform edge 22, the outer protective wall 11, the linear vertical drive 32, the inner protective wall 12 and the linear vertical drive 33 are inclined. The linear vertical drives 32, 33 are fixed to the bottom 24 of the casing 15. Between the outer protective wall 11 and the inner protective wall 12 can be as in the 3a-3d , 4a - 4c or 6a described device can be installed in order to push 12 people on the platform 4 to the side of the inner protective wall 12 closer to the platform before or during the raising of the inner protective wall. The chronological sequence of the movements of the outer protective wall 11 and the inner protective wall 12 after completion of the passenger change, while the passage of rail vehicles without a stop at platform 4 and before the complete standstill of rail vehicles with a stop at platform 4 are the same as in FIG 2a-2m illustrated embodiment.
The embodiment according to Fig. 7b , 7c shows an embodiment in which the inner protective wall 12 can be inclined inwards in the direction of the platform in the extended state. For this purpose, a tilting device is provided in order to transfer at least one of the protective walls 11, 12 from a vertical position into an inclined position. For this purpose, the linear vertical drive 33 of the inner protective wall 12 is mounted on a slide 101 which can move along a rail by means of a linear horizontal drive. The carriage 101 or the linear vertical drive 33 has hinges at the lower corners. When the slide 101 moves in the direction of the platform edge, the inner protective wall 12 in the extended state tilts inward in the direction of the platform as a result of the pivot point on the platform plateau 23. The inner protective wall 12 tilts back into the vertical starting position as soon as the slide 101 moves back into its starting position in the direction of the rear wall of the casing 15. The linear vertical drive 32 of the outer protective wall 11 is fixed on the bottom 24 of the casing 15, the outer protective wall 11 always has a vertical orientation. Between the outer protective wall 11 and the inner protective wall 12 can be as in the 3a-3d , 4a - 4c or 6a described device can be installed in order to push 12 people on the platform 4 to the side of the inner protective wall 12 closer to the platform before or during the raising of the inner protective wall. The advantage of an embodiment according to Fig. 7b , 7c is that when extended and inclined State of the inner protective wall 12 with increasing height creates a greater distance between the inner protective wall 12 and the rail vehicle passing through rail vehicles. As a result, the resulting air pressure can be reduced better. This enables the inner protective wall 12 to be placed closer to the edge of the platform, which is an advantage especially in the case of narrow central platforms or in the case of limited space due to stairways and passenger lifts on the platform.
The chronological sequence of the vertical movements of the outer protective wall 11 and the inner protective wall 12 in the embodiment according to FIG Fig. 7b , 7c is the same as in the embodiment according to 2a-2m . If only the inner protective wall 12 is in the extended state, the embodiment tilts Fig. 7b , 7c the inner bulkhead 12 inwards towards the platform. Therefore, the chronological sequence of the vertical movements of the outer protective wall 11 as well as the vertical movements and the inward inclination of the inner protective wall 12 in the embodiment according to Fig. 7b , 7c as follows:
When the passenger change is completed, the outer protective wall 11 is extended. Were the passengers through a like in 3a-3d , 4a - 4c or 6a The described device is pushed onto the side of the inner protective wall 12 closer to the platform and if the inner protective wall 12 is in the extended state, the outer protective wall 11 and the one in 3a-3d , 4a - 4c or 6a lower the device described again. Now only the inner protective wall 12 is in the extended protective state. Now the inner protective wall 12 begins as in Fig. 7b shown tending inward towards the platform. For this purpose, the carriage 101 and thus also the lower part of the linear vertical drive 33 moves along the rail 102 in the direction of the platform edge 22. The fulcrum of the inner protective wall 12 is on the platform plateau 23, the inner protective wall 12 is on the platform plateau 23 between the plate 16 and the plate 6 fixed. The rotary movement can be facilitated by a notch in the side of the inner protective wall 12 near the platform on the platform plateau 23 and a counterpart which can be extended from the plate 6. If the inner protective wall 12 is in the inwardly inclined state, then in the upper region of the inner protective wall 12 there is an increased distance between the wagon wall of rail vehicles passing through and the inner protective wall 12 the resulting air pressure can be reduced more easily. Rail vehicles can now drive through the platform at high speed. If the last rail vehicle without a stop at the platform has left the track area on the platform and the next rail vehicle will be a rail vehicle with a stop at the platform and change of passengers, as in Fig. 2h shown extend the outer protective wall 11. At this point in time, no people need to be pushed away, who remain in the 3a-3d , 4a - 4c or 6a described devices in the retracted state. Before the inner protective wall 12, as in Fig. 2i illustrated, lower, it is advantageous that the inner protective wall 12 as in Fig. 7c shown moved back to the vertical starting position. For this purpose, the carriage 101 and thus also the lower part of the linear vertical drive 33 moves along the rail 102 in the direction of the rear wall of the casing 15. If the inner protective wall 12 is again in the vertical and retracted state, the lower also before the passenger change outer protective wall 11 again in the retracted state.

8a and 8b show a top view of an embodiment with retaining elements which prevent passengers from getting into the space between the inner and outer protective wall. These retaining elements can be designed, for example, as extendable bollards 103 between the outer protective wall 11 and the inner protective wall 12, the extendable bollards 103 are placed as a lateral end of the protective wall system. It may be that the railway operator wants to equip only part of the platform with a protective wall system for cost reasons and wants to leave the other part of the platform open as before. At the in Fig. 2g shown situation, in which the outer protective wall 11 is retracted and the inner protective wall 12 is in the extended protective state, the situation when rail vehicles pass through without a stop on the platform, it must be ensured that no people from the open part of the platform between the inner protective wall 12 and the Platform edge 22 can reach. For this reason, the protective wall system has a side closure with extendable bollards 103. Instead of extendable bollards, extendable posts can also form the side closure. Each post can have its own drive connected or similar to a fork, the posts can be mounted on a beam so that a drive would move many posts at the same time. The distance between the side bollards 103 should be sufficiently small that small children cannot pass it.
If one like in the 3a-3d or Fig. 6a The device described is installed in order to push 12 people on the platform 4 onto the side of the inner protective wall 12 closer to the platform before or during the raising of the inner protective wall, the extendable bollards 103 as in FIG Fig. 8b shown placed next to the extendable intermediate element 51 or next to the extendable intermediate walls 90, 91, 92, 93. If one like in the 4a-4c described device installed, the extendable bollards 103 next to or advantageously as in Fig. 8a shown placed within the space covered by the flap 65.
When installing one like in the 4a-4c The device described is the chronological sequence of the vertical movements of the lateral bollards 103, the outer protective wall 11 and the inner protective wall 12 as well as the unfolding and folding movements of the fold-out flap 65 in the embodiment according to FIG Fig. 8a as follows:
When the passenger change is completed, the linear vertical drive 32 moves the outer protective wall 11 upwards. If the fold-out flap 65 is completely above the platform plateau 23, the fold-out flap 65 begins to fold out. The unfolding movement of the fold-out flap 65 pushes people on the platform 4 onto the side of the inner protective wall 12 closer to the platform. The side bollards 103 are now arranged under the fold-out flap 65. It is advantageous if the extending movements of the lateral bollards 103 follow the unfolding movement of the fold-out flap 65, that is to say the lateral bollard closest to the track extends first, the lateral bollard closest to the platform last. A gap between the fold-out flap 65 and the side bollards 103 can thereby be avoided. The side bollards 103 can also be used as a support for the unfolding movement of the fold-out flap 65. In the further course, the fold-out flap 65, the side bollards 103 and the inner protective wall 12 move upwards at the same speed. Is the inner protective wall 12 extended so far that it safely moves the track area from If the platform area separates, the linear vertical drive 33 stops the upward movement of the inner protective wall 12. The upward movement of the lateral bollards 103 is also stopped. The fold-out flap 65 moves up a little further until it can be folded in. The fold-out flap 65 is completely folded in and the outer protective wall 11 and, depending on the embodiment, also the support element 70 can be completely retracted. Now only the inner protective wall 12 and the side bollards 103 are in the extended state. People cannot get between the inner protective wall 12 and the platform edge 22. Rail vehicles can now drive through the platform at high speed. If the last rail vehicle without a stop at the platform has left the track area on the platform and the next rail vehicle will be a rail vehicle with a stop at the platform and change of passengers, as in Fig. 2h shown extend the outer protective wall 11. At this time, no people need to be pushed, the fold-out flap 65 remains in the folded state. After the inner protective wall 12 and the lateral bollards 103 have been lowered, the outer protective wall 11 also lowers again into the retracted state before the passenger change.
When installing one like in the 3a-3d The device described is the chronological sequence of the vertical movements of the lateral bollards 103, the outer protective wall 11, the pull-out intermediate element 51 and the inner protective wall 12 in the embodiment according to FIG Fig. 8b as follows:
When the passenger change is completed, the outer protective wall 11 is extended. If the outer protective wall 11 is extended or extended so that no more people can fall from the platform 4 into the track area, the track-side frame component of the extendable intermediate element 51 is moved upwards by the driver or the rod 54 until the inclination is sufficiently large is so that in the further course people on the platform are safely pushed onto the side of the inner protective wall 12 closer to the platform. It is advantageous if the side bollards 103 follow the extension movement of the extendable intermediate element 51, that is to say the side bollard closest to the track extends first, the side bollard closest to the platform last. This can create a gap between the extendable intermediate element 51 and the lateral ones Bollards 103 can be avoided. In the further course, the extendable intermediate element 51, the side bollards 103 and the inner protective wall 12 move upwards at the same speed. When the inner protective wall 12 has reached the extended protective state, the outer protective wall 11 and the pull-out intermediate element 51 can lower again down to the platform plateau. Now only the inner protective wall 12 and the side bollards 103 are in the extended state. People cannot get between the inner protective wall 12 and the platform edge 22. Rail vehicles can now drive through the platform at high speed. If the last rail vehicle without a stop at the platform has left the track area on the platform and the next rail vehicle will be a rail vehicle with a stop at the platform and change of passengers, as in Fig. 2h shown extend the outer protective wall 11. No people need to be pushed away at this point, so the pull-out intermediate element 51 remains on the platform plateau. After the inner protective wall 12 and the lateral bollards 103 have been lowered, the outer protective wall 11 also lowers again into the retracted state before the passenger change.
When installing one like in the Fig. 6a described device, the chronological sequence of the vertical movements of the side bollards 103, the outer protective wall 11, the extendable intermediate walls 90, 91, 92, 93 and the inner protective wall 12 is the same as when installing one as in the 3a-3d described facility. The extension movements of the lateral bollards 103 advantageously follow the extension movements of the extendable partition walls 90, 91, 92, 93.

Claims (15)

1. A protection device for the protection of people in a station area from moving rail vehicles, whereby the station area contains at least one platform (4), whereby the platform (4) contains at least one platform edge (2, 22) and on a first side of the platform edge (2,22) tracks for a rail vehicle are arranged and on a second side of the platform edge (2, 22) a platform plateau (23) exists, which is designed as a waiting area for people, whereby a protective wall (11, 12, 76, 77, 88, 89) is situated directly adjacent or near to the platform edge (2, 22) and is adjustable between a retracted state and an extended state in such a way that in the extended state of the protective wall (11, 12, 76, 77, 88, 89) an access to the tracks is obstructed, in the retracted state the access to the tracks is free, characterized in that the protective wall comprises an inner protective wall (12, 77, 89) and an outer protective wall (11, 76, 88), whereby the inner protective wall (12) is installed at a greater distance from the platform edge (2, 22), the protective wall being accommodated in a cavity (10, 20) in the retracted state, whereby the cavity (10, 20) is arranged below the platform plateau (23).
2. Protection device according to claim 1, whereby the outer protective wall (11, 76, 78) is installed between the platform edge (22) and the inner protective wall (12, 77, 89) or the outer protective wall (11, 76, 88) forms the platform edge (22) or is installed directly adjacent to the platform edge (22).
3. Protection device according to one of claims 1 or 2, whereby the protective wall (11, 12, 76, 77, 88, 89) contains at least each a driving device (13, 14, 32, 33, 78, 79, 84, 85), whereby a control element (31) for the control of the driving device (13, 14, 32, 33, 78, 79, 84, 85) can be provided, which can be connected to an interlocking, whereby the driving device (13, 14, 32, 33, 78, 79, 84, 85) can contain at least one drive cylinder (13, 14, 78, 79, 84, 85) or a vertical drive (32, 33).
4. Protection device according to any of the preceding claims, whereby a removable plate element (6) is provided for closing the cavity (10, 20), whereby in the cavity (10, 20) a pillar (7, 17) is arranged, which can serve as a support for the removable plate element (6).
5. Protection device according to any of the preceding claims, whereby the protective wall (11, 12, 76, 77, 88, 89) in the extended state is movable from the platform edge (2, 22) in the direction of the platform plateau (23).
6. Protection device according to any of the preceding claims, whereby a sensing element (42, 43), a warning element (44, 45), a triggering element (46, 47) or an indicating element (41) is arranged at least at one of the protective walls (11, 12, 76, 77, 88, 89).
7. Protection device according to any of the preceding claims, whereby between the outer protective wall (11, 76, 88) and the inner protective wall (12, 77, 89) a mechanical system (51) is arranged to seal the space between the outer protective wall (11, 76, 88) and the inner protective wall (12, 77, 89), whereby the mechanical system (51) can be formed as an extendable intermediate element, whereby the extendable intermediate element can comprise a frame which comprises two frame components which contain a spring element (53).
8. Protection device according to any of the preceding claims, whereby one of the protective walls (11, 12, 76, 77, 88, 89) is equipped with a hinged flap (65) by which the space between the two protective walls is coverable, whereby the hinged flap (65) can be integrated into in the outer protective wall (11, 76, 88) or can be fixed on a separate support element (70) and/or a sensor is provided at the protective wall or at the hinged flap (65).
9. Protection device according to any of the preceding claims, whereby a fixation is provided at the rear wall of the outer protective wall (11, 76, 88) or at the support element (70), so that the outer protective wall (11, 76, 88) or the support element (70) only can be lowered if the hinged flap (65) is in a pulled-back state.
10. Protection device according to claim 9, whereby the length of the hinged flap (65) corresponds at least to the distance between the outer protective wall (11, 76, 88) and the inner protective wall (12, 77, 89), whereby the push-out movement of the hinged flap can be caused at least by one of the following options: by a drive (66) at the mounting of the hinged flap (65) on the outer protective wall at the upper end of the hinged flap (65), by a rotatable horizontal pole, whereby the rotatable horizontal pole is connected with a drive below the hinged flap (65), by a spring element, by an auxiliary pole (67), by a retractable bollard.
11. Protection device according to any of the preceding claims, whereby at least one of the inner or outer protective walls (76, 77, 88, 89) is designed in several parts, whereby a plurality of retractable intermediate walls (90, 91, 92, 93) can be arranged between the outer protective wall (11, 76, 88) and the inner protective wall (12, 77, 89), whereby at least one of the inner or outer protective walls (11, 12, 76, 77, 88, 89) can form an angle of less than 90° with the plane of the platform plateau (23) or a tilting device is provided so that at least one of the inner or outer protective walls (11, 12, 76, 77, 88, 89) is convertible from a vertical position to a tilted position, whereby retaining elements can be arranged in the interspace between the inner and the outer protective wall (11, 12, 76, 77, 88, 89).
12. Protection device according to any of the preceding claims, whereby the inner protective wall (12, 77, 89) can comprise a continuous protective wall or can comprise poles standing close together.
13. Method for operating a protection device for the protection of people against moving rail vehicles in a railway station area, whereby the station area contains at least one platform (4), whereby the platform (4) contains at least one platform edge (2, 22), whereby in a first step a protective wall (11, 12, 76, 77, 88, 89) starts to be lowered as soon as the rail vehicle approaches the station area and/or the approaching velocity has decreased below 20 km/h and/or an actuating signal to operate a driving device (3, 13, 14) for the protective wall is received, in a second step the protective wall (11, 12, 76, 77, 88, 89) is lowered completely into the retracted state when the rail vehicle reaches its stop position, in a third step after reaching the retracted state the doors of the rail vehicle are opened so that a passenger exchange can take place, in a fourth step a signal to leave the retracted state is transmitted to the driving device of the protective wall as soon as no passengers are situated anymore between the protective wall and the rail vehicle and a signal to close the doors of the rail vehicle has been transmitted, so that the protective wall gets lifted to the extended state and in a fifth step the rail vehicle can start to move again as soon as the protective wall reached the extended state, characterized in that the protective wall comprises an inner protective wall (12, 77, 89) and an outer protective wall (11, 76, 88), whereby shortly before the entry of the rail vehicle the outer protective wall (11, 76, 88) gets lifted, as soon as the outer protective wall (11, 76, 88) has been lifted, the inner protective wall (12, 77, 89) is lowered and shortly before the passenger exchange the outer protective wall (11, 76, 88) is lowered again into the retracted state so that a passenger exchange can take place, whereby after the passenger exchange the rail vehicle only starts to move when the outer protective wall (11, 76, 88) is in the extended state again.
14. Method according to claim 13, whereby the signal to lift the protective wall (11, 12, 76, 77, 88, 89) is linked to the signal for door closing of the doors of the rail vehicle and/or the protection device is equipped with a transmitter and/or a receiver to interact with a rail vehicle and/or the lifting process of the outer protective wall (11, 76, 88) is triggered by an enforced door closing in the rail vehicle and/or the lowering of the outer protective wall (11, 76, 88) is triggered by a door release control system, whereby the outer protective wall (11, 76, 88) starts to be lifted before all the doors of the rail vehicle are closed or the outer protective wall (11, 76, 88) gets lifted after all the doors of the rail vehicle are closed whereby at least one of the protective walls contains sensors which detect the speed of the rail vehicle and/or the distance of the rail vehicle to its stop position.
15. Method according to any one of claims 13 or 14, whereby after the passenger exchange and the outer protective wall (11, 76, 88) got lifted to the extended state, a mechanical system (51) is moved until the mechanical system (51) has a sufficiently steep inclination so that in the further process people standing on the platform are pushed safely to the platform-oriented side of the inner protective wall (12, 77, 89), whereby the mechanical system (51) is moved together with the inner protective wall when the inner protective wall (12, 77, 89) gets lifted and as soon as the inner protective wall (12, 77, 89) reached the extended state, the outer protective wall (11, 76, 88) and the mechanical system (51) start to be lowered to the level of the platform plateau (23) whereby the outer protective wall (11, 76, 88) gets lifted before a rail vehicle reaches the railway station area, whereby the mechanical system (51) remains on the level of the platform plateau (23), whereby after the lowering of the inner protective wall (12, 77, 89) also the outer protective wall (11, 76, 88) is lowered again into the retracted state before the passenger exchange whereby the mechanical system (51) comprises an extendable intermediate element (51), a hinged flap (65) or a multiplicity of intermediate walls (90, 91, 92, 93), which can get lifted by a drive, whereby the mechanical system (51) can comprise a track-oriented frame component and a platform-oriented frame component, whereby the track-oriented frame component and the platform-oriented frame component and the inner protective wall (12, 77, 89) move upwards with the same speed, so that the inclination of the mechanical system (51) remains constant.

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