EP1764464A1 - System and method for locking the access door of a train - Google Patents

Abstract

The system, designed to prevent a train from setting off before all the doors are closed, includes a module for processing demands for locking a door out of service (MTDC) that receives a signal and transmits a signal that closes and locks the door when it fails to close and/or lock automatically. Each door has a motor (M) that controls it in the normal operating mode, while the MTDC module is able to control it in the event of a normal mode failure by actuating a special drive spindle and electromagnet.

Description

The field of the invention is that of the control of access doors to train-type railway rolling stock.

The invention relates more particularly to a technique enabling the personnel of the train to remotely control the locking of a passenger access door, in the event of a closure being closed due to a closing command for the blocking and locking of the door under control. normal operation.

• une porte d'accès voyageurs bloquée (« closed door » selon la terminologie retenue dans la version anglaise de cette Décision) est une porte maintenue fermée par l'action de sa motorisation ;
• une porte d'accès voyageurs verrouillée (« locked door ») est une porte maintenue fermée par un dispositif mécanique d'enclenchement.

The Decision of the European Commission of 30 May 2002 concerning the technical specification for interoperability relating to the rolling stock subsystem of the trans-European high-speed rail system referred to in Article 6 (4) of Directive 96/48 / EC states the mode of operation presented below. This Decision proposes the following terminology:

• a closed passenger door ("closed door" according to the terminology used in the English version of this Decision) is a door kept closed by the action of its engine;
• a locked passenger access door ("locked door") is a door that is kept closed by a mechanical interlocking device.

In the following, in order to comply with the terminology commonly used by those skilled in the art, a locked door will be said to be closed, and this will be termed closure rather than locking.

Before the departure of the train, an access door control device allows the personnel of the train (driver or flight attendant) to control, according to an operating regime subsequently called the normal operating regime, the closing and locking of the doors. doors.

The locked and locked state is then maintained as long as an unlatch command is not issued by train personnel.

An access door control device makes it possible to know the closed and locked state of all doors, and appropriate signage is used to inform train staff of any failure to close or lock.

Only when all the doors are actually closed and locked is the train allowed to leave.

On the other hand, when a door is detected in default (failure of closing and / or locking), it is obligatory to condemn this door, before the train can be authorized to leave.

Door locked out of service (door locked out of service) means a door immobilized in the closed position, and any maneuver, via the control device, is inhibited.

As stated in the Decision of the European Commission, the condemnation of a door is now carried out using a mechanical device operated by the train crew.

It is mentioned here that this manual sentence is not only used in high-speed trains covered by the Decision, but is more generally implemented in all types of rail passenger transport equipment (train, metro, etc.).

In order to condemn a door detected in default of closure, and thus allow the departure of the train, a trainman must move to this door and manipulate the mechanical member associated with this door.

This manual intervention results in a downtime of the train and consequently potentially damaging operating delays.

Moreover, during such a manual intervention, the trainman is in direct contact with passengers, and is therefore exposed to a risk of aggression passenger.

The invention aims at a technique for condemning a passenger access door in the event of closing and / or locking defects following a general closure order at the level of the train which does not have the aforementioned disadvantages, and proposes for this purpose , and according to a first aspect, a control system of access doors to a train, characterized in that it comprises a blocking request processing module comprising means for receiving a commandment command signal and means for controlling, on reception of said signal, the condemnation of a door in default of closure and / or locking.

• chaque porte dispose d'une motorisation apte à être contrôlée en régime de fonctionnement normal par des moyens de commande de la porte pour venir fermer la porte, et, sur réception dudit signal, le module commande ladite motorisation de manière à venir fermer ladite porte en défaut ;
• le système comporte en outre un module de sélection de la commande moteur adapté pour commuter les broches de la motorisation d'une commande de motorisation issue des moyens de commande vers la commande de motorisation issue dudit module, et le module de traitement de demandes de condamnation est en outre adapté pour, sur réception dudit signal de commande de condamnation, commander au module de sélection de la commande moteur la commutation des broches de la motorisation ;
• chaque porte dispose d'un dispositif d'enclenchement apte à être contrôlé en régime de fonctionnement normal pour venir verrouiller ladite porte, et le système comporte, associés à chacune des portes, des moyens de verrouillage indépendants dudit dispositif d'enclenchement, et, sur réception dudit signal de commande de condamnation, le module commande l'activation desdits moyens de verrouillage de manière à verrouiller ladite porte en défaut ;
• les moyens de verrouillage comprennent un électroaimant apte à être activé sur commande dudit module et à venir en prise avec la porte une fois la porte fermée, de manière à la verrouiller ;
• le système comporte en outre des plaques fixées sur les vantaux de chaque porte, et présentant des trous venant en alignement une fois la porte fermée, l'électroaimant disposant d'une tige traversant les deux plaques via les trous alignés une fois la porte fermée et verrouillant ainsi la porte ;
• le système comporte en outre un contact de Fin de Course Condamnation associé à chaque porte, ledit contact étant relié aux moyens de commande de ladite porte pour lui indiquer un état de condamnation de la porte, et lesdits moyens de verrouillage sont adaptés pour activer ledit contact une fois la porte verrouillée ;
• le module comprend des moyens de réception de l'état dudit contact, et en ce que les moyens de commande dudit module sont adaptés pour arrêter la commande de la motorisation lorsque l'état dudit contact est un état de condamnation ;
• le train disposant d'une boucle de sécurité ouverte dès lors que l'une des portes est en défaut de fermeture et/ou de verrouillage, ledit contact est adapté pour venir fermer la boucle de sécurité lorsqu'il est activé pour indiquer un état de condamnation ;
• le système comporte des moyens d'émission dudit signal de demande de condamnation installés dans la cabine de conduite du train.

Some preferred, but not limiting, aspects of this system are:

• each door has a motor adapted to be controlled in normal operating mode by means of control of the door to come close the door, and, on receiving said signal, the module controls said motorization so as to close said door by defect;
• the system further comprises a module for selecting the motor control adapted to switch the pins of the motorization of a motor control from the control means to the motor control from said module, and the blocking request processing module is further adapted to, upon receipt of said lock control signal, to control the selection module of the motor control switching of the motor spindles;
• each door has an interlocking device capable of being controlled under normal operating conditions in order to lock said door, and the system comprises, associated with each of the doors, independent locking means of said interlocking device, and, on receiving said blocking control signal, the module controls the activation of said locking means so as to lock said faulty gate;
• the locking means comprise an electromagnet adapted to be activated on command of said module and to come into engagement with the door once the door is closed, so as to lock it;
• the system further comprises plates fixed on the leaves of each door, and having holes coming in alignment once the door closed, the electromagnet having a rod passing through the two plates via the aligned holes once the door closed and thus locking the door;
• the system further comprises a limit switch contact associated with each door, said contact being connected to the control means of said door to indicate a state of condemnation of the door, and said locking means are adapted to activate said contact once the door is locked;
• the module comprises means for receiving the state of said contact, and in that the control means of said module are adapted to stop the control of the motorization when the state of said contact is a condemnation state;
• the train having an open safety loop when one of the doors fails to close and / or lock, said contact is adapted to close the safety loop when it is activated to indicate a state of conviction;
• the system comprises means for transmitting said judgment request signal installed in the driving cab of the train.

According to another aspect, the invention proposes a blocking request processing module for a system according to the first aspect of the invention.

According to yet another aspect, the invention proposes a method capable of controlling the system according to the first aspect of the invention to condemn a door in the absence of closing and / or locking.

• la figure 1 représente la boucle de sécurité agissant comme dispositif de contrôle des portes d'accès ;
• la figure 2 est un schéma représentant un mode de réalisation possible du système selon le premier aspect de l'invention;
• la figure 3 est un schéma représentant un mode de réalisation possible des moyens de verrouillage selon l'invention.

Other aspects, objects and advantages of the present invention will appear better on reading the following detailed description of preferred embodiments thereof, given by way of non-limiting example, and with reference to the appended drawings in which: :

• FIG. 1 represents the safety loop acting as a control device for the access doors;
• Fig. 2 is a diagram showing a possible embodiment of the system according to the first aspect of the invention;
• Figure 3 is a diagram showing a possible embodiment of the locking means according to the invention.

Referring to Figure 1, there is shown the control device of the passenger access doors to know if all access doors are closed and locked after a general closure command.

This control device consists of a security loop Bs traversing all the passenger access doors, the safety loop being closed when all the doors of the train are closed and locked, and respectively open when one of the doors has a closing or locking defect.

FIG. 1 only shows a stage of the safety loop Bs, this stage corresponding to the control of a given gate; However, it will be readily understood that the safety loop consists of a set of stages of the type shown here in series, for the control of a set of access doors.

The security loop Bs is constituted at each of the doors by the association of two contacts FCF-2, FCV-2 connected in series and respectively representing the state of closure and the locking state of the corresponding door.

The closure of the FCF-2 contact thus indicates the Closing Limit Switch, once the door is kept closed by the action of its motorization.

The closure of the FCV-2 contact indicates the Limit Switch, once the door is kept closed by a mechanical interlocking device.

The safety loop Bs is then closed, as regards the door considered here, when the door is both closed and locked, that is to say when the FCF-2 and FCV-2 are both closed.

The safety loop is however open when a door is not properly closed and / or locked, that is to say when one of the contacts FCF-2 and FCV-2 associated with a door is in open position.

As mentioned above, a door in default of closure or locking must be condemned; the safety loop must also be closed to allow the departure of the train.

For this purpose, a third FCC-2 contact is arranged on a parallel connection of the serial link of FCF-2 closing contacts and FCV-2 locking contacts. This FCC-2 contact represents the state of condemnation of the door.

The closing of the FCC-2 contact represents the Limit Switch, when a door detected in default has been condemned.

• les deux vantaux de la porte sont jointifs, c'est-à-dire que les critères d'étanchéité sont respectés ;
• le dispositif de condamnation est enclenché (comme déjà mentionné ci-dessus en relation avec la présentation de l'état de la technique, un organe mécanique est à cet effet manoeuvré par un agent).

In particular, the closure of the FCC-2 contact can only occur when the two following conditions are met:

• the two leaves of the door are joined, that is to say that the sealing criteria are respected;
• the locking device is engaged (as already mentioned above in connection with the presentation of the state of the art, a mechanical member is for this purpose operated by an agent).

Closing this FCC-2 contact then makes it possible to close the safety loop, despite the open state of one and / or the other of FCF-2 closing and FCV-2 locking contacts.

As already noted, it is noted here that the condemnation of a door and the closure of the associated contact FCC-2 are up to now performed manually, by a train officer coming to maneuver a mechanical member associated with the door.

FIG. 1 also shows contacts FCF-1, FCV-1 and FCC-1 respectively associated with the FCF-2, FCV-2 and FCC-2 contacts of the security loop mentioned above. The opening (reciprocally closing) of FCF-1, FCV-1 and FCC-1 contacts closes (opens) the respective contact FCF-2, FCV-2 and FCC-2.

The contacts FCF-1, FCV-1 and FCC-1 make it possible to inform the control means of the door (also called EDCU according to the acronym of the "Electronic Door Control Unit") of the state respectively of closure. , locking and condemning the door.

The present invention aims to provide a method and a system for condemning a passenger access door remotely without having to manipulate the mechanical member conventionally provided for this purpose.

This is to condemn a door in default following the command of the normal operating regime for closing and locking the door.

Following a general closure command, if a door has remained open (door in default of closing and / or locking), in other words if the safety loop is open, the invention proposes, as will be more precisely described by the subsequently, a system and method remotely closing the faulted gate in a degraded mode, locking the fault gate independently of the usual locking means (i.e., the latching device mentioned above), close the safety loop once the door is closed and locked and condemn the door to inhibit any request for opening or release.

Referring to Figure 2 showing an embodiment of the system according to the invention, there are shown two doors, respectively Door A and Door B, their EDCU control means (respectively EDCU-a and EDCU-b), their actuators Ma Mb, as well as the contacts FCF-1a, FCF-1b; FCF-1a, FCF-1b; FCC-1A, FCC-1B associated with these doors.

The control means EDCU-a (rescue EDCU-b) are in particular adapted to control the motorization Ma (resp Mb) of the gate A (resp.B) via a command CdeMotPLT-a (respectively CdeMotPLT-b ) for close the door, in normal operating mode, following a command to close the doors of the train generally.

FIG. 2 represents a situation in which, following such a general closing command, the door A is properly closed and locked, while door B is not closed (and therefore also unlocked).

In other words, the door B can not be closed automatically is in default of closure, and it is necessary to condemn.

The train driver is warned of this situation by the open state of the safety loop.

It is mentioned here that the driver can also have a video image taken by a camera (for example embedded or docked), allowing him to remotely locate a possible door in default. Such a video image allows him especially to check if a passenger is not likely to interfere with the conviction of the door in default.

In order to condemn the door B, it issues a request for locking by actuating from the driver's cab of the transmission means, for example of the push-button type, a request signal of conviction CdeDeCondamnation.

This condemnation request signal CdeDeCondamnation is transmitted via a condemnation command line Lcd to a conditional request processing module MTDC.

It is specified here that the signal CdeDeCondamnation can be transmitted to an entire face of the train, typically the one at the dock.

According to a possible embodiment of the invention, there is provided a module MTDC per face of the train. It is of course also possible to associate a condemnation request processing module with each of the doors.

The MTDC module may comprise locking submodules, each adapted to achieve the condemnation of a door. In the context of FIG. 2, the MTDC module comprises a sub-module SM-a adapted to carry out the condemnation of the door A, and a sub-module SM-b adapted to carry out the condemnation of the door B.

The MTDC module is particularly adapted to identify which are the doors to be condemned. Door B can especially be identified as to be condemned by means of identification means capable of verifying whether the following condition is fulfilled: "CdeDeCondamnation AND (FCF-1b [OR] FCV-1 b)", that is to say if a request for conviction has been transmitted to the MDTC module and the door B is in default because not closed and / or unlocked.

Such an identification can in particular be carried out at each sub-module SM-a, SM-b, which receive on the one hand the request for condemnation CdeDeCondamnation and on the other hand information relating to the state of the closure, the locking and locking the door to which they are associated via contacts FCF-1a (respectively FCF-1b), FCV-1A (respectively FCV-1b) and FCC-1a (respectively FCC-1b) ).

The door B being identified as being to be locked, and upon receipt of the control command signal, the MTDC module controls, via a command CdeMotCondam-b, for example from the submodule SM-b, the motorization Mb of the door B , so as to close said door.

Prior to this command CdeMotCondam-b, it is provided that a SelectCdeMot-b signal for selecting the command of the motor Mb is sent to a selection module of the motor control MSCM-b adapted to switch the motor control between the means EDCU-b and the MDTC module.

The signal SelectCdeMot-b has the effect of switching the pins of the motorization Mb, so that it is no longer controlled by the control means EDCU-b (via the command CdeMotPLT-b ) but by the module MDTC (via the command CdeMotCondam-b ).

The motorization is then put back into power and controls the closing of the door as the locking command is active ( CdeDeCondamnation = 1) and the door is not locked and locked.

It is specified here that the closure of the door can be performed in degraded mode, for example at low speed, by inhibiting the automatic detection of obstacles, etc.

As soon as the motorization Mb has been put back into power on receipt of the blocking command signal, the module MTDC sends a DdeEACondam-b activation command of locking means EA-b associated with the gate B.

These locking means are independent of the usual locking means, that is to say the interlocking device mentioned above.

A possible embodiment of such locking means is described below with reference to Figures 3a and 3b.

Two plates P1, P2, for example steel, each pierced with a hole T1, T2 are fixed to the leaves of a door and move together with them, so as to accompany the closing movement of the door.

An electromagnet EA having a rod T at the end of which is mounted a roller is arranged such that the roller comes into contact with one of the plates (see Figure 3a). The electromagnet is powered by the DdeEACondam control for activating the locking means.

During closing of the door (when the motor is controlled by the MTDC module), the roller rolls along one of the plates.

When the door is in the closed position, the holes in the plates coincide and the rod T of the electromagnet EA penetrates through the two plates, then locking the door in the closed position.

Furthermore, the locking means are adapted so that the roller G comes to activate, once the door is locked, an FCC condemnable limit switch contact.

This FCC contact conventionally known per se an FCC-2 type contact connected to the safety loop, and a contact type FCC-1 connected to the usual EDCU control means of the motorization of the door, these contacts FCC- 1 and FCC-2 are interconnected (as shown in Figure 1).

The opening of the FCC-1 contact thus makes it possible to inform the EDCU control means of the "condemned" state of the door.

The invention also provides that the open or closed state of the FCC-1 contact is provided to the MTDC module, so that the opening of the contact makes it possible to stop the control of the door operator and the activation control of the door. locking means (stop orders CdeMotCondam and CdeEACondam ).

Closing the FCC-2 contact allows the departure of the train by closing the safety loop Bs (see Figure 1).

In order to "un-condemn" the door, it is necessary to enter the rod T of the electromagnet EA to release the leaves.

For example, this de-conviction can be achieved via a purely mechanical action (for example with the aid of an unlocking key).

Claims (19)

Train access control system, characterized in that it comprises a judgment request processing module (MTDC) comprising means for receiving a condemnation command signal ( CdeDeCondamnation ) and means for controlling ( SelectCdeMot, CdeMotCondam, CdeEACondam ), on reception of said signal, the condemnation of a door in the absence of closing and / or locking. System according to the preceding claim, characterized in that each door has a motor (M) adapted to be controlled in normal operating mode by door control means (EDCU) to close the door, and in that on receiving said signal ( CdeDeCondamnation ), the module (MTDC) controls ( CdeMotCondam ) said motor (M) so as to close said gate fault. System according to the preceding claim, characterized in that it further comprises a motor control selection module (MSCM) adapted to switch the actuator pins (M) of a motor control ( CdeMotPLT ) from the means of command (EDCU) to the motor control ( CdeMotCondam ) from said module (MTDC), and in that the condemnation request processing module (MTDC) is further adapted for, on reception of said judgment command signal ( CdeDeCondamnation) ), command (SelectCdeMot) to the motor control selection module (MSCM) the switching of the actuator pins. System according to one of the two preceding claims, characterized in that each door has an interlocking device adapted to be controlled in normal operating mode to come to lock said door, in that it further comprises, associated with each of the doors, locking means (EA) independent of said interlocking device, and in that , on receipt of said blocking control signal ( CdeDeCondamnation ), the module (MTDC) controls ( CdeEACondam ) the activation of said locking means (EA) so as to lock said fault gate. System according to the preceding claim, characterized in that said locking means comprise an electromagnet (EA) adapted to be activated on command ( CdeEACondam ) of said module (MTDC) and to come into engagement with the door once the door is closed, so as to to lock it. System according to the preceding claim, characterized in that it further comprises plates (P1, P2) fixed on the leaves of each door, and having holes (T1, T2) coming into alignment once the door is closed, the electromagnet (EA) having a rod (T) passing through the two plates via the aligned holes once the door is closed and thus locking the door. System according to one of the two preceding claims, characterized in that it further comprises a limit-of-travel contact (FCC) contact associated with each door, said contact (FCC) being connected to the control means (EDCU) of said door to indicate a state of condemnation of the door, and in that said locking means (EA) are adapted to activate said contact once the door is locked. System according to the preceding claim, characterized in that the module (MTDC) comprises means for receiving the state of said contact (FCC), and in that the control means of said module (MTDC) are adapted to stop the command ( DdeMotCondam ) of the motorization (M) when the state of said contact (FCC) is a condemnation state. System according to one of the two preceding claims for a train having an open safety loop as soon as one of the doors fails to close and / or lock, characterized in that said contact (FCC) is adapted to close the safety loop when it is activated to indicate a condemnation state. System according to any one of the preceding claims, characterized in that it comprises means for transmitting said judgment request signal installed in the driving cab of the train. Blocking request processing module (MTDC) for a system according to any one of the preceding claims, comprising means for receiving a condemnation command signal ( CdeDeCondamnation ) and means for controlling ( SelectCdeMot, CdeMotCondam, CdeEACondam ), on reception of said signal, condemnation of a door in the absence of closure and / or locking. A method of controlling access doors to a train, characterized in that it comprises the steps of: - receive a condemnation command signal ( CdeDeCondamnation ) by a condemnation request processing module (MTDC); - Command ( SelectCdeMot, CdeMotCondam, CdeEACondam ), on receipt of said signal, the condemnation of a door in default of closing and / or locking. Method according to the preceding claim, each door having a motor (M) adapted to be controlled in normal operating mode by the door control means (EDCU) to close the door, characterized in that the step of command comprises, on receipt of said signal ( CdeDeCondamnation ), the command ( CdeMotCondam ) of the motorization (M) by the module (MTDC) so as to close said gate fault. Method according to the preceding claim, characterized in that the control of the motorization (M) by the module (MTDC) is consecutive to a switching, performed by a motor control selection module (MSCM) controlled ( SelectCdeMot ) by the module (MTDC) on receipt of said signal ( CdeDeCondamnation ), motorization pins (M) of a motor control ( CdeMotPLT ) from the control means (EDCU) to the motor control ( CdeMotCondam ) from said module (MTDC) . Method according to one of the two preceding claims, each door having a locking device adapted to be controlled in normal operating mode to come to lock said door, characterized in that the control step comprises, on receipt of said signal condemnation command ( CdeDeCondamnation ), the command ( CdeEACondam ) of the activation of locking means (EA) independent of said interlocking device so as to lock said door in default. Method according to the preceding claim, characterized in that the activation of locking means (EA) causes, once the door is locked, the activation of a limit switch contact (FCC) associated with each door and connected the control means (EDCU) to indicate a state of condemnation of the door. Method according to the preceding claim, characterized in that it comprises a step of stopping the control ( DdeMotCondam ) of the motorisation (M) by the module following the reception by the module (MTDC) of a state of said contact ( FCC) indicating the condemnation of the door. Method according to one of the two preceding claims for a train having an open safety loop when one of the doors is in failure of closing and / or locking, characterized in that it comprises a closing step of said safety loop when the contact (FCC) is activated to indicate a judgment state. Method according to one of Claims 12 to 18, characterized in that the judgment request signal is issued from the driving cab of the train.

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