EP2832622B1 - Method and devices for monitoring the correct rerailing of a guided vehicle - Google Patents

Description

The present invention relates to a method and a system for controlling a correct braking of a guided vehicle, as well as an electric switch dedicated to this function, according to the preambles of claims 1, 6 and 13.

In particular, the invention relates to the detection and control of the correct or incorrect braking of a guide member of a guided vehicle.

"Guided vehicle" refers to means of public transport such as buses, trolleybuses, trams, subways, trains or train units, etc., but also to means of transporting loads such as, for example, cranes, for which the safety aspect is very important and for which guidance is provided in particular by a single rail. The latter serves as a guide for a guide member of the guided vehicle, said guide member generally taking support on the rail and following its path during the movement of the guided vehicle. The guide member allows for example a guide system to direct a steering axle of the guided vehicle along the path defined by the rail, said axle being for example provided with load wheels.

A first known variant of the guide member comprises a pair of guide wheels, also called guide rollers, each provided with a lug and mounted in V - ie the rolling surfaces of said wheels are inclined relative to each other. the other so as to form a V, the axis of rotation of one of said wheels forming a projecting angle with the axis of rotating the other of said wheels - in order to grip the guide rail in the jaw formed by said rollers equipped with their lugs. Such a guiding member is for example described in the documents US 7,228,803 B2 , US 6,029,579 A1 , US 6,363,860 B1 , WO 2008/074942 A1 . Such a guiding member securely protects the guidance of the vehicle until it stops. It allows for example to avoid material damage that could come from a loss of guidance, and preserve the physical integrity of staff or passengers embarked in the case of public transport.

The principle of operation of the guided vehicles comprising this type of guide member is explained by means of Figures 1 to 3 . The figure 1 shows a pair of rollers 1, 2 mounted in a V of a guide member known to those skilled in the art. The pair of rollers 1, 2 encloses a rail 3 with which it is in contact and thus forces the guide member to follow a path defined by the rail 3 and consequently imposed on the steering axle of the guided vehicle cooperating with said body guide. The guide rail 3 is in particular composed of a sole 4 fixed to the ground 5 and a core 6 supporting a mushroom 7 on which the rollers 1, 2 are supported via a tread 9. Each of the rollers 1, 2 of the same pair of guide rollers and has its tread 9 in contact with a surface of the mushroom 7, called rolling surface 8 and symmetrically distributed on either side of the upper part of the mushroom 7. Each of rollers further comprises a lug 10 extending, in nominal position, under the mushroom 7 of said rail 3 and for freely clamping said mushroom 7. During the movement of the vehicle, the rollers 1, 2 are in contact with the mushroom 7 , and their respective lugs surround, non-contactally in the nominal mode, the latter and approach the soul 6 below this one. As the distance between the lower ends 201, 101 of the two lugs 10 surrounding the mushroom 7 is less than the width C of the mushroom 7, an extraction of the mushroom 7 out of the grip of said rollers 1, 2, or out of the zone between the treads 9 and the lugs 10, is possible only if the angle of attachment of the rollers, ie the angle corresponding to the sector formed by the axes of rotation of each of the rollers 1, 2 of a pair of rollers and which is cut by the plane of symmetry of the pair of V-shaped rollers, increases and / or if the chins 10 and / or the outer edges of the mushroom 7 are deformed.

The correct orientation of the vehicle is thus obtained by coupling the pair of rollers of the guide member with the steering axle of the vehicle. If the rollers correctly enclose the guide rail, the vehicle follows the path defined by the rail when moving. On the other hand, if the rollers come out of their normal or nominal operating position, for example, if the guide rail head protrudes from the zone between the treads and the chins, then the vehicle may leave the initially established trajectory. by rail (cf. Fig. 2 ). Indeed, as soon as the rollers are no longer subject to the direction imposed by the guide rail, they can move to the right or left of the rail, thus deviating the vehicle from the intended path. The scenario in question is defined as a loss of guidance or simply deguidage of the vehicle. In other words, the correct positioning of the rollers is a necessary condition to ensure the correct direction of the vehicle.

A second variant of the guide member is described in the document WO 2008/074942 A1 and consists of a pair of rollers enclosing a mushroom, as described above, but with the difference that the rollers are devoid of chins. In this case, the chins of the wheels are replaced by fixed and integral pegs to a base for fixing the rollers, the latter being further protected by a safety shield. This configuration provides a higher rigidity which increases the effort required for the rollers to be extracted from the rail.

Whatever the variant of the guide member considered, the extraction of the mushroom out of the grip of the rollers is possible. This is the case, for example, when a vertical upward pulling force is applied to the rollers or to a base for fixing the rollers so that a deformation of the pieces (latch and / or fungus and / or axis of the rollers) makes the distance between the chins exceeds the width of the mushroom. In this case, the rollers no longer clamp the rail and can be positioned next to the latter, as well as presented in figure 2 , the references used in figure 1 being taken over for the figure 2 .

In addition, in the workshop, it is common to lift the vehicles in order to carry out maintenance operations. To this end, at least one zone of said workshop, called lifting zone, is equipped with a guide rail 3 without a mushroom (see the core 61 of said rail 3 in Fig. 3 ) and dedicated to lifting said vehicles. This rail is characterized in that the width C of its upper part is smaller than the distance between the ends of the two lugs 101, 201 of the rollers of the guide member. Thus, the guiding member can be released from the braking stress resulting from the geometry mushroom and rollers and it is therefore possible to lift the vehicle in a vertical direction to carry out maintenance operations without the rail remains embedded between the guide rollers. At the end of the maintenance operation, the vehicle descended again on its running track and the rollers find the position shown in FIG. figure 3 . At the exit of the lifting zone, the guide rail returns to its shape provided with said mushroom 7 after a so-called transition zone.

In said transition zone, it is necessary to control the proper braking of the guide members of the guided vehicle. Indeed, the descent of the guided vehicle on its raceway and its passage in the transition zone must be monitored to ensure proper braking of the rollers of each of the guide members of the guided vehicle. In the event that the rail head is not properly recessed between the pair of guide rollers, said guide member would lose all ability to guide the vehicle with serious consequences for equipment, personnel and passengers.

Thus the control of the correct braking of the guide rollers of a guided vehicle is an important step to guarantee the safe operation of said guided vehicle. This control is always carried out in manual mode, also in the case of automatic vehicles. Although devices or methods detect either the transition from a garbled state to a derailed condition of a guided vehicle (e.g. WO 2011/012176 ), or a rail presence (ex. WO 2010/102676 or US 2010/0065692 ), these devices or methods rely on embedded hardware that must be installed on each pair of guide rollers, which multiplies the cases outages and increases installation and maintenance costs.

An object of the present invention is to provide a simple, safe and reliable automation of the control of the correct braking of the rollers on a guide rail, especially in the workshop, and independent of a presence or absence of a mushroom on said rail.

In order to achieve this objective, an electrical switch, a control system and a method are proposed proposed by the contents of claims 1, 6 and 13.

A set of subclaims also has advantages of the invention.

The present invention relates in particular to an electrical switch intended to cooperate with a guide member of a vehicle guided by at least one guide rail, said switch comprising for example a first contact and a second contact, said switch being characterized by two states, respectively a first state or initial state and a second state or transient state, in one of the states said switch being open - ie it is configured to cut the passage of an electric current in an electrical circuit, for example said contacts of said switch are electrically isolated from each other and are able to form an open electrical circuit - and in the other state, said switch being closed - ie it is configured to restore the passage of said electric current in said electrical circuit, for example said contacts are electrically connected to one another and are capable of forming an electric circuit said switch being characterized in it is mounted / fixed on a supporting structure particularly integral with the ground, so as to interact with said guide member during a passage of said guide member in the vicinity of said carrier structure, said switch being capable of passing said first state to said second state by interaction with at least a portion of said guide member, said switch being adapted to automatically return to said first state as soon as said interaction ceases, for example is interrupted or terminated. Thus, as soon as said interruption ceases, said switch automatically returns its initial state, ie said first state.

According to a preferred embodiment, said electrical switch is able to interact in a manner free of contact with said portion of the guide member. To this end, said electrical switch comprises in particular at least one non-contact sensor capable of detecting a presence of said portion of said guide member in a manner free of contact with said guide member. Such a sensor is for example an optical sensor, or inductive, or capacitive or ultrasonic, and said interaction is respectively respectively an optical interaction (for example a beam cut by the passage of said portion of said guide member and restored in the absence of guiding member in the vicinity of said carrier structure), a magnetic interaction (for example a modification of the magnetic field emitted by said sensor in the presence of said portion of said guide member), an electrical interaction (for example a modification of the electric field in the vicinity said sensor in the presence of said portion of the guide member), a sound interaction (for example a modification of a wave emitted by said sensor and induced by the presence of said portion of the guide member).

According to another preferred embodiment, said electrical switch is capable of interacting mechanically with said portion of the guide member. Said switch is for example a switch rod positioned by means of said carrier structure so that said rod of the electrical switch is adapted to interact mechanically with a portion of the guide member, for example a cup or a roller. In particular, said electrical switch comprises said first contact and said second contact, said contacts being mounted / fixed on said supporting structure so as to allow said mechanical interaction of at least one of said contacts with said guide member, said carrier structure being preferentially said guide rail, and said contacts being in particular mounted longitudinally next to one another or one above the other for example on said guide rail or on at least one of its sides, or on each of its sides, or even under the mushroom of said guide rail, said contacts being further electrically isolated from said guide rail. In particular, said switch is capable of passing from said first state to said second state by mechanical interaction with at least said portion of said guide member, said mechanical interaction preferably being able to cause either a closing of said switch by connection of said first contact with said second contact (Closed electrical circuit allowing an electric current to pass through said circuit), an opening of said switch by disconnection of said first contact from said second contact (open electrical circuit: an electric current can no longer pass through said circuit).

Said carrier structure is in particular configured to serve as a support for said electrical switch, in particular its sensor or said contacts, so that said electrical switch can interact in a manner without contact or mechanically with said portion of the guide member when the latter is located in the vicinity of said support structure. Said supporting structure may for example be the ground, or simply the rail, or a mechanical support intended to be fixed to the ground in the vicinity of said rail, and of which for example at least one movable part allows the positioning of said switch. Said sensor is in particular positioned so that said interaction takes place if and only if said guide member is properly railed on said rail. For example, the Figure 12 illustrates different positions of the electrical switch according to the invention in the vicinity of said guide member.

• un frottement mécanique de ladite partie de l'organe de guidage sur lesdits contacts de l'interrupteur, ledit frottement étant capable de créer une connexion électrique au moins temporaire entre lesdits premier et second contacts et l'absence dudit frottement mécanique coupant la connexion entre lesdits premier et second contacts;
• un déplacement mécanique par ladite partie de l'organe de guidage d'une pièce mobile dudit interrupteur, ladite interaction engendrant un déplacement de ladite partie mobile d'une position nominale où lesdits premier et second contacts sont isolés électriquement l'un de l'autre, à une position transitoire permettant une mise en contact desdits premier et second contacts, une interruption de ladite interaction résultant automatiquement en un retour de ladite pièce mobile à sa position nominale, ledit déplacement pouvant être par exemple une translation de ladite partie mobile ou une rotation de ladite partie mobile autour d'un axe de rotation.

According to the present invention, said change of state of the switch is caused in particular by a mechanical interaction between said portion of said guide member and said switch. Examples of mechanical interactions are:

• a mechanical friction of said portion of the guide member on said contacts of the switch, said friction being capable of creating an electrical connection at least temporarily between said first and second contacts and the absence of said mechanical friction cutting the connection between said first and second contacts;
• a mechanical displacement by said portion of the guide member of a moving part of said switch, said interaction causing a displacement of said part movable from a nominal position wherein said first and second contacts are electrically isolated from each other, at a transient position allowing said first and second contacts to come into contact, an interruption of said interaction automatically resulting in a return of said moving part at its nominal position, said displacement being for example a translation of said movable part or a rotation of said movable part about an axis of rotation.

Said part of the guide member is for example a friction device of said guide member intended to bear on an upper face of said guide rail and capable of establishing an electrical connection between said first and second contacts by friction on an upper face. said contacts. For example, said friction device comprises a conductive surface intended to bear on the rail, for example on said upper face of said guide rail. Also, said part of the guiding member may be at least one of the pegs of the guide rollers or even at least one of said rollers, each of said chins or rollers being for example able to impose a displacement of said movable part of said switch or to inducing a modification of a measurable physical quantity by said sensor of said electrical switch, said physical quantity being for example a value of an electric or magnetic field, or a radiation intensity, or a wavelength.

Preferably, said first contact and said second contact are integrally mounted on an insulating base attached to said support structure in order to form a contact blade, said contacts preferably being arranged longitudinally. next to one another on one side of said insulating base, the other side of said insulating base being configured to be attached to said carrier structure. In particular, said other face may be fixed on an upper surface of the guide rail, for example on the mushroom of said guide rail or on an upper end of a guide rail without a mushroom, said surface or upper end of said guide rail. guiding preferentially facing the chassis of the guided vehicle when the latter overhangs said guide rail.

In particular, each of said first and second contacts is in the form of an elongate plate of conductive material comprising at least one geometrically structured lateral side so that said lateral sides of said contacts, when arranged laterally parallel to the other according to their length, fit together with each other in a manner free of contact. In particular, said contacts each comprise a plane upper face lying in the same plane, in particular when they are mounted on said insulating base. Preferably, said lateral side has a sinusoidal geometrical structure or crenellated, for example rectangular. Thus, according to the invention, the lateral side of one of said contacts has a complementary geometric shape to the lateral side of the other of said contacts so that the latter can fit into one another. Obviously, those skilled in the art will be able to choose other geometrical configurations for said contacts, which may for example be simply aligned parallel to one another, or zigzag-shaped arranged next to each other. the other.

Preferably, said insulating base is an elongated plate of constant longitudinal section of trapezoidal shape - the longitudinal section being, as opposed to a cross section, the section taken perpendicular to one of the faces of the plate and according to the length of the plate. In particular, the large base of said trapezoidal shape being intended to bear on said supporting structure, for example on said rail in the lengthwise direction of said rail, and the small base of the trapezoidal shape being intended to support said first and second contacts, the adjacent corners of the large base being strictly less than 90 °, so as to form an inclined plane leading to said contacts. Advantageously, the trapezoidal shape of said insulating base allows, when said portion of the guiding member is a friction device, a continuous displacement of said friction device of a surface or upper end of the supporting structure (for example of said guide rail) at the upper face of said free contacts of any step between the level of the surface or upper end of said carrier structure and the level of said upper face of said contacts, said step may hinder said displacement.

• un nombre m d'interrupteurs électriques tel que précédemment décrits, avec m ≥ 1, en particulier m étant supérieur ou égal à deux, chaque interrupteur électrique étant configuré pour interagir mécaniquement ou d'une manière libre de contact avec ladite partie d'un organe de guidage du véhicule guidé;
• un moyen de connexion de chacun desdits interrupteurs électriques, par exemple desdits contacts dudit interrupteur électrique, à un système de signalement d'enraillement;
• ledit système de signalement comprenant une borne d'entrée A et une borne de sortie B, une connexion de chacun desdits interrupteurs électriques entre ladite borne d'entrée A et ladite borne de sortie B. En particulier, chacun desdits interrupteurs électriques est connecté entre la borne d'entrée A et la borne de sortie B de façon à ce qu'une valeur d'un signal d'enraillement mesurable à la borne de sortie B change et passe d'une valeur nominale à une valeur transitoire si et seulement si chaque interrupteur passe dudit premier audit second état, chacun desdits interrupteurs étant en particulier initialement dans un même état en l'absence de ladite interaction, i.e. soit tous ouverts, soit tous fermés, et inversement, ledit système de signalement est configuré pour que ladite valeur dudit signal d'enraillement mesurable à la borne de sortie B retourne ensuite à ladite valeur initiale dès qu'au moins un des interrupteurs retourne audit premier état, ledit signal d'enraillement étant préférentiellement destiné à circuler de A à B. Préférentiellement, ledit système de signalement comprend soit un branchement en série de chaque interrupteur électrique entre la borne d'entrée A et la borne de sortie B si chaque interrupteur électrique est dans un état ouvert lorsqu'il est dans ledit premier état, soit un branchement en parallèle de chaque interrupteur électrique entre la borne d'entrée A et la borne de sortie B si chaque interrupteur électrique est dans un état fermé lorsqu'il est dans ledit premier état, ledit branchement étant configuré de façon à ce que chaque interrupteur soit dans ledit premier état en absence de ladite interaction.

The present invention also relates to a system for controlling the braking of a vehicle guided by at least one guide rail, said guided vehicle comprising at least one guide member for imposing on said guided vehicle a trajectory defined by said guide rail. , said guide member comprising, for example, a pair of V-shaped rollers intended to grip said support rail and to bear thereon, and which may or may not be equipped with a conducting friction device, ie capable of making electrical contact with said guide rail, configured to be in contact with said guide rail when said guided vehicle is properly railed on said guide rail, said control system being electrically powered and comprising:

• a number m of electrical switches as previously described, with m ≥ 1, in particular m being greater than or equal to two, each electrical switch being configured to interact mechanically or in a manner free of contact with said part of an organ guidance of the guided vehicle;
• means for connecting each of said electrical switches, for example said contacts of said electrical switch, to a braking signaling system;
• said signaling system comprising an input terminal A and an output terminal B, a connection of each of said electrical switches between said input terminal A and said output terminal B. In particular, each of said electrical switches is connected between the input terminal A and output terminal B so that a value of a braking signal measurable at output terminal B changes from a nominal value to a transient value if and only if each switch passes from said first second state audit, each of said switches being in particular initially in the same state in the absence of said interaction, ie all are open or all closed, and conversely, said signaling system is configured so that said value of said track signal measurable at the output terminal B then returns to said initial value as soon as at least one of the switches returns to said first state, said signal of raillement preferably being intended to flow from A to B. Preferably, said signaling system comprises either a series connection of each electrical switch between the input terminal A and the output terminal B if each electrical switch is in an open state when it is in said first state, ie a parallel connection of each electrical switch between the input terminal A and the output terminal B if each electrical switch is in a closed state when it is in said first state, said connection being configured so that each switch is in said first state in the absence of said interaction.

According to the present invention, the input terminal A is connected to the output terminal B by means of at least one electrical switch according to the invention. Advantageously, a railing signal intended to flow or to propagate from the input terminal A to the output terminal B will have, at the output terminal B and according to the present invention, only two possible values at said output terminal. B: said nominal value characterizing a lack of interaction with said portion of a guide member for at least one of said switches, and said transient value characterizing a simultaneous interaction of each electric switch with said portion of a guide member of said vehicle guided. Thus, the series or parallel connection of the electrical switches so as to be all in the same state, ie said first state, in the absence of said interaction with said portion of a guide member allows simultaneous detection of a correct braking for a plurality of guide members of said guided vehicle and also allows signaling an incorrect braking as soon as at least one of said guiding members is incorrectly railed.

More precisely, each electric switch will change from said first state to said second state only when interacting with said portion of a guide member. As a result, the nominal value of the rerouting signal measurable at the output terminal B will change for said transient value only if each electrical switch connected in series or in parallel between the input terminal A and the output terminal B has passed said first state to said second state. Indeed, a nominal value will be measured at the output terminal B as long as at least one of said electrical switches remains in said first state. Thus, said signaling system according to the invention may in particular comprise an output terminal B characterized by a braking signal comprising a binary value, said "binary" braking signal having a transient value and a nominal value, said signal binary forwarding device taking the transient value if and only if each electrical switch is in interaction with said portion of a guide member, and taking said nominal value as soon as at least one of said electrical switches is not interacting with said part of one of the guide members of the guided vehicle, said transient value being different from said nominal value.

In particular, and according to a first preferred embodiment, each electrical switch is connected in series with said terminals in order to form said series connection and is characterized by a first "open" state. In this case, since said first state corresponds to an open state of said electrical switch, then each electrical switch will be open in the absence of said interaction, and said braking signal will be able to flow from the input terminal A to the output terminal B only if each electric switch is in interaction with said part of one of the guide members of the vehicle guided, said interaction allowing the change of the state of said electrical switch from "open" to "closed". According to this first preferred embodiment, if said braking signal has a value A0 at said input terminal A, a transient value equal to A0 will be measurable at said output terminal B only if each switch is in interaction with said part of one of said guide members. In the opposite case, if at least one of said electrical switches is not interacting with said part, a nominal value other than the value A0 value will be measurable at said output terminal B. Thus an electric railing signal can flow from the input terminal A to the output terminal B, if and only if the state of each of said switches is identical and is closed.

Similarly, and according to a second preferred embodiment, each electrical switch is connected in parallel between the input terminal A and the output terminal B and is characterized by a first "closed" state. In this case, since, in the absence of interaction, each electrical switch is closed, a braking signal having a value A0 at said input terminal A will then have as its nominal value at said output B also said value A0, since said The braking signal can freely flow between the input terminal A and the output terminal B in the absence of interaction of at least one of said electrical switches with said portion of a guide member. However, it will be necessary for each electrical switch to interact with the portion of one of the guide members of the guided vehicle so that a transient value BT different from said value A0 is measurable at the output terminal B.

1. a. de changer la valeur du signal de maintien fourni à sa borne de sortie MS de sorte que ce dernier passe de ladite première valeur à ladite seconde valeur lorsque ledit signal d'enraillement reçu à sa borne d'entrée ME prend une valeur transitoire pour la première fois, puis de maintenir ladite seconde valeur pour ledit signal de maintien fourni à sa borne de sortie MS lorsque ledit signal d'enraillement retourne à sa valeur nominale pour la première fois;
2. b. de changer la valeur du signal de maintien fourni à sa borne de sortie MS de sorte que ce dernier passe de ladite seconde valeur à ladite première valeur lorsque ledit signal d'enraillement reçu à sa borne d'entrée ME passe de ladite valeur nominale à ladite valeur transitoire pour la seconde fois, puis de maintenir ladite première valeur pour ledit signal de maintien fourni à sa borne de sortie MS lorsque ledit signal d'enraillement retourne à sa valeur nominale pour la seconde fois;
3. c. de répéter les étapes (a) et (b) précédentes successivement pour toutes les autres fois où ledit signal d'enraillement passe de sa valeur nominale à sa valeur transitoire.

In particular, the control system according to the invention comprises a device for maintaining the value of said braking signal measurable at said output terminal B. Said holding device comprises for example a memory, or a bistable relay. In particular, said holding device comprises an input terminal ME and an output terminal MS, said input terminal ME being connected to said output terminal B, and said output terminal MS being connectable to a state indicator of rerailing. Preferably, said holding device is capable of supplying at its output terminal MS a holding signal characterized by two values, a first value equal to the nominal value of said braking signal, and a second value equal to the transient value of said signal. of rerailing. The holding device is capable of successively changing the value of the signal of maintenance of the first value to the second value, then of the second value to the first value, and so on, each time that the braking signal passes from its nominal value at its transient value, the passage of the derailment signal from its transient value to its nominal value resulting therefore in no change of said sustain signal. For example, said holding device is capable of:

1. at. to change the value of the sustain signal supplied to its output terminal MS so that the latter passes from said first value to said second value when said braking signal received at its input terminal ME takes a transitory value for the first time, then to maintain said second value for said signal of holding provided at its output terminal MS when said braking signal returns to its nominal value for the first time;
2. b. to change the value of the sustain signal supplied to its output terminal MS so that the latter passes from said second value to said first value when said braking signal received at its input terminal ME passes from said nominal value to said transient value for the second time, then maintaining said first value for said sustain signal supplied at its output terminal MS when said braking signal returns to its nominal value for the second time;
3. vs. repeating the preceding steps (a) and (b) successively for all the other times that said derailing signal passes from its nominal value to its transient value.

In particular, the holding device according to the invention comprises an electrical switch as previously described configured to be disposed on said carrier structure, for example on said guide rail, downstream of said m electrical switches with respect to the direction of movement of said vehicle guided on said guide rail. This electrical switch will be called hereinafter "additional electrical switch" to differentiate said m electrical switches previously described. In particular, the distance separating the additional electrical switch from the nearest electrical switch from among said m electrical switches is less than the distance between said portion of two successive guide members of said guided vehicle or the same car of said guided vehicle. Preferably, said additional electrical switch is connected to said input terminals A and output B in parallel with said m electrical switches when they are connected in series according to said first embodiment. According to another preferred variant, said m electrical switches are connected in parallel between said input terminal A and a common node and said additional electrical switch is connected to said common node in series with said m electrical switches and to said output terminal B.

In order to avoid any ambiguity, by definition, "upstream" and "downstream" respectively refer to the direction from which a displacement comes and to the direction in which a displacement in a reference linked to the rail is going. A down position of an electrical switch relative to an object means that the guided vehicle moving from upstream to downstream will encounter on its path first said object, then said electrical switch, and vice versa for said downstream position of a switch. electric compared to another object.

Preferably, said control system is characterized in that the number of electrical switches equal the number of guide members equipping a car of said guided vehicle. In particular, said electrical switches are configured to be disposed on said supporting structure, for example on said guide rail, so that when one of said switches is in interaction with said portion of a guide member, then all other switches are also interacting with said portion of a guide member when the latter is properly braked. In particular, the distances separating the electrical switches from each other are identical to the distances separating said parts of said guide members from each other, so that the arrangement said electrical switches on said supporting structure along the guide rail reproduces the arrangement of said portions of said guide members equipping at least one car of said guided vehicle. In this way, as soon as a portion of a guide member is in a position in which it is able to interact with one of said electrical switches, then the portion of at least one other guide member of the guided vehicle or of a car of said guided vehicle is also in a position in which it is able to interact with another electrical switch of said control system according to the invention.

The present invention also relates to a guide rail for a vehicle guided by at least one guide member, said guide rail comprising a number m ≥ 1 of electrical switches as previously described. In particular, the number m of electrical switches equals the number of guide members equipping a car of said guided vehicle, said switches being disposed on said guide rail so that when one of said electrical switches is in interaction with said part of a guide member, then all other switches are also interacting with said portion of a guide member when said guide member is properly railed.

Preferably, said guide rail according to the invention comprises, on an upper part intended to face the chassis of said guided vehicle, at least one bas-relief cut in said guide rail, each bas-relief being configured to receive one of said m electrical switches so that each of said electrical switches is nestable in said bas-relief, said electrical switch being arranged in the bas-relief so that the faces upper of said contacts are in the same plane, said plane also comprising the upper face of said upper portion intended to face said chassis of the guided vehicle.

1. a. un premier déplacement de la voiture k_i dudit véhicule guidé jusqu'à un premier point de contrôle, ledit premier point de contrôle étant disposé en aval d'au moins un interrupteur électrique d'un système de contrôle de l'enraillement dudit véhicule guidé, ledit interrupteur électrique étant disposé de façon à pouvoir interagir avec ledit organe de guidage, ledit déplacement étant effectué jusqu'audit premier point de contrôle de façon à faire coïncider la position de chaque interrupteur électrique avec la position d'une partie d'un organe de guidage de la voiture k_i du véhicule guidé, ladite partie étant apte à coopérer avec ledit interrupteur électrique de façon à permettre un changement d'état dudit interrupteur électrique;
2. b. un changement d'état dudit interrupteur électrique par interaction avec ladite partie dudit organe de guidage si et seulement si ledit organe de guidage est correctement enraillé sur ledit rail de guidage;
3. c. un signalement d'enraillement correct dudit véhicule guidé si et seulement si chaque interrupteur électrique a changé d'état;
4. d. un second déplacement de ladite voiture k_i dudit véhicule guidé en aval dudit point de contrôle si et seulement si ledit signalement d'enraillement correct a eu lieu.

Finally, the present invention also relates to a method for automatically controlling the correct rerailing on a rail for guiding one or several guiding members of a guided vehicle comprising k _i cars comprising at least one guide member, i ranging from 0 to n-1, where n is the number of cars of said guided vehicle comprising at least one guide member, the method comprising:

1. at. a first displacement of the car k _{i of} said guided vehicle to a first control point, said first control point being disposed downstream of at least one electrical switch of a control system for the braking of said guided vehicle, said electrical switch being arranged to be able to interact with said guide member, said displacement being effected up to said first control point so as to make the position of each electric switch coincide with the position of a part of a control member. guiding the car k _i of the guided vehicle, said part being able to cooperate with said electric switch so as to allow a change of state of said electric switch;
2. b. a change of state of said electrical switch by interaction with said portion of said guide member if and only if said guide member is properly railed on said guide rail;
3. vs. a correct railing signal from said guided vehicle if and only if each electrical switch has changed state;
4. d. a second displacement of said car k _{i of} said guided vehicle downstream of said checkpoint if and only if said correct braking signal has occurred.

Preferably, said first control point is arranged so as to coincide simultaneously, for all the guiding members of the car k _i said guided vehicle, the position of said portion of each guide member of said car with the position on the guide rail of an electrical switch configured to interact with said portion of the guide member.

Preferably, said second displacement of the car k _{i is} effected from said first control point to a second control point, the distance separating said first control point from said second control point being equal to the length of a car of said guided vehicle so that when the car k _i is at the second checkpoint, then the car k _{i + 1} is at the first checkpoint. In particular, the method comprises a repetition of steps (a) to (d) for each car k _{i of} said guided vehicle to control the braking of all the guide members of said guided vehicle.

Figure 1

Exemple de réalisation d'un organe de guidage correctement enraillé sur un rail de guidage.

Figure 2

Exemple de réalisation d'un organe de guidage déraillé.

Figure 3

Exemple de réalisation d'un organe de guidage correctement enraillé sur un rail de guidage dépourvu de champignon.

Figure 4

Exemple de réalisation d'un interrupteur électrique selon l'invention.

Figure 5

Exemple de réalisation d'un système de contrôle selon l'invention coopérant avec un organe de guidage.

Figure 6

Exemple de réalisation d'un rail de guidage selon l'invention.

Figure 7

Illustration d'une coopération d'un organe de guidage avec le système de contrôle selon la présente invention.

Figure 8

Illustration du fonctionnement schématique d'un système de contrôle selon la présente invention.

Figure 9

Exemple de réalisation d'un système de contrôle selon la présente invention.

Figure 10

Explications schématiques du fonctionnement du système de contrôle selon l'invention.

Figure 11

Autre exemple de réalisation d'un interrupteur électrique selon l'invention.

Figure 12

Exemples de positionnement dudit interrupteur électrique.

In order to better understand the present invention, exemplary embodiments and applications are provided using:

Figure 1

Example of realization of a guiding member properly railed on a guide rail.

Figure 2

Example of realization of a derailed guide member.

Figure 3

Example of realization of a guiding member properly railed on a guide rail without a mushroom.

Figure 4

Example of an electric switch according to the invention.

Figure 5

Exemplary embodiment of a control system according to the invention cooperating with a guide member.

Figure 6

Embodiment of a guide rail according to the invention

Figure 7

Illustration of a cooperation of a guide member with the control system according to the present invention.

Figure 8

Illustration of the schematic operation of a control system according to the present invention.

Figure 9

Exemplary embodiment of a control system according to the present invention.

Figure 10

Schematic explanations of the operation of the control system according to the invention.

Figure 11

Another embodiment of an electric switch according to the invention.

Figure 12

Examples of positioning of said electrical switch.

It should be noted that the same references will be used in the various figures to represent identical or similar objects.

The figure 1 shows a pair of rollers 1, 2 mounted in a V of a guide member known to those skilled in the art. The pair of rollers 1, 2 encloses the guide rail 3 with which it is in contact and thus forces the guide member to follow a path defined by the rail 3 and consequently imposed on the steering axle of the guided vehicle cooperating with said guide member. The present invention aims to control quickly and reliably that all the rollers 1, 2 of the guide member of a guided vehicle are properly railed (cf. Fig. 1 and 3 ), especially when said guided vehicle passes a control zone. This control zone is preferably located at locations where the loss of guidance is most likely, for example when leaving the garage or workshop (where the guide rail is devoid of mushroom), or after a needle passage ( tilting of the guide rail), or after a passage of a guide rail equipped with an expansion joint (discontinuity of the rail).

A preferred embodiment of the control system according to the invention is presented by means of the Figures 4 to 8 . The control system comprises an electrical switch 13 preferably installed on the guide rail 3 and a signaling system which can be installed on the ground. In particular, said signaling system may further comprise a holding device as described above and / or a ground-based check of the state of the buckling state. (eg a traffic light) or in the guided vehicle (eg a warning light).

A preferred embodiment of the electric switch 13 according to the invention is presented in Fig. 4 . Said electric switch 13 comprises an insulating base 14 and two contacts, respectively a first contact 15 and a second contact 16 mounted integral with said insulating base 14. The assembly comprising said insulating base and said contacts form a contact blade. Each of said contacts is connectable to said signaling system by a connection means. For example, for each of said contacts, a conductive cable makes it possible to connect an end 151, 161 of said contact to said signaling system of the control system according to the invention. The first contact 14 and the second contact 15 are in particular isolated from each other. However, as soon as a conductive object simultaneously touches said contacts, for example the upper face 153, 163 of said contacts, the ends 151, 161 and the cables connected to said ends become electrically connected, said switch thus functioning as a contactor or a closed switch .

Said electric switch 13 is preferably installed on the guide rail, or directly attached to an upper face of said guide rail adapted to face the chassis of the guided vehicle (cf. Fig. 5 ), or is fixed in a recess dug in the mass of an upper portion 75 of said guide rail (cf. Fig. 6 ), so that the upper faces of said contacts are at the same level as the upper surface 31 of said upper portion 75 of said guide rail 3, the depth of said recess being equal to the thickness of said electrical switch. Advantageously, the recess or bas-relief 17 hollowed out on a part upper of said guide rail is configured to match the level of the upper surface 31 of the guide rail 3 and the level of the upper faces 153, 163 of said contacts, so that a portion 121 of a guide member for to electrically contact said upper surface 31 of the rail 3 does not encounter any step passing from said upper surface 31 of the rail 3 to said upper faces 153, 163 of said contacts 15, 16. Preferably, if said electrical switch 13 is fixed directly on the upper part 75 of the rail 3, then the insulating base 14 may have a trapezoidal shape so as to comprise at each of its ends along its length a ramp between the level of the upper face 31 of the rail 3 and the level of the upper faces 153, 163 of the electrical switch, thus avoiding creating a step between said faces and upper surfaces.

Preferably, the width L of said switch is less than the minimum distance D separating the treads 9 (cf. Fig. 2 ) rollers of the guide member. In addition, so that the cables connected respectively to each of the ends of said contacts are not disturbed / cut by the rollers of the guide member, said rail 3 comprises in particular two holes drilled in its body so as to create a passage to the interior of the body of said guide rail, between a lower part of the web of said rail, for example below the position of the lower ends 201, 101 of the two lugs 10 surrounding the mushroom 7 during a correct braking, and its upper part where is disposed said electrical switch according to the invention.

The conductive object that closes said first and second contacts 15, 16 is a portion of the configured guide member to be in contact with or near said guide rail when the guide member is properly railed. The present invention thus aims to create an interaction, particularly mechanical, between said electrical switch and a pre-existing conductive portion of the guide member. In other words, the present invention ingeniously uses a geometric configuration of the guide member to "switch on" / "trigger" said switch. Said pre-existing part may be the lower ends 201, 101 of the chins which could act on an electrical switch of the push button type, switch rod or non-contact sensor, or said pre-existing part may be a shoe 121 comprising a conductive surface 19 intended for electrically contacting said rail 3. Thus, the passage of said conductive surface 19 of said wiper 121 on the upper faces 153, 163 of said contacts 15, 16 allows an electrical connection of said contacts to each other and the transmission of an electric current between the contacts 15 , 16. Said shoe 121 comprises in particular a fixing device to the guide member adapted to maintain contact between its conductive surface 19 and said upper portion of said guide rail 3 in the event of proper braking. As soon as the guide rollers leave their correct braking position (cf. Fig. 8 ), the contact between said conductive surface 19 and said contacts 15, 16 is broken, said electrical switch operating as an open switch or switch.

The figure 11 shows another preferred embodiment of an electrical switch 13 according to the present invention. Unlike Figures 4 to 8 at least one electric switch 13 is fixed, according to this other preferred embodiment, to the core 6 of said rail 3, under the head of said rail 3, at least one side of the core 6 of said rail 3 so as to be in the plane P _r of at least one of the rollers 1, 2 of the guide member and to be operable by pressure of the said roller or guide wheel lug on a movable portion of the said electric switch during a displacement of the guide member along said rail. The switch is preferably pusher type, operable mechanically by pressing the cap or the guide wheel on a movable contact 16 which is adapted to contact the fixed contact 15 when pressed by said latch.

Advantageously, the control system according to the invention is able to control simultaneously a correct braking of a plurality of guide members. Indeed, if for example each axle of a car of a guided vehicle comprises a pair of guide members placed respectively upstream and downstream of said axle (cf. Fig. 9 and 10 ), the present invention proposes according to a preferred embodiment to have on said carrier structure, in particular on a guide rail 3, a number of electrical switches equal to the number of guide members of said car. In particular, the distances separating the electrical switches from one another are equal to the distances separating said parts from the guide members from each other, so that when one of said electrical switches interacts with a part of one of the guidance, then each other electrical switch of said guide rail also interacts with a portion of another guide member. For example, when a first control point 20 is reached by said guided vehicle, four electrical switches 13A, 13B, 13C, 13D, each simultaneously interact with a portion of a guide member of the car of the vehicle. guided vehicle, for example with a shoe of said guide member. Thus, the braking of the four guide members of the car of the guided vehicle can be controlled simultaneously.

The Figure 9A represents in particular the guided vehicle, for example a train, before its arrival at the control point 20. The electrical switches 13A, 13B, 13C, 13D are in particular connected in series between an input terminal A and an output terminal B In particular, as long as each of said electrical switches is not interacting with said portion 121 of a guide member, then said electric switch is in an open state. Thus, before the arrival of said guided vehicle at the control point 20, no current can flow between the input terminal A and the output terminal B. When the guided vehicle arrives at the control point 20 (cf. Fig. 9B ), each electrical switch interacts with said portion of the guiding member in the event of a correct braking, for example the first and second contacts of the four electrical switches (13A, 13B, 13C and 13D) are simultaneously connected by interaction with said part 121 of the guide member, for example a conductive surface of a wiper. As a result, the input terminal A and the output terminal B are electrically connected to each other if and only if each of the guide members is properly railed. Indeed, if one or more guiding members is not properly railed, then the electrical connection between the input terminal A and the output terminal B is not performed.

The Figures 10A to 10F show another preferred embodiment of the invention, for which the control system comprises in particular two control points, respectively a first control point 20 and a second control point 21, spaced a distance equal to the length of a car of a guided vehicle, and configured for controlling the steering of a guided vehicle comprising a first and a second car. The passage of each of the cars beyond the first, then the second control point is controlled by the control system according to the invention which is able to indicate, in particular by means of a first and a second indicators of state of braking 22, 23 authorization for advancement of the guided vehicle beyond said first, then second checkpoint if and only all the rollers are properly railed. Said braking status indicators are, for example, signaling lights and may preferably be positioned respectively downstream from one of said control points, as well as presented in FIGS. Figures 10A to 10F . Each of said crossing indicators 22, 23 being able to display a first signal 221, 231 and a second signal 222, 232, said first signal being able to indicate an incorrect braking state, and said second signal being able to indicate a correct braking condition.

As shown in figure 10A when the guided vehicle advances towards the first control point 21, the electrical switches 13A, 13B, 13C, 13D, arranged for example on the rail 3, do not change simultaneously from a first open state to a second closed state. Therefore, the input and output terminals A, B are not electrically connected and the state indicators 22, 23, which indicate in particular always the same state between them, indicate a derailed state of at least a guide member by means of said first signal, preventing said vehicle from passing the first control point 20.

As shown in figure 10B as soon as the guided vehicle reaches the first control point 20, each of the electrical switches 13A, 13B, 13C, 13D interacts simultaneously with said portion of one of the guiding members of the first car of the guided vehicle and passes from said first state to said first state. second state. Therefore, the input terminal A is connected to the output terminal B and a signal can flow from said input terminal A to said output terminal B, said signal being able to induce a change of the indication of the braking status provided by said braking indicators 22, 23, the latter then indicating a correct state of braking of the guiding members of the first car by means of said second signal, thus releasing the advancement of said guided vehicle .

Said guided vehicle is then authorized by said control system according to the invention has advanced to the second control point 21, said second car then reaching the first control point 20. Preferably, to prevent the status indicators to indicate a derailed condition as soon as the guided vehicle advances towards the second control point, a holding device makes it possible to temporarily maintain the correct braking status indication when the vehicle moves towards the second check point 21. For this purpose, said holding device comprises for example a bistable relay and an additional electrical switch 135 for temporarily storing the correct braking state of the guided vehicle, until said additional electric switch 135 interact with said portion of a guide member.

Indeed, as shown in Figure 10C when said portion of the guide member located furthest downstream from the direction of movement of said guided vehicle mechanically interacts with said additional switch 135, then said further switch passes from said first state to said second state. This change of state involves a modification of the value of a measurable signal at the output terminal B which passes from a nominal value to a transient value. Said transient value is able to transmit information intended to change the status indication provided by said braking status indicators, so that the latter indicate a derailed state of at least one guide member. For example, said transient value is a reset signal of said bistable relay.

When said portion of the guide member located furthest downstream from the direction of movement of said guided vehicle exceeds the position of said additional switch 135, the braking status indicators 22, 23 indicate a derailed condition of at least a guide member. As the electric switches 13A, 13B, 13C, 13D will not interact simultaneously with a portion of the guiding members of the second car, until said first car has reached said second control point 21, the status indicators will include the said first signal.

As presented in figure 10E when the first car of the guided vehicle reaches the second control point 21 and the second car the first control point 20, the electrical switches 13A, 13B, 13C, 13D pass from said first state to said second state, thereby connecting the terminal A input to the output terminal B, and allowing a change of the signal displayed by said indicators of state of derailing 22, 23 which will then indicate said second signal 222, 232, allowing said guided vehicle to move beyond said second control point 21.

Again, when moving said guided vehicle downstream of said second control point 21 (cf. Fig. 10F ), said additional switch 135 will mechanically interact with a portion of a guide member and move from said first state to said second state. This change of state will cause a change of the signal indicated by said derailment status indicators which will then display said first signal 221, 231, and block a displacement of a next guided vehicle beyond said first control point 20. .

The present invention thus makes it possible to automatically check the correct braking of all the guide rollers of the guided vehicle and is able to control the movement of said guided vehicle by means of braking status indicators installed on the ground as presented in FIG. Fig. 10A-10F , or embedded in said guided vehicle. The present invention proposes a principle of control of the rolling of a guided vehicle which is simple, which gives it on the one hand a higher reliability compared to the reliability of the existing systems, subject to various failures, and secondly allows a reduction in the costs of development, manufacturing, implementation and especially maintenance, since the present invention is free of embedded systems for the control of the state of braking.

Preferably, said holding device may further comprise a negative detector comprising a light beam emitter 131, for example a laser source and a receiver 132 of said light beam 133, by for example a CCD sensor, said light beam emitter 131 being capable of emitting a light beam and said receiver 132 being able to receive said light beam and to generate a signal correlated to the reception of said light beam. In particular, said negative detector is able to actuate an auxiliary switch 134 by means of said signal correlated to the reception of said light beam, said auxiliary switch 134 being characterized by two states, respectively a closed state and an open state. Said auxiliary switch is preferably mounted in parallel with said electrical switches between the input terminal A and the output terminal B (cf. Fig. 10A ). The emitter 131 and the receiver 132 are in particular disposed on each side of said guide rail, either perpendicular to said guide rail or diagonally, preferably upstream of the electric switch 13A closest to the first control point and intended for control the correct braking of a guiding member of a first axle (ie situated furthest downstream) of a car of the guided vehicle, and in particular downstream of the electric switch 13C intended to control the braking of the guide member of another axle of said car of said guided vehicle. The auxiliary switch 134 and said negative detector are connected so that said auxiliary switch is in a closed state, ie that it electrically connects the input A and output B terminals, when the beam 133 emitted by the transmitter 131 arrives at said receiver 132, and open when the beam 133 emitted by the transmitter 131 is not received by the receiver 132. Thus, as the beam 133 of the negative detector is not cut by a car of guided vehicle, the braking status indicators 22, 23 are forced to display said second signal notifying a correct braking, and therefore allowing the advance of said guided vehicle.

As soon as said beam 133 is cut off, the auxiliary switch 134 opens and said rerouting indicators 22, 23 then display said first signal indicating an incorrect braking condition. In this case, as long as the guided vehicle intersects said light beam, said auxiliary switch is kept in an open state by the negative detector and the braking status indicators 22, 23 will indicate a correct gearing if and only if each switch 13A, 13B, 13C, 13D is in mechanical interaction with said portion of a guide member as previously described. When the last car of the guided vehicle has been verified by the control system according to the invention, the braking status indicators 22, 23 allow it to advance. The advancement of the last car towards the second control point 22 will release said light beam which will then be received by the receiver 132 which will generate a signal forcing the auxiliary switch 134 to go from the open state to the closed state , the latter forcing the status indicators 22, 23 to notify a correct state of braking.

Finally, the figure 12 presents different positions of said electric switch 13 according to the invention in the vicinity of the guide member so as to detect its correct braking. According to the present invention, said electrical switches 13 can interact mechanically or in a manner free of contact with at least a portion of the guide member. Said electric switch 13 comprises, for example, a sensor 73 whose detection zone 731, 732 of shape, for example substantially conical, is traversed by a portion of said guide member if and only if the latter is properly railed (for example, the sensor 73 is positioned so that a roller properly rusted penetrates its detection area 731), thereby allowing to detect the presence of said guide member and its correct braking. On the other hand, if the guiding member is not properly reamed, the interaction between the sensor and the guiding member no longer takes place, since said guiding member no longer passes through the detection zone 732 of said sensor. Said electrical switch 13, in particular its sensor or its contacts, is supported by said carrier structure 71 which allows a maintenance of said electrical switch at a position allowing said interaction of said electric switch 13 with said portion of the guide member if and only if the latter is properly locked. The supporting structure 71 comprises in particular one or more supports, for example metallic, each of said supports being fixable to the ground or to a supporting element of said rail, and in particular allowing the positioning of said switch relative to said part of the rail to be adjusted. guiding member so that said interaction is possible.

• elle est libre d'électronique embarquée avec transmission et interprétation de signaux;
• elle est libre de capteur inductif, évitant ainsi des travaux de maintenance préventive sur le véhicule qui doit être immobilisé pour lesdites interventions;
• le système de contrôle a une grande fiabilité, en ce qu'il est robuste et non-sujet à la casse ou à une usure excessive;
• elle simplifie les opérations de maintenance;
• elle réduit les coûts de maintenance et d'installation du fait de ne pas comprendre de matériel embarqué;
• elle est libre d'un filtrage d'un signal, qui pourrait cacher un déguidage et ou problème réel.

In summary, the present invention has several advantages over existing methods and devices in that:

• it is free of embedded electronics with transmission and interpretation of signals;
• it is free of inductive sensor, thus avoiding preventive maintenance work on the vehicle which must be immobilized for said interventions;
• the control system is highly reliable in that it is robust and not subject to breakage or excessive wear;
• it simplifies maintenance operations;
• it reduces maintenance and installation costs by not including embedded hardware;
• it is free of a filtering of a signal, which could hide a deguidage and or real problem.

Claims (15)

1. Electrical switch (13) designed to cooperate with a guide member of a vehicle guided by at least one guide rail (3), said electrical switch (13) being characterised by two states, respectively a first state and a second state, in one of the states said electrical switch (13) being open and in the other state, said electrical switch (13) being closed, said electrical switch (13) being characterised in that it is mounted on a load-bearing structure (71) such that it is able to interact with the guide member when said guide member passes in the vicinity of said load-bearing structure (71), said electrical switch (13) being able to switch from said first state to said second state by interacting with at least one part of said guide member and to return automatically to said first state once said interaction is interrupted or terminated.
2. Electrical switch (13) according to claim 1, characterised in that said interaction is a mechanical or contactless interaction.
3. Electrical switch (13) according to claim 1 or 2, characterised in that it includes a first contact (15) and a second contact (16) mounted on a load-bearing structure such as to enable a mechanical interaction of at least one of said contacts with said guide member, and that are isolated electrically from said guide rail.
4. Electrical switch (13) according to one of claims 1 to 3, characterised in that said load-bearing structure (71) is said guide rail (3).
5. Electrical switch (13) according to one of claims 1 to 4, characterised in that said first contact (15) and said second contact (16) are rigidly mounted on an isolating base (14), said contacts being arranged longitudinally beside one another on a face of said isolating base, the other face of said isolating base being arranged to be attached to an upper surface of said guide rail (3).
6. System for monitoring the rail position of a vehicle guided by at least one guide rail (3), said guided vehicle having at least one guide member designed to require said guided vehicle to follow a path described by said guide rail (3), said monitoring system being powered electrically and including:

   - a number m of electrical switches (13) according to one of claims 1 to 5, where m ≥ 1, each electrical switch (13) being arranged to interact with a part of a guide member of said guided vehicle;

   - means for connecting each of said contacts (15, 16) of said electrical switch (13) to a rail-position signalling system;

   - said signalling system comprising an input terminal A and an output terminal B, a connection of each of said electrical switches (13) between said input terminal A and said output terminal B.
7. Monitoring system according to claim 6, characterised in that the number of electrical switches (13) is equal to the number of guide members fitted to a coach of said guided vehicle.
8. Monitoring system according to one of claims 6 or 7, characterised in that it includes a device for retaining a value of a rail-position signal that is measurable at said output terminal B.
9. Monitoring system according to claim 8, characterised in that said retaining device includes an electrical switch according to one of claims 1 to 5, hereinafter referred to as the supplementary electrical switch (135), said supplementary electrical switch (135) being arranged downstream of said m electrical switches (13).
10. Guide rail (3) for a vehicle guided by at least one guide member, said guide rail (3) including m ≥ 1 electrical switches (13) according to one of claims 1 to 5.
11. Guide rail (3) according to claim 10, characterised in that the number m of electrical switches (13) is equal to the number of guide members fitted to a coach of said guided vehicle.
12. Guide rail (3) according to claim 11, characterised in that it includes, on an upper part (75) intended to face the chassis of said guided vehicle, at least one low relief (17) hollowed out of said guide rail (3), each low relief (17) being designed to receive one of said m electrical switches (13), said electrical switch (13) being arranged in the low relief (17) such that the upper faces of said contacts (15, 16) are in the same plane, said plane also including the upper face of said upper part (75) intended to face said chassis of the guided vehicle.
13. Method for automatically checking the correct position on a guide rail (3) of one or more guide members of a guided vehicle with k_i coaches, i ranging from 0 to n-1, n being the number of coaches in said guided vehicle, the method including:

    a. a first movement of the coach k_i of said guided vehicle to a first monitoring point (21), said first monitoring point (21) being located downstream of at least one electrical switch (13) of a system for monitoring the rail position of said guided vehicle, said electrical switch (13) being arranged such that it is able to interact with a part of said guide member, said movement being made such as to match the position of each electrical switch (13) with the position of at least one part of said guide member of the coach k_i of the guided vehicle, said part being able to cooperate with said electrical switch (13) such as to enable a change of state of said electrical switch (13);

    b. a change of state of said electrical switch (13) by interaction with said part of said guide member only if said guide member is correctly positioned on said guide rail (3);

    c. a signal indicating the correct rail position of said guided vehicle only if each electrical switch (13) has changed state;

    d. a second movement of said coach k_i of said guided vehicle downstream of said monitoring point (21) only if said correct rail-position signal has been sent.
14. Method according to claim 13, characterised in that said first monitoring point (21) is arranged such as to simultaneously match, for all of the guide members of the coach k_i of said guided vehicle, the position of said part of each guide member with the position on or near said guide rail (3) of an electrical switch (13) arranged to interact with said part of the guide member of said coach of said guided vehicle.
15. Method according to one of claims 13 or 14, characterised in that said second movement of the coach k_i is made from said first monitoring point (21) to a second monitoring point (22), the distance separating said first monitoring point (21) from said second monitoring point (22) being equal to the length of one coach of said guided vehicle.

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