WO2016078943A1 - Railway station area comprising a retractable protection wall for the protection of persons against moving rail vehicles - Google Patents

Abstract

A railway station area having a protective device for the protection of persons against moving rail vehicles comprises a protective wall (1). The railway station area contains at least one platform (4), the platform (4) having at least one platform edge (2) and tracks for a rail vehicle being arranged on a first side of the platform edge (2), wherein a platform surface (23) extends from the second side of the platform edge (2). The platform surface is embodied as a waiting area for persons. The protective wall (1) is located at or in the vicinity of the platform edge (2) and can be adjusted between a retracted state and a deployed state in such a way that in the deployed state of the protective wall (1) access to the tracks is prevented, and in the retracted state access to the tracks is granted. At least an upper edge of the protective wall can be displaced from the platform edge in the direction of the platform surface (3) along a displacement path with a displacement speed, the displacement speed having a horizontal speed component.

Description

 Station area comprising a retractable protective wall for the protection of persons from moving rail vehicles

The invention relates to a station area comprising a protective wall for the protection of persons who are, for example, on a platform of a railway station, in front of moving rail vehicles, such as subways, trams or trains. The invention also relates to a method for operating a protective device for the protection of persons from moving rail vehicles in a station area. In modern subway systems, the protection of persons from approaching or passing rail vehicles is today solved such that doors are installed on the platform, which open in the horizontal direction on the type of 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 known from EP 2 164 738 B1, WO2005 / 102808 A1 shows a platform door retractable into the platform foundation with a combined footboard The platform 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 pass accident-free across the gap between the rail vehicle and the edge of the platform Platform foundation and lifting is accomplished by means of two curved racks running at the door edges in a guide rail, in which a motor driven pinion engages.The curvature directed towards the platform plateau requires much space in the platform door, so that a large part of the

Platform platforms as a waiting zone is not available, especially because even the footboard extends in the direction of the waiting zone. Similarly, the platform door according to JP2009051269 is constructed, whereby a greater distance of the platform edge from the rails is required by the fact that the platform door protrudes into the rail area. As a result, an additional footboard is required to bridge the distance between the entrance to the rail vehicle and the platform edge, because people can fall into the area between platform edge and rails. Therefore, actually, an additional restraint device should be provided to ensure that a person can not get injured if they overlooked the footboard or could be pushed from the running board when there is a lot of traffic.

Condition for the installation of automatic platform screen doors is that the passenger trains stop exactly at the same place to a few centimeters and that all passenger trains stop the passenger train same distance between the platform screen doors have. Thus, the change of passengers always take place at a certain location, which is defined by the position of the platform screen doors.

The present invention seeks to provide passengers with mechanical protection from moving rail vehicles in locations where the installation of automatic platform screen doors is not possible because:

 - The used rolling stock has different door distances or

 - The passenger trains can not stop precisely or the

 Railway operator would not take the time lost by the punctual stopping.

JP1994057764U shows a lowerable in the platform foundation security fence. This security fence is sunk into the platform platform and extended beyond the level of the platform platform when a rail vehicle enters the station area. Although this safety fence takes up less space, it is arranged for safety reasons at a distance to the platform edge, the

prescribed safety line. This arrangement is necessary because the security fence is also intended to protect passengers from rail vehicles carrying the

Station area pass without stopping. Such rail vehicles often pass the station area at high speed, so that a not inconsiderable pressure wave is built up by the displaced air. For this air to escape, the largest possible distance of the security fence from the platform edge is required, but also at the expense of the available as a waiting area

Platform platform share goes. In particular, retrofitting an existing one

The station area is not always possible because the passengers have too little waiting room

 Would be available. A similar solution is shown in JP20033271 15A showing a retractable security fence with a combined footboard. Since the footboard is inclined in the extended position in the direction of the required space of the rail vehicle, the pressure wave of a railway vehicle passing the station area high speed rail vehicle would capture the footboard and there is a risk that the footboard swings toward the waiting room and it to injury of waiting

Passengers are coming. Therefore, this safety fence is only suitable for station areas where all rail vehicles have to stop. This device is also not suitable for arrangements according to which the rail vehicles with extendable

Running boards are equipped. The present invention has for its object to prevent people on the platform access to the track area by an extendable bulkhead and protect them from passing trains, the protective wall has a minimal footprint, so that a large part of the platform plateau passengers than Waiting room is still available.

The object is achieved by a station area comprising a protection device for the protection of persons from moving rail vehicles in a station area, the station area containing at least one platform, wherein the platform has at least one platform edge and are arranged on a first side of the platform edge rails for a rail vehicle and extending from the second side of the platform edge a platform platform, which is designed as a waiting area for persons. A protective wall is located at or in the vicinity of the platform edge, which is adjustable between a retracted state and an extended state such that in the extended state of the protective wall access to the tracks is denied, that is, in the retracted position, access to the tracks free is. This means that the protective wall 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 wall in the retracted state is smaller than in the extended state. In particular, the protective wall is thus height adjustable. 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. When retracted, the bulkhead is fully contained inside the platform. At least one upper edge of the protective wall is displaceable from the platform edge in the direction of the platform plateau along a displacement path with a displacement speed, wherein the displacement speed includes a horizontal velocity component. The horizontal one

Speed component is aligned substantially normal to the direction of travel. The protective wall has an upper part and a lower part, wherein the upper part spans a first protective wall plane, wherein the lower part spans a second protective wall plane. The protective wall is displaceable from the platform edge in the direction of the platform platform. As a result, a larger gap between platform edge and protective wall can be made, which also has a greater distance from the rail vehicle result. The greater space between the rail vehicle and the bulkhead can be used to balance the air pressure that occurs when a rail vehicle passes the bulkhead at high speed. This includes the Drive device a horizontal drive and a vertical drive, whereby a combined horizontal movement and vertical movement of the protective wall is made possible.

The first protective wall plane is inclined to the second protective wall plane at an angle alpha (a).

If the protective wall is designed in two parts, that is, the upper part and the lower part are connected via an interface, a protective device with a smaller footprint can be used because the lifting and lowering mechanism and the displacement mechanism take up less space than if the protective wall would be carried out in one piece.

According to one embodiment, the angle alpha between the upper part and the lower part is constant. In particular, the angle alpha can be greater than 90 °. Preferably, the angle alpha is in a range of 90 ° to 180 ° inclusive. According to one embodiment, a vertical drive may be provided to move the protective wall from the retracted state to the extended state. In particular, the vertical drive can be connected via a driver with the lower part of the protective wall. According to one embodiment, the driver may be attached by means of a hinge to the lower edge of the lower part of the protective wall. The vertical drive may in particular contain a guide rod, along which the driver is movable in the vertical direction. The upper part of the protective wall can be moved by moving the driver on the guide rod from an extended position, in which the upper part of the protective wall protrudes beyond the platform platform into a retracted position, in which the upper part of the protective wall is retracted below the platform platform be.

According to one embodiment, a horizontal drive may be provided to move at least the upper edge of the protective wall in the direction of the platform edge or in the direction of the platform platform. The protective wall can be moved from a vertical position to an inclined position, in particular in the extended state by means of the horizontal drive. The protective wall can be moved away from the platform edge in the extended state by means of the horizontal drive, in particular be displaced.

In particular, the protective device can be received in the retracted state in a cavity. This allows any blockage of the rail vehicle by a in a faulty position located protective wall can be avoided. In addition, the protective wall can be stored to save space within the platform. There is thus no additional space required for the protective wall. It can be easily integrated into existing buildings or even be attached to existing buildings, if still a sufficient distance between the rail vehicle and the protective wall is guaranteed. For this purpose, advantageously, the cavity is located in the interior of the platform.

According to one embodiment, the drive device may include at least one drive cylinder, which may be pneumatically, hydraulically or electrically operable. For example, a linear module can be provided with ball rail guide or with roller guide with ball screw or toothed belt drive.

The drive device is advantageously arranged in the cavity, so that it is largely shielded from weather or illegal access.

The cavity can be made accessible by a removable plate element. In this way, the drive device can be easily maintained by a walk-in passage is provided in the cavity, which can be covered by the removable plate member. The removable plate member is advantageously equipped with a closing 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 embodiment, a tilting device is provided at the upper edge of the extended protective wall. In this embodiment, an air conditioning of the platform is possible. In particular, at the upper edge of the extended protective wall, a tilting device for guiding the upper edge of the protective wall in a

Receiving element may be provided.

 According to one embodiment, the tilting device may comprise a clamp which encloses the upper edge of the protective wall so that the protective wall is movable along a curved path in the direction of the platform. In particular, the clip may be mounted on a carriage or integrated into the carriage. The

Receiving element can be fastened by a fastener to the platform roofing.

A method for operating a protection device for protecting people from moving rail vehicles in a station area comprises the following Steps: a protective wall begins to descend 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 is received to actuate a protection device for the protective wall when the rail vehicle reaches its stop position, the protective wall is lowered completely to the retracted state, wherein at least one upper edge of the protective wall is displaced from the platform plateau in the direction of the platform edge on a displacement path with a displacement speed with a horizontal speed component, wherein after reaching the retracted state, the doors of the rail vehicle are opened, so a passenger change may take place, a signal for leaving the retracted state is transmitted to the drive device of the protective wall, as soon as there are no more passengers between the protective wall and the rail vehicle and a signal has been given to close the doors, the protective wall is extended to the extended state, wherein at least one upper edge of the protective wall is displaced from the platform edge towards the platform platform along a displacement path at a displacement speed with a horizontal velocity component horizontal speed component is aligned substantially normal to the direction of travel, wherein the protective wall has an upper part and a lower part, wherein the upper part spans a first protective wall plane, wherein the lower part spans a second protective wall plane, wherein the first protective wall plane to the second protective wall plane at an angle alpha (a) is inclined and the rail vehicle starts to move again as soon as the protective wall has reached the extended state.

The term "approaching the station area" is intended to mean, in particular, that the rail vehicle has already reached the station area or has reached a track section signaling a driveway into a station area.

In particular, according to one embodiment, the protective wall can be designed in several parts, that is to say in particular comprise an upper part and a lower part. The upper is arranged at an angle to the lower part, this angle is greater than 90 °. Shortly before the entrance of the rail vehicle, the outer protective wall can be extended. As soon as the outer protective wall has been extended, the inner protective wall is lowered, and the outer protective wall is lowered again to 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. After the passenger has changed, the rail vehicle only starts moving when the outer protective wall is in the extended state again. In particular, the signal for extending the protective wall can be coupled to the signal for closing the door of the rail vehicle.

In addition to the achievable by the protective device advantage of increasing the safety of passengers in the station area, the protective wall can also be used advantageously as a noise barrier to shield the passengers from the operating noise caused by passing rail vehicles. Another advantage of using such a protective wall is a splash guard. When rail vehicles pass the station area at high speed, droplets or snowflakes are transported to the platform plateau with the airflow generated by the rail vehicle during rainfall, so that passengers can be injected. These droplets would drain along the track side of the bulkhead and thus would not reach the platform plateau.

Preferably, the protective wall is made of Plexiglas or contains Plexiglas elements, so that the view for the driver and the passengers and the waiting is as little as possible limited.

Advantageously, the protective wall can be constructed from several modules. Depending on the length of the platform, a different number of modules can be arranged one behind the other. Advantageously, the protective wall has a height of at least 0.5 m so that it can not simply be climbed over. The protective wall preferably has a maximum height of 2.5 m.

Another use for the protection device may also be a retractable noise barrier. Hereinafter, embodiments of the invention will be explained with reference to the drawings. Show:

Fig. 1 a shows a two-dimensional cross-section of a protective device according to a first embodiment of the invention comprising a platform with integrated

 Protective wall in extended vertical state,

1 b shows the first embodiment according to FIG. 1 a in the extended protective state, FIG. 1 c shows a three-dimensional view of the protective wall of the first embodiment, 1 d shows a view of the protective wall and the drive device in the vertical state, FIG. 1 e shows a variant for stabilizing the protective wall according to FIG. 1 d, FIG.

1f shows a vertical longitudinal section through a receiving element,

 Fig. 1 g is a three-dimensional view of the drive device in the receiving element of FIG.

 1f,

 Fig. 1 h is a longitudinal section through the receiving element according to FIG. 1f or Fig. 1 g, Fig. 1 i is a three-dimensional view of the protective device according to the first

 embodiment,

 Fig. 1j is a three-dimensional view of the protective device according to the first

 embodiment,

 Fig. 1 k is a three-dimensional view of the protective device according to the first

 Embodiment during the tilting process,

Fig. 11 is a three-dimensional view of the protective device according to the first

 Embodiment, wherein the upper part of the protective wall is inclined in the direction of the platform,

 Fig. 1 m is a three-dimensional view of the protective device according to the first

 Embodiment, wherein the protective wall is retracted completely,

1 n a two-dimensional cross-section of an embodiment in which below the platform platform a passenger underpass is arranged,

1 o shows a two-dimensional cross-section of an embodiment in which below the platform platform a passenger underpass is arranged,

Fig. 2a is a protection device in a sectional view according to a second

 Embodiment in the extended state in the vertical position,

2b shows a protective device in a sectional view according to the second embodiment in the extended state in the inclined position,

Fig. 3 is a three-dimensional view of a third embodiment of the protective device.

Fig. 1a shows a two-dimensional cross section of a platform 4 with integrated protective wall 1 in the extended vertical state before the tilting process. Fig. 1 a has, together with Figure 1 c the purpose of the characteristic shape of the protective wall 1 and its protective wall frame 15 and in particular the kink at the interface between the upper part 1 1 of the protective wall frame 15 and the lower part 12 of the protective wall frame 15 from different perspectives to show. The protective wall 1 consists of an upper part 1 1, which is in the extended state above the level of platform platform 3 and is visible to the waiting passengers. The upper part 1 1 of the protective wall 1 consists of the upper part 1 1 of the protective wall frame 15 and the plates 18 therebetween, wherein the plates are shown in Fig. 1 c. The plates 18 are advantageously made of transparent material and together with the upper part 1 1 of the protective wall frame 15 is a continuous conclusion. The lower part 12 of the protective wall frame 15 is angled to the upper part 1 of the protective wall frame 15 and connects the upper part 1 1 of Protective wall 1 with a drive device consisting of the linear vertical drive 21 and the driver 22. In the lower part 12 of the protective wall frame 15, the space between the protective wall frame bars 12 remains empty so that the supports 7 or the support walls 8 (see Fig. 1 e) arranged therebetween could be. The protective wall 1 is positioned so close to the platform edge 2 that when raising the protective wall 1 people who are on the platform platform near the platform edge 2, can not fall into the track area. The lower part 12 of the protective wall frame 15 is connected by a driver 22 and a component which allows a rotational movement, for example a hinge 23, with a linear vertical drive 21. The joint 23 may also be integrated in the driver 22. The linear vertical drive 21 serves to displace the protective wall 1 from a recessed position to an extended position. In the extended position, the protective wall 1 is in the extended state, which can also be referred to as a protective state. In the retracted position, the protective wall 1 is in the retracted state. In the retracted state, the protective wall 1 can be overcome for the passengers without difficulty, since it does not protrude or only slightly beyond the surface which forms the platform 4 out. The vertical movement drive device may comprise an electrically, pneumatically, or hydraulically driven linear vertical drive 21. For example, a linear module with ball rail guide or a roller guide with ball screw or toothed belt drive can be provided. Other guides and drive forms are possible. The linear vertical drive 21 is mounted on a carriage 41. The carriage 41 is connected by a driver 32 with a linear horizontal drive 31. The linear horizontal drive 31 serves to enable the tilting operation of the completely extended protective wall 1. For this purpose, the linear horizontal drive 31 moves the carriage 41 and thus also the linear vertical drive 21 and the lower part 12 of the protective wall frame 15 in the direction of the platform edge 2. Due to the pivot point at the level of platform platform 3 thereby tilts the upper part of the 1 Protective wall 1 in the direction of the platform 4. As a drive device for horizontal movement and thus For example, a linear module with ball rail guide or with roller guide with ball screw or toothed belt drive is used for the tilting operation, for example, an electrically, pneumatically or hydraulically driven linear horizontal drive. Other guides and drive forms are possible.

The protective wall 1, the linear vertical drives 21 and the linear horizontal drives 31 are protected by a sheath 5. The shell 5 surrounds the protective wall 1 in the retracted state and the drive devices like a cage. The shell 5 is delimited on the track side by a wall which forms the platform edge 2. The underside of the shell 5 forms the bottom 9. Platform side, the sheath 5 is bounded by the foundation of the platform 4. The top of the shell 5 is at least partially formed by the removable plate 6, which is accessible. At the top, that is at the height of the platform platform, is located between the protective wall 1 and the rear wall of the shell 5, an upwardly hinged plate 6. The hinged plate 6 is supported by support members 7 which on the bottom 9 or the rear wall of the Case 5 are attached. The hinged plate 6 is normally closed and can only be opened by qualified personnel. Between the linear vertical drive 21 and the rear wall of the shell 5 is a cavity 10 for maintenance work and to be able to do repair work in case of failure. The cavity 10 is part of the shell 5 and is designed as a walk-in space. On the cavity 10 may be waived if maintenance and repair work can be performed only by the unfolding of the plate 6.

A control unit, for example a remote control box, controls the linear vertical drives 21 and the linear horizontal drives 31 and thus the vertical movements and the tilting operation of the protective wall 1. The Remote Control Box is connected to the interlocking and can be controlled by the interlocking.

1 b shows a two-dimensional cross-section of a platform 4 with integrated protective wall 1. The protective wall 1 is in the extended and inclined state. This is the condition when rail vehicles pass without stopping at platform 4. If the protective wall 1 in the inclined state is given with increasing height a greater distance between the protective wall 1 and the carriage wall passing through rail vehicles. The resulting air pressure can therefore be reduced better. The further the protective wall 1 in the extended state can tilt in the direction of the platform 4, the better the air pressure can be reduced. How far the upper part 1 1 of the protective wall 1 can tilt in the extended state in the direction of the platform 4 is dependent on the obtuse angle α at the interface 14 of the upper and lower part of the protective wall frame 15th Thus, the upper part 1 1 of the protective wall 1 in the extended state in the direction of the platform 4, the linear horizontal drive 31 moves the carriage 41 and thus also the linear vertical drive 21 and the lower part 12 of the protective wall frame 15 in the direction of the platform edge The pivot point on platform platform 3 thereby tilts the upper part 1 1 of the protective wall 1 in the direction of the platform 4.

The carriage 41 has the purpose of facilitating the tilting operation of the completely extended protective wall 1 and, in particular, of allowing the driver 22 of the linear vertical drive 21 to remain locked in its position during the tilting operation. If the carriage 41 is moved by the linear horizontal drive 31 in the direction of the platform edge 2, the carriage 41 reduces its vertical extent so that its upper side 42 exactly traces the curved movement of the lower part 12 of the protective wall frame 15. For this purpose, the upper component 43 of the carriage 41 may be guided by guide rails 52 on the inner sides of a receiving element 51, other forms of leadership are possible, which is shown in Fig. 1f and 1 g. The linear vertical drive 21 is mounted on the carriage 41, characterized in that its bearing surface 42 traces the curved movement of the lower part 12 of the protective wall frame 15, during the tilting operation, the driver 22 of the linear vertical drive 21 can remain locked in its position.

It is possible to dispense with the use of a carriage 41, that is to mount the linear vertical drive 21 directly on the linear horizontal drive 31, but in this case the driver 22 of the linear vertical drive 21 must move downward during the tilting operation, so that Distance between the driver 22 and the pivot point at the level of platform platform 3 remains constant.

Fig. 1 c is a three-dimensional view of the protective wall 1. The protective wall 1 consists of an upper part 1 1 and a lower part 12. The upper part 1 1 of the protective wall 1 consists of the upper part 1 1 of the protective wall frame 15 and the plates 18 in between. The plates 18 are advantageously made of transparent material such as Plexiglas and together with the upper part 1 of the protective wall frame 15 is a continuous closure.

The lower part 12 of the protective wall frame 15 is angled to the upper part 1 1 of the protective wall frame 15 and connects the upper part 1 1 of the protective wall 1 with the Drive device. The obtuse angle α at the interface 14 of the upper and lower part of the protective wall frame 15 may be between 91 ° - 179 °, ideally it has a value between 120 ° - 170 °. In the lower part 12 of the protective wall frame, the gap between the protective wall frame bars of the lower part 12 is advantageously empty.

This particular shape of the protective wall frame 15 with a kink at the interface 14 between the upper and lower part of the protective wall frame 15, so that the lower part 12 of the protective wall frame 15 is angled to the upper part 1 1 of the protective wall frame 15, is advantageous for the upper Part 1 1 of the protective wall 1 can tilt in the extended state in the direction of the platform 4 and the platform edge 2 can still form a vertical completion of the platform 4. If the lower part 12 of the protective wall frame 15 were not angled, but represent a straight extension of the upper protective wall part 1 1, the lower part 12 of the protective wall frame 15 would take up space on the track side of the fulcrum during the tilting process, but this would be undesirable because such an installation would protrude below the platform platform 3 in the clearance of the rail vehicles.

At the upper edge 13 of the protective wall 1 pressure sensors pressure sensors may be attached, which stop the upward movement of the protective wall 1 when needed. Instead of pressure sensors, photoelectric sensors, active infrared detectors or other sensors can be used. At the upper edge 13 of the protective wall 1 warning lights may be attached, which indicate the passengers on the upward or downward movement of the protective wall 1. On the track-facing side of the protective wall 1 push buttons may be mounted to effect in case of emergency, a lowering of the protective wall 1 in the event that a person is after starting the protective wall 1 for some reason on the track closer side of the protective wall 1. Passenger information such as the next train journey, seat occupancy in the relevant sector, etc., can be displayed on the side of the protective wall 1 closer to the railroad.

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

Figures 1 d and 1 e show a three-dimensional view of the embodiment in the extended state before the tilting operation. The figures 1 d and 1 e have the purpose to show various ways in which the protective wall 1 can be stabilized. To stabilize the protective wall 1, some of the rods 12 of the lower part 12 of the protective wall frame 15 may be connected to a free bearing 26 on the side closer to the posts 25. The post 25 has a free-running bearing 26 on its track closer side, it has the function of stabilizing the protective wall 1, a drive device is not necessary. The post 25 in turn is connected to a free bearing 28 on the plate 27. The free bearings 26, 28 of the posts 25 and the plates 27 allow the respective bars 12 of the lower part 12 of the protective wall frame 15 passively enter the vertical and horizontal movements , The rods 12 of the lower part 12 of the protective wall frame 15, which are used only for stabilization, may have a different length than the rods which are connected to the drive device.

 The bearing 26 on the nearer side of the post 25 is advantageously a free-running bearing, the bearing 28 on the plate 27 may be a free-running bearing or a bearing which by a mechanism can block the post 25 in the end positions. If necessary, to support the vertical movement of the protective wall 1, the post 25 may have a driver which is connected to a drive mechanism. Also, if needed, to support the tilting process, the post 25 could be mounted on a dog and the plate 27 could have a linear horizontal drive.

In the embodiment of Fig. 1 d, the hinged plate 6 is supported by support members 7 which are fixed to the bottom 9 or the rear wall of the shell 5. In the embodiment of Fig. 1 e, the hinged plate 6 is supported by support walls 8. The support walls 8 are arranged between the rods 12 of the lower part 12 of the protective wall frame 15 and fixed to the bottom 9 of the shell 5. If the supporting walls 8 are arranged directly next to the protective wall 1, the supporting walls 8 can constitute a guide for the protective wall 1 during the vertical movements. Advantageously, the hinged plate 6 is supported by support elements 7 as well as by support walls. 8

In the embodiment according to FIGS. 1 d and 1 e, the linear vertical drive 21 is mounted directly on the linear horizontal drive 31. During the tilting operation of the protective wall 1, the distance between the pivot point at the platform platform 3 level and the driver 22 of the linear vertical drive 21 must remain the same. Moves the linear horizontal drive 31 for the tilting operation of the protective wall 1, the linear vertical drive 21 and thus the lower part 12 of the protective wall frame in the direction of the platform edge 2, during this process, the driver 22 of the linear vertical drive 21 must move down so that it is a curved Exercise movement. Such control of horizontal and vertical movements, which must be coordinated, is demanding and constitutes a potential source of interference. Therefore, it would be advantageous to insert between the linear vertical drive 21 and the linear horizontal drive 31 a mechanical intermediate piece which allows the driver 22 of the linear vertical drive 21 to be locked in position during the tilting operation.

Figures 1f, 1 g and 1 h show such a mechanical solution consisting of a carriage 41, which can change its vertical extent and a receiving element 51, on the inner walls of the carriage 41 is guided.

Fig. 1f shows the inside of a side wall of the receiving element 51st Fig. 1 is a vertical longitudinal section through the receiving element 51st The receiving element 51 is a container which is open in the upper area. The outer shape of the receiving element 51 may also have a different shape, for example, be configured cuboid. Curved guide elements 52, for example rails or grooves, are attached to the insides of the side walls. The curve shape of the guide elements 52 corresponds to the curved movement, which would have to perform the driver 22 of the linear vertical drive 21 during the tilting operation of the protective wall 1 so that the distance between the pivot point at the level of platform platform 3 and the driver 22 of the linear vertical drive 21 remains the same. Thus, the support surface 42 for the linear vertical drive 21 during the tilting operation of the protective wall retains its horizontal orientation, the two guide rails 52 are arranged offset to one another that the horizontal distance between the guide rails 52 remains constant. The dashed circles show the position of the guide elements 45 of the upper carriage component 43 in the vertical and inclined state of the protective wall 1. This embodiment shows an embodiment with two guide rails 52 on the inner sides of the side walls of the receiving element 51, it would also be an embodiment with only one or each three and more guide rails 52 possible.

Fig. 1 g shows the carriage 41 in the contracted state, when the protective wall 1 is in an inclined position, and the extended state, when the protective wall 1 is in a vertical position. The carriage 41 consists of at least two components which can be pushed into each other. If the lower component 44 has a greater extent than the upper component 43, then the lower component 44 is open at the top and hollow at the inside, so that the upper component 43 can be pushed into it. If the upper component 43 has a greater extent than the lower component 44, the upper component 43 is open at the bottom and hollow at the inside so that the two components 43, 44 can be pushed into one another. The two components 43, 44 can be held together by a scissor mechanism inside. It would be also possible a simplified embodiment, which consists only of a bottom, an upper support surface and a scissor mechanism in between. The upper surface 42 of the upper component 43 of the carriage 41 serves as a support surface 42 for the linear vertical drive 21st

The protruding guide elements 45 on the upper component 43 of the carriage 41 are guided in the guide rails 52 in the inner walls of the receiving element 51 and have the purpose of causing the support surface 42 for the linear vertical drive 21 during the tilting operation of the protective wall 1 traces the curved movement which the driver 22 of the linear vertical drive 21 would have to perform. As a result, during the tilting operation of the protective wall 1, the driver 22 of the linear vertical drive 21 can be blocked in its position.

Fig. 1 h shows in a longitudinal section through the receiving element 51 as the receiving element 51, the carriage 41, the linear horizontal drive 31 and the linear vertical drive 21 are arranged in the two end positions of the carriage 41. The carriage 41 is connected by a driver 32 with a linear horizontal drive 31. The linear horizontal drive 31 is mounted on the bottom of the receiving element 51 or the bottom 9 of the shell 5. The linear vertical drive 21 is mounted on the carriage 41. The receiving element 51 is open at the top to allow the movement of the carriage 41.

Figures 1 i to 1 m show three-dimensional views of the embodiment in its use as a protective wall for the protection of persons from moving rail vehicles. For reasons of clarity, in FIGS. 1 i-1 m the representation of support walls 8 as in FIG. 1 e is dispensed with. Figures 1 i to 1 m are used to understand the timing and thus the process of vertical movements and the tilting operation of the protective wall 1 after completion of the passenger change, during the passage of rail vehicles without stopping at platform 4 and before the complete stoppage of rail vehicles with stop on Platform 4.

Fig. 1 i shows the state during which the rail vehicle is stationary at the platform 4 and the passenger change takes place. The protective wall 1 is in the retracted state. Fig. 1j shows the process after completion of the passenger change. If the passenger change completed, the protective wall 1 is extended. For this purpose, the linear vertical drive 21 moves the driver 22 and thus the protective wall 1 upwards. The track area and the platform area is thereby mechanically separated. The time of the extension process of the protective wall 1 is dependent on the distance between the carriage wall of the rail vehicle and the protective wall 1 and the equipment of the rail vehicle. There are the following possible times:

The protective wall 1 is only extended after the rail vehicle has completely left the track section at the platform 4. This point in time is suitable if the distance between the carriage wall of the rail vehicle and the protective wall 1 is so great that persons could fall into this intermediate space.

The protective wall 1 is extended as soon as the rail vehicle has set in motion again, but has not yet completely left the track section at the platform 4. This point in time is suitable if the distance between the carriage wall of the rail vehicle and the protective wall 1 is so great that persons could fall into this gap or because the railway operator does not want to accept a prolonged residence time of the rail vehicle at the platform 4. In order to avoid excessive air pressure between the carriage wall of the departing rail vehicle and the fully extended protective wall 1, it is advantageous if the protective wall 1 is extended shortly after departure of the rail vehicle only up to a fraction of the maximum extendable state. And only after the rail vehicle has completely left the track section on the platform 4, the protective wall 1 can be extended to the fully extended state.

- The protective wall 1 is extended after the passenger change, as long as the rail vehicle is still resting on platform 4. The rail vehicle drives to the

Passenger change only going on after the protective wall 1 has been fully extended or at least to a desired fraction of the maximum extendable state. In order to avoid excessive air pressure between the carriage wall of the departing rail vehicle and the fully extended protective wall 1, it is advantageous if the protective wall 1 is extended only to a fraction of the maximum extendable state, as long as the rail vehicle is still resting on the platform 4. If the rail vehicle has completely left the track section at the platform 4, the protective wall 1 can be extended to the maximum extendable state. The rail vehicle moves according to a further embodiment after the passenger change only going on after the protective wall 1 has fully extended and inclined in the direction of the platform 4. This time is suitable if the railway operator with the installation of the protective wall system as high security as in systems with want to reach automatic platform screen doors. For this application option to bring the desired safety gain, the following conditions must be met:

- The distance between the carriage wall of the rail vehicle and the protective wall 1 is sufficiently small so that no persons in the space between the rail vehicle and

Platform 4 can fall. If the distance between the carriage wall of the rail vehicle and the protective wall 1 is so great that people could fall into this gap or get caught in this gap, the possibility would also exist of the space between the platform 4 and the rail vehicle by video cameras or sensors monitor. It should be ensured that the rail vehicle can not move in the event that a person is in this space.

- The rail vehicle has a smooth outer skin, even between the cars. This condition meet according to the current state of the art only multiple units with inseparable during operation car.

- The rail vehicle is equipped with automatic door closing with anti-pinch protection and with condition monitoring in the driver's cab with shut-off when the doors are open.

- The driver's cab of the rail vehicle is equipped with two buttons for the side-selective door release and a button for forced-door closing with condition monitoring. - The rail vehicle is equipped with a transmitter and a receiver to control the vertical movement of the protective wall 1 can.

- The design of the protective wall 1 is equipped with a transmitter and a receiver to interact with the rail vehicle can.

If the passenger change is completed, the driver presses the button for the forced-door closing, the rail vehicle sends to the protective wall 1 command to boot. One possibility is that the protective wall 1 extends as soon as the driver presses the button for the forced-door closing, that is, the protective wall 1 moves up before all the doors are closed. A second possibility is that the rail vehicle sends the signal for raising the protective wall 1 only after all doors are closed. This would increase safety, but extend the duration of the rail vehicle at platform 4. If the protective wall 1 has reached the desired extended state, it sends a signal to the rail vehicle. If all the doors are also closed, the departure lock in the driver's cab of the rail vehicle is lifted and the rail vehicle can drive off. Instead of a shutdown in the cab of the rail vehicle, the driver of the extended state of the protective wall 1 can also be displayed by an additional signaling in the field of vision.

If the driver wants to take other passengers with him after pressing the button for the forced-door closing, he can press the door release button, this gives the protective wall 1 the lowering command and the Abfahrprozess starts again.

1 k shows the tilting process of the fully extended protective wall 1. The fully extended state means that the upper part 11 of the protective wall 1 is located above the platform platform 3. The interface 14 between the upper and lower protective wall part with the obtuse angle α is in this state exactly at the height of the platform platform 3 and the lower part 12 of the protective wall frame is located below the platform platform. 3

 The linear horizontal drive 31 then moves the carriage 41 in the direction of the platform edge 2. Because the linear vertical drive 21 is mounted on the carriage 41, the linear vertical drive 21 and thus also the lower part 12 of the protective wall frame move in the direction of the platform edge 2. Due to the fulcrum at the level of platform platform 3 thereby tilts the upper part of the protective wall 1 1 1 in the direction of the platform. 4

Fig. 11 shows the state in which the upper part 1 1 of the protective wall 1 is inclined in the direction of the platform 4. This is the condition when rail vehicles pass without stopping at platform 4. The advantage of this system over a system as described in JP1994057764U is that passing rail vehicles can pass at high speed. If the protective wall 1 in the inclined state, so with increasing height, a greater distance between the protective wall 1 and the carriage wall passing through rail vehicles, the resulting air pressure can be reduced better. The more the protective wall 1 in the extended state can tilt in the direction of the platform 4, the better the air pressure can be reduced. If the rail vehicle has left the track area at platform 4 without stopping at platform 4 and the next rail vehicle will be a rail vehicle with stop at platform 4 and passenger change, upper part 11 of protective wall 1 can tilt back into the vertical state. For this purpose, the linear horizontal drive 31 moves the carriage 41 back in the direction of the platform 4. As a result, the linear vertical drive 21 and thus the lower part 12 of the protective wall frame is moved back in the direction of the platform 4. By the fulcrum at the level of platform platform 3 thereby tilts the upper part of the protective wall 1 1 1 back towards the platform edge 2 until it is in the vertical state.

 If the upper part 1 1 of the protective wall 1 again in the vertical state, the protective wall 1 can be retracted. For this purpose, the driver 22 of the linear vertical drive 21 moves the protective wall 1 downwards. In order to avoid excessive air pressure between the carriage wall of the entering rail vehicle and the protective wall 1, the protective wall 1 can be lowered to a desired fraction of the maximum extendable state before the incoming rail vehicle is given permission to enter the track section in question. Alternatively, the Rückneigevorgang of the upper part 1 1 of the protective wall 1 in the vertical state take place only after the incoming rail vehicle has fallen below a certain speed.

Fig. 1 m shows how the protective wall 1 is fully retracted to allow a passenger change. There are the following possible times:

- The protective wall 1 is fully retracted before the rail vehicle with stop and passenger change has reached the track section on platform 4. This is the simplest

Possibility, however, carries the danger that persons could fall in front of the entering train.

- The protective wall 1 is only fully retracted shortly before the stop of the rail vehicle. The lowering command receives the protective wall 1 by the following options:

- Pressure sensors are installed in the track. As soon as the rail vehicle has passed a defined track section, the lowering command is issued.

- From the traction unit of the rail vehicle, the lowering command is transmitted to the protective wall 1, as soon as the rail vehicle has fallen below a certain speed, for example, 20 km / h. - The design of the protective wall 1 is equipped with sensors. As soon as the rail vehicle has passed a defined section of track or has fallen below a certain speed, the lowering command is issued. - The traction vehicle of the rail vehicle sends the lowering command to the protective wall 1, as soon as the driver has pressed the door release button.

The protective wall 1 should have lowered completely before the rail vehicle is stationary. As soon as the protective wall 1 has completely lowered, it sends a signal to the rail vehicle. If the protective wall 1 retracted, that is, the protective wall 1 is in the retracted state, and if the rail vehicle is stationary, the doors open.

Remains the bulkhead 1 in case of failure for some reason unintentionally in the extended state or a partially extended position, the protective wall 1 can be disconnected from the drive device and the protective wall can be pushed by hand in the retracted state.

The embodiment of FIG. 1 n and 1 o is an alternative in limited space below the platform platform 3 for the in Fig. 1 a - 1 m described protective wall system. If there is sufficient space below the platform platform 3 for the installation of a protective wall system as described in FIGS. 1a-1m, it is advantageous to install a protective wall system according to FIGS. 1a-1m, because the design of the components is simple. However, there may be 4 places along a platform where, for various reasons, there is not enough room in the ground below platform platform 3 for a protective wall system according to FIGS. 1a-1m, for example in the area of passenger underpasses 83 where the passengers board the tracks pass under. Feature of the embodiment of FIG. 1 n and 1 o is that the multi-part extendable plates 80 in the retracted state have a much smaller vertical extent than in the extended state, respectively, as the normal plates 18th

Figures 1 n and 1 o show a two-dimensional cross-section of an example in which along a platform 4 due to a pedestrian underpass 83 below the platform platform 3 not enough space for a protective wall system according to Fig. 1 a - 1 m is present.

Fig. 1 n shows the embodiment in the retracted state. The multi-part extendable protective wall consists of several parts in the area above the passenger underpass 83 pushed-out plates 80. In the retracted state, the multi-part extendable plates 80 side by side, slightly offset in the extended state are arranged one above the other. The multi-part extendable plates 80 must represent on the passenger-facing websteigher side in the extended state, a continuous conclusion, the plates themselves may be hollow inside and on the track closer side open. In the retracted state as shown in FIG. 1 n, the multi-part extensible plates 80 are arranged between the platform platform 3 and the spatial boundary through the passenger underpass 83. Fig. 1 o shows the embodiment in the extended state. In the embodiment of Fig. 1 n and 1 o left and right of the passenger underpass 83 below the platform platform 3 enough space for the installation of a protective wall system with corresponding drive device according to Fig. 1 a - 1 m. This facilitates the extension movement of the multi-part extensible plates 80. If the top plate 80 in the extended state is connected to the upper edge 13 of the protective wall 1, then the multipart ausschiebbaren plates 80 are pulled in the extension movement of the protective wall 1 also up, a separate drive device for the multi-part extendable plates 80 is not necessary. After the same operation, the retraction of the multipart ausschiebbaren plates 80. The multi-part extendable plates 80 are advantageously performed on the corresponding inner sides of the protective wall frame 15 of the protective wall 1.

In the embodiment according to FIGS. 2a and 2b, the tilting process of the extended protective wall 1 is effected by a tilting device 60 above the protective wall, which encloses the upper edge 13 of the protective wall 1 by a clamp 61 and pulls along a curved path in the direction of the platform 4.

The bracket 61 is mounted on a carriage 62 or integrated into the carriage 62. The carriage 62 is moved by a drive along a curved path. The drive can be integrated in the receiving element 63 for the carriage 62 or be arranged outside the receiving element 63. Instead of a receiving element 63 and a simple frame would be possible. The receiving element 63 is fastened by a fastening element 64 to the platform roofing. If a platform roofing is missing, then the fastening element 64 can be mounted on a carrier system, the corresponding masts are advantageously located more than one meter away from the platform edge 2 in order not to disturb the passenger change. Along the platform 4 are several tilting devices 60, consisting of bracket 61, carriage 62, drive and receiving element 63 placed, ideally at a distance of a few meters. The time of the extension movement and the mechanism of the extension movement of the protective wall 1, driven by a linear vertical drive 21, takes place in the embodiment of FIGS. 2a and 2b the same as in the embodiment shown in Fig. 1 a - 1 m. At the time of extension of the protective wall 1, the clamp 61 is located above the protective wall 1. The protective wall 1 is extended by the linear vertical drive 21 until the upper edge 13 of the protective wall 1 is enveloped by the clamp 61.

If the upper edge 13 of the protective wall 1 is enclosed by the clamp 61 and fixed therein, the carriage 62 moves the clamp 61 and thus the upper edge 13 of the protective wall 1 along a curved path in the direction of the platform 4. As a result, the upper part 1 1 tilts the protective wall 1 in the direction of the platform 4. The fact that the carriage 62 moves along a curved path, the pivot point is during the tilting operation at the level of platform platform 3. If the protective wall 1 in the inclined state, so with increasing height greater distance between the protective wall 1 and the carriage wall passing through rail vehicles, the resulting air pressure can be reduced better. Rail vehicles can drive at high speed at platform 4.

 If the rail vehicle has left the track area at platform 4 without stopping at platform 4 and the next rail vehicle will be a rail vehicle with stop at platform 4 and passenger change, upper part 11 of protective wall 1 can tilt back into the vertical state. For this purpose, the carriage 62 moves the clamp 61 and thus the upper edge 13 of the protective wall 1 back along a curved path in the direction of the platform edge 2 until the upper part 1 1 of the protective wall 1 has again taken a vertical position. The time of the retraction movement and the mechanism of the retraction movement of the protective wall 1, driven by a linear vertical drive 21, takes place in the embodiment of FIGS. 2a and 2b the same as in the embodiment shown in Fig. 1 a - 1 m.

Characterized in that in the embodiment of Fig. 2a and 2b, the tilting operation of the extendable protective wall 1 is made possible by a force on the upper edge 13 of the protective wall 1, can on a as in the embodiment of Fig. 1 a - 1 m linear horizontal drive 31 shown can be omitted, instead, a free-sliding carriage can be used. The driver 22, which connects the lower part 12 of the protective wall frame 1 with the linear vertical drive 21, must also perform in the embodiment of FIGS. 2a and 2b during the tilting operation a curved movement. So that the driver 22 Passively executing a curved motion during the tilting process, there are several possibilities:

- The driver 22 remains blocked during the tilting operation in its position and the linear vertical drive 21 is mounted on a carriage 41, which is its vertical

Expansion during the tilting process can change and is guided in a receiving element 51.

- Is the attachment of the protective top wall 13 to the brackets 61 strong enough to support the weight of the protective wall 1 or the protective wall 1 is held during the tilting operation by the plate 6 extendable elements in its vertical position, the driver 22 during the tilting process be free.

Characterized in that the tilting operation of the extended protective wall 1 is made possible by a force on the upper edge 13 of the protective wall 1, instead of a rigid protective wall frame 15 and a protective wall frame can be used, which is a hinge between the upper part 1 1 and lower part 12 of the protective wall. 1 has and thus allows the lower protective wall frame rods 12 a free movement. A disadvantage of the embodiment according to FIGS. 2 a and 2 b is that the design of the protective wall 1 must have a large vertical extent so that the tilting device 60, consisting of clamp 61, carriage 62, drive and receiving element 63, does not protrude into the clearance gauge of the rail vehicles. So that the installation of an extendable protective wall system below the platform platform 3 does not take up too much space, it would be possible for the extendable protective wall 1 to consist of multi-stage extensible plates which are driven by multi-stage telescopically extendable cylinders or a scissors mechanism arranged in the interior of the protective wall. Advantages of the embodiment according to FIGS. 2a and 2b are the additional stability as well as the fact that the components prone to failure, in particular the drive for the tilting device, are easily accessible. If the space above the tilting device 60 is closed, there is the possibility of air conditioning of the platform. In the embodiment according to FIG. 3, the protective wall 1 in the extended state moves away from the platform edge 2 in the direction of the platform 4, that is to say in the direction of the waiting area for the passengers. While moving, the protective wall remains 1 in the vertical position, there is no tilting operation. Fig. 3 shows the third embodiment with the protective wall 1 in the extended and moving in the direction of the platform 4 States, the state in which rail vehicles can drive at high speed on the platform. The reduction of the air pressure between the carriage wall passing through rail vehicles and the protective wall 1 is effected by the increased distance to the platform edge 2 which has the protective wall 1 in the end position.

The movement of the extended protective wall 1 in the direction of the platform 4 is made possible by a linear horizontal drive 31. The linear horizontal drive 31, which is mounted on the bottom 9 of the shell 5, moves the linear vertical drive 21 and thus the protective wall frame 15 in the direction of the platform 4. Because narrow slits 71 are arranged in the plate through which the protective wall frame bars 12 can pass, the protective wall 1 can move in the extended state in the direction of the platform 4. The shape of the protective wall frame 15 in the embodiment of Fig. 3 may differ from the shape of the protective wall frame 15 of FIG. 1 a - 1 m, in the embodiment of FIG. 3 can be dispensed with the obtuse angle α at the interface 14, the lower part 12 may be a direct extension of the upper part 1 1. As in the embodiment of Fig. 1 a - 1 m, the gap between the protective wall frame bars 12 should remain empty even in the embodiment of FIG. 3. Between the protective wall frame bars 12 small wheels can be mounted on the lower edge of the protective wall to facilitate the movement of the protective wall 1.

The time of the extension movement and the mechanism of the extension movement of the protective wall 1, driven by a linear vertical drive 21, takes place in the embodiment of Fig. 3 is the same as in the embodiment shown in Fig. 1 a - 1 m. If the protective wall 1 is in the completely extended state, the linear horizontal drive 31 moves the linear vertical drive 21 and thus the protective wall 1 away from the platform edge 2 in the direction of the waiting area for the passengers. The narrow slots 71 in the plate 6 advantageously extend further into the platform interior than the protective wall 1 in the end position, so that the risk of something jamming can be reduced. If the protective wall 1 has moved in the direction of the platform 4, then there is a greater distance between the protective wall 1 and the carriage wall passing through rail vehicles, the resulting air pressure can be reduced better. Rail vehicles can drive at high speed at platform 4. According to a further embodiment, the protective wall 1 may now tilt additionally, but the protective wall frame 15 would have to be fixed by an extendable from the plate 6 device on the platform platform 3 or slightly deeper, and the linear horizontal drive 31 would move in the direction of the platform edge. This embodiment can be used in narrow middle platforms, where between the platform edge 2 and the staircases little space is available.

If the rail vehicle has left the track area at the platform without stopping at platform 4 and the next rail vehicle will be a rail vehicle with stop at platform 4 and passenger change, the linear horizontal drive 31 can return the linear vertical drive 21 and thus the protective wall 1 again in the direction of platform edge 2 move. The protective wall 1 must again be located directly on the platform edge 2 before it can be lowered into the retracted state. The time of the retraction movement and the mechanism of the retraction movement of the protective wall 1, driven by the linear vertical drive 21, takes place in the embodiment of FIG. 3 is the same as in the embodiment shown in Fig. 1 a - 1 m.

Claims

claims 1 . Railway station area comprising a protective device for the protection of persons from moving rail vehicles, wherein the station area at least one Platform (4), wherein the platform (4) has at least one platform edge (2) and on a first side of the platform edge (2) tracks for the  Rail vehicle are arranged, wherein a direction of travel of the rail vehicle is determined by the tracks, wherein extending from the second side of the  Platform edge (2) a platform platform (3) extends, which serves as a waiting area for Persons is formed, with a protective wall (1) at or near the platform edge (2) on the second side of the platform edge (2) and is adjustable between a retracted state and an extended state, so in the extended state of the protective wall (1) access to the tracks is barred when in the retracted position, access to the tracks is free, with the protective wall (1) fully retracted inside the platform (4), at least one upper edge of the protective wall of the platform edge in the direction of the platform plateau (3) along a  Sliding displacement is displaceable with a sliding speed, wherein the displacement speed includes a horizontal speed component, wherein the horizontal speed component is aligned substantially normal to the direction of travel, wherein the protective wall (1) has an upper part (1 1) and a lower part (12) the upper part (1 1) a first  Protective wall plane spans, wherein the lower part (12) has a second  Protective wall plane spans, wherein the first protective wall level to the second  Protective wall plane at an angle alpha (a) is inclined. 2. station area according to claim 1, wherein the angle alpha between the upper part (1 1) and the lower part (12) is constant. 3. station area according to claim 2, wherein the angle alpha between the upper part (1 1) and the lower part (12) is greater than 90 °. 4. station area according to claim 2 or 3, wherein the angle alpha is in a range of 90 ° to 180 ° inclusive. 5. station area according to one of the preceding claims, wherein a vertical drive (21) is provided to move the protective wall from the retracted state to the extended state. 6. station area according to claim 5, wherein the vertical drive (21) via a Driver (22) is connected to the lower part of the protective wall. 7. station area according to claim 6, wherein the driver (22) by means of a hinge (23) on the lower edge of the lower part of the protective wall (1) is mounted. 8. station area according to one of the preceding claims, wherein the vertical drive (21) includes a guide rod, along which the driver (22) is movable in the vertical direction. 9. station area according to claim 8, wherein the upper part (1 1) of the protective wall by Moving the driver (22) on the guide rod from an extended position in which the upper part of the protective wall protrudes beyond the platform platform, in a retracted position in which the upper part of the protective wall is retracted below the platform platform (3) is movable , 10. station area according to one of the preceding claims, wherein a horizontal drive (31) is provided to move at least the upper edge of the protective wall in the direction of the platform edge (2) or in the direction of the platform platform (3). 1 1. Station area according to claim 9, wherein the protective wall (1) in the extended state by means of the horizontal drive (31) is movable from a vertical position to an inclined position. 12. station area according to one of claims 9 or 10, wherein the protective wall (1) in the extended state by means of the horizontal drive (31) of the platform edge (2) is movable away. 13. station area according to one of the preceding claims, wherein at the upper edge (13) of the extended protective wall (1) a tilting device (60) for guiding the upper edge of the protective wall in a receiving element (63) is provided. 14. The station area according to claim 13, wherein the tilting device (60) comprises a clamp (61) which encloses the upper edge (13) of the protective wall (1) so that the protective wall (1) can be moved along a curved path in the direction of the platform (4) is. The station area of claim 14, wherein the bracket (61) is mounted on a carriage (62) or integrated with the carriage (62). 16. station area according to one of claims 13 to 15, wherein the receiving element (63) by a fastening element (64) can be fastened to the platform roofing. 17. A method for operating a protective device for the protection of persons from moving rail vehicles in a station area, wherein in a first step, a protective wall (1) begins to lower as soon as the  Rail vehicle approaches the station area and / or the  Approach speed has dropped below 20 km / h and / or one  Actuating signal for actuating a drive device for the protective wall is received, in a second step, the protective wall (1) is lowered completely in the retracted state, wherein at least one upper edge of the protective wall from the platform plateau in the direction of the platform edge on a  Displacement with a displacement speed with a horizontal  Speed component is shifted 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 change may take place, in a fourth step, a signal for leaving the retracted state is transmitted to the drive device of the protective wall, as soon as no more passengers between the protective wall and the  Rail vehicle are located and a signal to close the doors of the  Rail vehicle has been given so that the protective wall in the  extended state is extended, wherein at least one upper edge of the Protective wall is moved from the platform edge in the direction of the platform plateau along a displacement path with a displacement speed with a horizontal speed component being the horizontal Speed component is oriented substantially normal to the direction of travel, wherein the protective wall (1) has an upper part (1 1) and a lower part (12), wherein the upper part (1 1) spans a first protective wall plane, wherein the lower part (12 ) spans a second protective wall level, wherein the first Protective wall plane to the second protective wall plane at an angle alpha (a) is inclined and the rail vehicle in a fifth step starts again when the protective wall has reached the extended state.