EP4098507A1 - Control and drive assembly for a door of a transport vehicle, corresponding vehicle and implementation method - Google Patents

Abstract

This control and drive assembly comprises a main control unit (2) comprising electronic control means (22), a main drive motor (1) for the or each leaf (112,114) of the door, a module auxiliary control unit (4), as well as an auxiliary motor (3) for driving the or each leaf. The main control unit is capable of transmitting to the auxiliary control module a so-called reference signal (S), representing correct operation both of the main motor, of the main control unit, as well as of the electronic control means, this auxiliary control module being able to actuate the auxiliary motor, when this control module no longer receives said reference signal. The maximum speed of movement, allowed by the auxiliary motor, is significantly lower than that allowed by the main motor. also of the main engine, without involving significant additional costs.

Description

Technical field of the invention

The present invention relates to the field of access doors to a transport vehicle. These access doors can firstly designate doors belonging to transport vehicles, in particular of the train, tramway, metro, trolleybus or even bus type. The invention relates to a transport vehicle door which may comprise either a single leaf or several leaves, typically two leaves. Within the meaning of the invention, these access doors also designate so-called landing doors, also called platform facades. The invention relates to a transport vehicle door which may comprise either a single leaf or several leaves, typically two leaves. Furthermore, these access doors can be in particular of the sliding type, or even sliding swinging.

The present invention relates more specifically to a control and drive assembly, intended to control each leaf belonging to such an access door. It also relates to a method for implementing this access door, by means of this control and drive assembly. Finally, it relates, on the one hand, to a transport vehicle and, on the other hand, to a platform facade which are respectively equipped with at least one such control and drive assembly.

State of the art

Conventionally, a door leaf is movable, in a direction of movement that is most often horizontal, relative to the body of the vehicle that it equips. In a first position, called the closed position, this leaf closes off a bay formed in the body whereas, in its open position, it frees access to this bay. This leaf is capable of being set in motion, typically by means of an electric motor, in particular a rotary one. According to a first possibility, this motor drives an endless screw which cooperates with an elongated cylindrical body, the interior volume of which defines a nut meshing with the aforementioned endless screw. Furthermore, as an alternative, provision can be made for the motor to drive a belt, each strand of which supports an arm allowing the movement of a respective leaf.

The electric motor above is controlled by a control board, or door control unit (in English, “Door Control Unit” or DCU). This unit of command manages, in addition to the opening and closing of each leaf, some additional functions. Among the latter, we generally find the locking of the leaf in the closed position, as well as the detection of obstacles during closing, the passenger anti-dragging function, or even the emission of opening and closing signals. doors.

In the event of a failure of the control unit, or of the motor associated with it, or even of the drive chain for the leaves, a leaf is likely to be blocked in an open position, which prevents any movement of the transport vehicle. When such a failure is observed, it is then necessary to carry out a manual closing operation, on the part of a member of the crew, in particular the driver proper. It is understood that this occurrence is problematic, insofar as it can significantly delay the departure of a vehicle stopped at the station, which then considerably disturbs the network. Furthermore, this delay can take on prohibitive proportions, in particular in the case of so-called “driverless” transport vehicles, high-capacity urban metros or even platform front doors and platform screen doors.

In order to remedy the above problem, some manufacturers have proposed several architectures, aimed at adapting, in a judicious manner, the control and drive assembly of the door.

European patent application EP 1 912 846 suggests, in the event of a failure of the control board for a given door, to use the valid control board used in theory to manage the neighboring door. This therefore makes it possible to close, then lock, the or each leaf theoretically controlled by the out-of-use plate.

However, this solution has certain drawbacks, given that it induces an increase in the failure rate of all the control plates, which must be able to manage, in theory, an additional door. There is, moreover, an increase in the failure rate of the entire motorization since each motor, theoretically dedicated to a single control plate, must be able to be managed by two different plates. In addition, this creates a negative impact, in terms of safety, since there is a risk that a control plate will untimely manage a non-defective door. It will also be emphasized that, according to the teaching of this European patent application, a possible engine failure is not taken into account.

Mention should also be made of the European patent application EP 2 065 769 on behalf of the company FAIVELEY TRANSPORT TOURS, which plans to use the control panel of a given door, for example installed on the left or right side of the vehicle, for opening and closing the opposite door, installed on the right respectively left side of the vehicle. The control plate located on the first side, respectively left or right, is connected to an output module provided on the other side, respectively right or left. Therefore, the control plates located on these respective sides are managed by each other.

This alternative solution does not make it possible to remedy, in a satisfactory manner, the disadvantages of EP 1 912 846 presented above. We thus find, in particular, an increase in the risk of failure not only of the control plates, but also of the overall motorization. Moreover, just as in EP 1 912 846 , this second document does not take into account a possible engine failure. In addition, this alternative solution proves to be complex due to the reciprocal management between the control plates. Finally, it is only applicable for a couple of neighboring doors.

The Nabtesco company also proposed, in its European patent application EP 2 404 805 , to associate an additional control plate with a given motor. This takes over in the event of failure of the usual control board, in order to continue to operate the door in a normal manner.

However, this achievement does not prove to be entirely satisfactory, on the one hand from an economic point of view. Indeed, the fact of installing an additional control panel involves a significant additional cost. There is also a risk of deterioration in reliability, linked to the use of a specific electrical connection between the motor and the two control plates associated with it. The presence of these additional connections, which make it possible in particular to select the chosen control plate, in fact involves specific risks of failure. Finally, just as in the first two solutions, presented above, the Nabtesco implementation does not make it possible to remedy a possible failure in the motor.

Finally, we will cite the document FROM 199 13 996 , which describes a control and drive assembly for a door using different motors. In particular, one of these motors is more particularly dedicated to the so-called emergency movement of the door, which corresponds to an emergency situation. However, this solution has specific drawbacks, in particular in that it is relatively expensive. Furthermore, this document does not specifically target doors for transport vehicles.

Considering the foregoing, one objective of the present invention is to remedy, at least partially, the drawbacks of the prior art mentioned above.

Another object of the invention is in particular to propose a control and drive assembly which makes it possible to carry out, in a reliable manner, an emergency closing of the door, both in the event of a failure of the controls only the drive motor or its coupling.

Another object of the invention is to provide such a control and drive assembly which requires relatively inexpensive additional mechanical components, which are also suitable for providing emergency closing with low energy expenditure.

Another object of the invention is to provide such a control and drive assembly, which makes it possible to avoid any untimely operation, in particular in the case where the drive motor, its coupling or the control unit do not are not in a faulty state.

Another object of the invention is to provide such a control and drive assembly, which can be installed and implemented at the level of a single door.

Objects of the invention

• une unité de commande principale(2) comprenant des moyens électroniques de commande (22),
• un moteur principal d'entraînement (1) du ou de chaque vantail (112,114) de la porte, l'unité de commande principale étant apte à commander le moteur principal de manière à déplacer ce vantail selon deux sens opposés, correspondant respectivement à l'ouverture et la fermeture de ce vantail,
• un module de commande auxiliaire (4),
• un moteur auxiliaire (3), le module de commande auxiliaire étant apte à commander le moteur auxiliaire de manière à déplacer le ou chaque vantail selon au moins un sens, jusqu'à une position de fermeture de ce vantail, ce module de commande auxiliaire (4) étant en outre apte à commander le verrouillage du ou de chaque vantail, dans sa position de fermeture
• des moyens (5) de connexion entre l'unité principale et le moteur auxiliaire,

• l'unité de commande principale étant apte à transmettre au module de commande auxiliaire, par l'intermédiaire des moyens de connexion, un signal dit de référence (S), représentatif d'un bon fonctionnement à la fois du moteur principal, de l'unité de commande principale, ainsi que des moyens électroniques de commande,
• le module de commande auxiliaire étant apte à actionner le moteur auxiliaire, lorsque ce module de commande ne reçoit plus ledit signal de référence,
• cet ensemble étant caractérisé en ce que le moteur auxiliaire (3) est apte à déplacer le ou chaque vantail à une vitesse de déplacement (V') dite auxiliaire, la valeur maximale de ladite vitesse auxiliaire étant nettement inférieure à la valeur maximale (V) de la vitesse de déplacement, permise par le moteur principal (1).

According to the invention, at least one of the above objectives is achieved by means of a control and drive assembly for a door (106) of a transport vehicle (100), in particular of the train, tram, metro, trolleybus type. or bus, this control and drive assembly comprising

• a main control unit (2) comprising electronic control means (22),
• a main drive motor (1) for the or each leaf (112,114) of the door, the main control unit being capable of controlling the main motor so as to move this leaf in two opposite directions, corresponding respectively to the opening and closing of this leaf,
• an auxiliary control module (4),
• an auxiliary motor (3), the auxiliary control module being capable of controlling the auxiliary motor so as to move the or each leaf in at least one direction, up to a closed position of this leaf, this auxiliary control module ( 4) being also capable of controlling the locking of the or each leaf, in its closed position
• means (5) for connection between the main unit and the auxiliary motor,

• the main control unit being capable of transmitting to the auxiliary control module, via the connection means, a so-called reference signal (S), representative of correct operation of both the main engine, the main control unit, as well as electronic control means,
• the auxiliary control module being able to actuate the auxiliary motor, when this control module no longer receives said reference signal,
• this assembly being characterized in that the auxiliary motor (3) is capable of moving the or each leaf at a so-called auxiliary speed of movement (V'), the maximum value of the said auxiliary speed being significantly lower than the maximum value (V) the speed of movement permitted by the main motor (1).

• le rapport (V/V') entre, d'une part la valeur maximale de la vitesse de déplacement nominale permise par le moteur principal, d'autre part la valeur maximale de la vitesse de déplacement auxiliaire, est supérieur à 1.5 ;
• le rapport (V/V') entre, d'une part la valeur maximale de la vitesse de déplacement nominale permise par le moteur principal, d'autre part la valeur maximale de la vitesse de déplacement auxiliaire, est compris entre 1.5 et 3 ;
• la valeur maximale de la vitesse de déplacement auxiliaire (V') est inférieure à 0.5 m/s ;
• l'énergie maximale du moteur auxiliaire est inférieure à 18 Joules ;
• le module de commande auxiliaire est apte à actionner le moteur auxiliaire, lorsqu'il ne reçoit plus aucun signal provenant de l'unité de commande principale ;
• le module de commande auxiliaire est apte à actionner le moteur auxiliaire, lorsqu'il reçoit de l'unité de commande principale un signal différent du signal de référence ;
• le module de commande auxiliaire est apte à commander le moteur auxiliaire, de manière à déplacer le vantail selon un unique sens jusqu'à sa position de fermeture ;
• les moyens de connexion sont de type filaire, ces moyens de connexion filaire étant notamment aptes à faire circuler un signal variable de type périodique ;
• les moyens de connexion sont de type non filaire, ces moyens de connexion non filaire étant notamment aptes à faire passer un signal variable du type incrémental.

According to other characteristics of the control assembly, in accordance with the invention:

• the ratio (V/V') between, on the one hand the maximum value of the nominal displacement speed permitted by the main motor, on the other hand the maximum value of the auxiliary displacement speed, is greater than 1.5;
• the ratio (V/V') between, on the one hand the maximum value of the nominal displacement speed permitted by the main motor, on the other hand the maximum value of the auxiliary displacement speed, is between 1.5 and 3;
• the maximum value of the auxiliary movement speed (V') is less than 0.5 m/s;
• the maximum energy of the auxiliary motor is less than 18 Joules;
• the auxiliary control module is able to actuate the auxiliary motor, when it no longer receives any signal from the main control unit;
• the auxiliary control module is able to actuate the auxiliary motor, when it receives from the main control unit a signal different from the reference signal;
• the auxiliary control module is able to control the auxiliary motor, so as to move the leaf in a single direction to its closed position;
• the connection means are of the wired type, these wired connection means being in particular suitable for circulating a variable signal of the periodic type;
• the connection means are of the non-wired type, these non-wired connection means being in particular able to pass a variable signal of the incremental type.

These additional characteristics can be implemented with the main object above, individually or in any technically compatible combinations.

• le moteur principal est commandé selon une vitesse de déplacement dite nominale par l'intermédiaire de l'unité de commande, afin de réaliser chaque cycle d'ouverture et de fermeture du ou de chaque vantail, aussi longtemps que le module auxiliaire reçoit un signal dit de référence, représentatif d'un bon fonctionnement à la fois du moteur principal, de l'unité de commande principale, ainsi que des moyens électroniques de commande, tout en laissant le moteur auxiliaire inactif ;
• lorsque le module auxiliaire détecte une absence de réception dudit signal de référence, le moteur auxiliaire est commandé grâce au module auxiliaire, de manière à fermer le ou chaque vantail, selon une vitesse de déplacement dite auxiliaire qui est nettement inférieure à ladite vitesse de déplacement nominal.

The invention also relates to a method for implementing an above control and drive assembly, comprising the following steps:

• the main motor is controlled according to a so-called nominal displacement speed via the control unit, in order to perform each opening and closing cycle of the or each leaf, as long as the auxiliary module receives a so-called signal reference, representative of correct operation of both the main motor, the main control unit, as well as the electronic control means, while leaving the auxiliary motor inactive;
• when the auxiliary module detects an absence of reception of said reference signal, the auxiliary motor is controlled thanks to the auxiliary module, so as to close the or each leaf, according to a so-called auxiliary displacement speed which is significantly lower than said nominal displacement speed .

• ce procédé comprend en outre une phase d'initialisation, dans laquelle on transmet au moins une fois ledit signal de référence au module auxiliaire, par l'intermédiaire de l'unité de commande, avant de réaliser le premier cycle d'ouverture et de fermeture du ou de chaque vantail ;
• après avoir détecté l'absence de réception du signal de référence au moyen du module auxiliaire, on observe une phase de temporisation, avant de commander le moteur auxiliaire grâce au module auxiliaire.

According to other characteristics of this process:

• this method further comprises an initialization phase, in which said reference signal is transmitted at least once to the auxiliary module, via the control unit, before carrying out the first opening and closing cycle of the or of each leaf;
• after having detected the absence of reception of the reference signal by means of the auxiliary module, a delay phase is observed, before controlling the auxiliary motor by means of the auxiliary module.

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

The invention also relates to a transport vehicle, in particular of the train, tramway, metro, trolleybus or even bus type, this vehicle comprising at least one door comprising at least one leaf, means for moving each leaf, and a set command and drive above.

The invention also relates to a platform for stopping a transport vehicle, in particular of the train, tramway, metro, bus or even trolleybus type, this platform comprising at least one door comprising at least one leaf, means of movement of each leaf, and a control and drive assembly above.

• les moyens de déplacement comprennent un organe de déplacement allongé, notamment une vis sans fin ou plusieurs vis sans fin qui sont accouplées l'une à l'autre, les arbres de sortie respectivement du moteur principal et du moteur auxiliaire étant en prise avec les extrémités opposées de l'organe de déplacement allongé ;
• les moyens de déplacement comprennent un organe de déplacement allongé, notamment une vis sans fin ou plusieurs vis sans fin qui sont accouplées l'une à l'autre, uniquement l'arbre de sortie du moteur principal étant en prise avec l'une des extrémités de l'organe de déplacement allongé ;
• les moyens de déplacement comprennent un organe de déplacement en boucle fermée, notamment une courroie de transmission, ainsi que des poulies aptes à coopérer avec l'organe de déplacement en boucle fermée, le moteur principal étant apte à entraîner une première poulie alors que le moteur auxiliaire est apte à entraîner une seconde poulie.

According to other characteristics of this transport vehicle, or of this stopping platform:

• the displacement means comprise an elongated displacement member, in particular a worm or several worms which are coupled to one another, the output shafts of the main motor and of the auxiliary motor respectively being in engagement with the ends opposed to the elongated displacement member;
• the displacement means comprise an elongated displacement member, in particular a worm or several worms which are coupled to each other, only the output shaft of the main motor being in engagement with one of the ends the elongated displacement member;
• the displacement means comprise a closed-loop displacement member, in particular a transmission belt, as well as pulleys capable of cooperating with the closed-loop displacement member, the main motor being capable of driving a first pulley while the motor auxiliary is capable of driving a second pulley.

Description of figures

• [Fig. 1] est une vue de face, illustrant de manière schématique, une partie d'un véhicule de transport équipé d'un ensemble de commande et d'entraînement selon l'invention.
• [Fig. 2] est un graphe, illustrant un signal émis par une unité principale de commande, appartenant à l'ensemble selon l'invention.
• [Fig. 3] est une vue de face, analogue à la figure 1, illustrant la mise en œuvre de l'ensemble de commande et d'entraînement selon l'invention, dans une configuration normale.
• [Fig. 4] est une vue de face, analogue à la figure 3, illustrant la mise en œuvre de l'ensemble de commande et d'entraînement selon l'invention, dans le cas d'un dysfonctionnement du moteur principal ou de l'unité de commande principale appartenant à cet ensemble.
• [Fig. 5] est une vue de face, analogue à la figure 1, illustrant un ensemble de commande et d'entraînement selon un second mode de réalisation de l'invention.
• [Fig. 6] est une vue de face, analogue à la figure 5, illustrant un ensemble de commande et d'entraînement selon une variante de ce second mode de réalisation de l'invention.
• [Fig. 7] est une vue de face, analogue à la figure 1, illustrant un ensemble de commande et d'entraînement selon un troisième mode de réalisation de l'invention.

The invention will be described below, with reference to the appended drawings, given solely by way of non-limiting examples, in which:

• [ Fig. 1 ] is a front view, schematically illustrating part of a transport vehicle equipped with a control and drive assembly according to the invention.
• [ Fig. 2 ] is a graph, illustrating a signal transmitted by a main control unit, belonging to the assembly according to the invention.
• [ Fig. 3 ] is a front view, analogous to the figure 1 , illustrating the implementation of the control and drive assembly according to the invention, in a normal configuration.
• [ Fig. 4 ] is a front view, analogous to the picture 3 , illustrating the implementation of the control and drive assembly according to the invention, in the event of a malfunction of the main motor or of the main control unit belonging to this assembly.
• [ Fig. 5 ] is a front view, analogous to the figure 1 , illustrating a control and drive assembly according to a second embodiment of the invention.
• [ Fig. 6 ] is a front view, analogous to the figure 5 , illustrating a control and drive assembly according to a variant of this second embodiment of the invention.
• [ Fig. 7 ] is a front view, analogous to the figure 1 , illustrating a control and drive assembly according to a third embodiment of the invention.

detailed description

The figure 1 schematically illustrates a section of transport vehicle 100 which is equipped with a control and drive assembly according to the invention, which is designated by the reference I. This vehicle is for example a train, a tram, a metro, a bus or even a trolleybus. On this figure 1 , there is shown only in a simplified manner, a section of the body 102 of this vehicle, as well as a door 106. In a manner known per se, this door is of the sliding type. It comprises a fixed frame 108, arranged at the periphery of a bay 110 arranged in the body of this vehicle. This door is further provided with two leaves 112 and 114, which form the opening. As a variant, this door can be provided with a single leaf, or else with several leaves.

The figure 1 also illustrates means, allowing the driving of each leaf relative to the frame, in a direction denoted XX which corresponds to the rolling axis of the vehicle. These drive means firstly comprise a drive member, of the worm screw type 120, which is integral in translation with the frame. A so-called driven member 122 and 124 is also provided, integral with a respective leaf. Each driven member is made in the form of a cylindrical body, the inner surface of which forms a nut 123 and 125, intended to cooperate with the endless screw above. The various mechanical elements listed above are of the conventional type so that they will not be described in more detail below.

The control and drive assembly I essentially comprises a main motor 1, a main control unit 2, an auxiliary motor 3, an auxiliary control module 4 as well as connection means 5 between the main control unit and the auxiliary control module.

The main motor 1, which is known per se, is typically a DC rotary motor. As a variant, this motor could also be of the “brushless” or even stepper type. On the figure 1 , 3 and 4 , its output shaft 10 is shown schematically. This shaft 10 cooperates with the endless screw 120, so as to be able to drive it in rotation. This engine has such performance that it allows a movement of each leaf along the axis XX above, at a speed V typically between 0.1 and 1 meter per second (m/s).

The main control unit 2, which is also known per se, is equipped with electronic control means, represented schematically under the reference 22. These electronic means comprise one or more software, in a conventional manner. This main unit 2 is in particular capable of controlling the main motor above via a control line 20. In particular, this unit allows the rotation of the output shaft 10 in opposite directions, this which allows movement of the leaves both in the direction of closing and in the direction of opening.

In addition to its opening and closing functions, the unit is able to fulfill additional functions, in a conventional manner. Among these main functions, mention will be made in particular of the locking of the leaf in the closed position, as well as the detection of obstacles during closing, the passenger anti-dragging function, or even the transmission of opening and closing the leaves. Typically, this main control unit 2 is similar to the control panels (or Door Control Units) known from the state of the art, which have been detailed in the preamble to the present description.

The auxiliary motor 3, which is also known per se, is typically also a DC rotary motor, a “brushless” type motor, or even a stepper type motor. On the figure 1 , 3 and 4 , its output shaft 30 is shown schematically. This shaft 30 cooperates with the endless screw 120 so as to also be able to drive it in rotation, in particular in certain operational circumstances which will be detailed below. A clutch member 32 is advantageously interposed between this output shaft 30 and the worm screw 120, so that the auxiliary motor 3 is not permanently engaged with the worm screw, in particular during a normal operation as will be detailed below.

According to the invention, the maximum speed V' of displacement of each leaf, which is called auxiliary in that it is permitted by the starting of this auxiliary motor 3, is substantially lower than the maximum speed V, called nominal in that it is permitted by the main engine above. Preferably, the ratio (V/V') between the nominal and auxiliary speeds above is greater than 1.5, being in particular between 1.5 and 3. Advantageously, the maximum auxiliary speed V' is in all cases less than 0.5 m/s.

Advantageously, the auxiliary motor 3 has performances that are markedly lower than those of the main motor 1. In particular the ratio (E/E'), between the respective maximum energies of the main motor and of the auxiliary motor, is much greater than 1. Advantageously, the maximum energy E' of the auxiliary motor is in all cases less than 18 Joules.

The auxiliary control module 4, which is able to control the auxiliary motor 3 above via a control line 40, is advantageously of a different type from that of the main unit 2. In particular, this auxiliary module has a number of functionalities reduced, compared to those authorized by this main unit. In this respect, provision can advantageously be made for this auxiliary module to be able to control only, on the one hand, the movement of each leaf towards its closed position and, on the other hand, its locking relative to the frame in this position of closing. It will be noted that, in the event that the locking mechanism normally dedicated to this function is damaged, an emergency lockout, of the conventional type, is activated following the command generated by the auxiliary module 4..

The means of connection, which are schematically illustrated on the figure 1 , 3 and 4 , are designated as a whole by the reference 5. In accordance with the invention, they can be made in different forms. It is possible, in particular, to provide wire-type connection means such as a binary input/output, which then take the form, for example, of a cable or a set of cables. As a variant, it is also possible to provide connection means of the electronic network type, for example a network of the CAN (Controller Area Network) type or of the ETHERNET type. Another variant may consist in using a wireless connection, for example of the Wifi ^® or Bluetooth ^® type.

According to the invention, the main control unit 2 transmits in service, via the connection means 5, a signal in the direction of the auxiliary control module 4. This signal is representative of the operating level of the main motor 1 , namely that it may be representative of correct operation of this engine, or else of incorrect operation of the latter.

In the case of a wire-type network, the so-called reference signal, representative of the correct operation of the motor, can be such as that described in picture 2 , where it is affected by the reference S. It is in this case a square signal, emitted at a constant frequency, materializing the variation of a voltage as a function of time. By way of example, the amplitude Umax of this voltage is for example between 0 and 137 V. Typically, this maximum amplitude can have one of the following values: 3.3 V, 5 V, 12V or 24 V, or even 72 V or 110 V. Furthermore, the period T of the signal is for example between 10 ms and 1 s, typically of the order of 100 ms.

In the case of a network or wireless type connection, the so-called reference signal, representative of the correct operation of the motor, is materialized by the incrementation, by means of the main unit, of a counter present on the auxiliary module . This counter is incremented at a period for example comprised between 10 ms and 1 s, typically close to 100 ms.

In the case where several processors and/or software are used, on the one hand the reference signal in the wired configuration, on the other hand the counter in the wireless configuration, correspond to the results of the different states of this plurality of processors and /or software. In other words, this reference signal just like this counter are representative of the correct operation of both the motor, the software and the control board 2.

The implementation of the control and drive assembly I in accordance with the invention, as described above, will now be explained, in particular with reference to the figure 2 and 3 .

Advantageously, an initialization phase is first carried out. In essence, the main control unit 2 transmits at least once, to the auxiliary module 4, the signal representative of the correct operation of the engine and of its control unit. As seen above, this signal can take different forms depending on whether the connection means 5 are of the wired or non-wired type. Once this initialization phase has been carried out, the auxiliary module 4 is then able to identify the transmission, either of the signal representative of correct operation, or of a different signal which is therefore representative of incorrect operation. It will also be noted that this auxiliary module 4 is capable of identifying the pure and simple absence of transmission of any signal, on the part of the main control unit.

In this regard, it will be noted that it is particularly advantageous to provide a reference signal which is variable, namely of the dynamic and not static type. In other words, this reference signal changes values over time. This temporal change makes it possible to identify a possible malfunction of the plate, due to the fact that the latter would be frozen. Consequently, it is a so-called plate life signal (“life signal” in English).

The picture 3 illustrates normal operation of the door and its control and drive assembly. In this figure, the active mechanical and electrical elements are shown in solid lines, while the inactive elements are shown in dotted lines. During such normal operation, the main control unit manages the usual functions assigned to it. In particular, it controls the main motor so that its output shaft and, consequently, the worm 120, can be rotated in opposite directions. On the picture 3 , we note R1 the direction of rotation corresponding to the closing of the doors, as well as R2 the opposite direction of rotation corresponding to their opening. These movements of the leaves in opposite directions are shown on the picture 3 , by double arrows F 112 and F 114. It will be noted that, during this normal operation, the auxiliary motor 3 does not mesh with the endless screw 120, due to the presence of the clutch member 32.

It is now assumed that there is a malfunction, at the level of the door and/or of its control and drive assembly. Such a malfunction can correspond to different occurrences. First of all, it can be a motor failure, the detection of a door leaf that is not closed correctly, or a door leaf that is locked without being closed correctly. This malfunction can also take the form of an electrical or electronic type problem, that is to say in particular a failure at the software level. This malfunction can also signify a problem with the periodic tests, also called “self-tests”, which are conventionally carried out by the control unit 2. These tests are intended to check the proper functioning in real time of the control unit. control itself, or of the entire door. This may involve, among other things, consistency tests at the level of sensors or contacts.

• soit du moteur principal 1,
• soit de l'unité de commande principale 2 elle-même (hardware),
• soit d'au moins un des logiciels (software) formant les moyens électroniques de commande 22 de cette unité principale.

Such a malfunction can therefore mainly be representative of incorrect operation:

• either main engine 1,
• either from the main control unit 2 itself (hardware),
• or at least one of the software (software) forming the electronic control means 22 of this main unit.

Such a malfunction is then detected, at the level of the auxiliary module 4. In the event that the main control unit detects an engine failure, it stops the transmission of the reference signal. The auxiliary module then identifies this absence of transmission, so that it concludes with the malfunction above. In the event that the failure occurs at the level of the control unit itself, the latter can either continue to emit a signal which is however different from the reference signal, or no longer emit a signal. This occurrence is then identified by the auxiliary module, as a malfunction.

Once this malfunction has been identified, either by the absence of a signal, or by the transmission of a signal that does not conform to the reference signal, the auxiliary control module 4 activates the auxiliary motor 3, which is illustrated in the figure 4 . Just like on the picture 3 , the figure 4 illustrates, respectively in solid and dotted lines, the mechanical and electrical elements respectively active and inactive.

As this shows figure 4 , the auxiliary module 4 first of all controls the clutch 32 so as to put the output shaft 30 of the auxiliary motor and the worm screw 120 into mutual engagement, which is shown by the arrow F32. This output shaft 30 is then rotated, just like the endless screw 120. This rotation, materialized by the arrow R'1, then causes the leaves to close, which is materialized by the simple arrows F' 112 and F' 114 .

In order to avoid an action that is too sensitive, the command implemented by the auxiliary module can intervene after a time delay. In other words, a predefined duration is provided between, on the one hand, the moment when the absence of transmission of the reference signal is detected and, on the other hand, the moment when the auxiliary module executes its own ordered.

Advantageously, provision can be made for the closing command, coming from the auxiliary module, to be limited to a certain time period, typically between 1 s and 10 s. This avoids potential conflicts between this auxiliary module and the main control unit, in the event that this auxiliary module detects a failure of the main motor or main unit, when these are in good working order. This also makes it possible to reduce the risk of passengers being trapped when they activate the emergency opening device.

The auxiliary module 4 is also capable of controlling the locking of the leaves, once they have reached their closed position mentioned above. This locking can be of the so-called active type, in the sense that it is carried out by the auxiliary motor 3 at the end of the closing movement. We can also find ourselves in a case of so-called passive locking, namely that this locking is induced by the movement of the door itself, without additional action of the auxiliary motor. In either of these cases, this locking remains controlled by the auxiliary module 4.

The malfunction, detected above, may be temporary. In this case the normal operation of the leaves, in particular with regard to the opening and closing cycles, is again carried out thanks to the main control unit and the main motor. On the other hand, if this malfunction proves to be permanent, appropriate repairs should be made to the main control unit and/or the main engine.

It will be noted that, in the case where the main unit 2 is in normal operation, the successive locking then closing commands can be ordered to the auxiliary module 4, via this main unit.

On the figure 1 , the on-board cabin 130 has been schematically illustrated. Optionally, an additional control line 132 advantageously connects this on-board cabin and the auxiliary module 4. Under these conditions, independently of the steps described above, the driver or well any member of the crew can operate the auxiliary module 4, if necessary. This occurrence can in particular occur when the crew observes a failure at the level of the door or else of the control and drive assembly, the cause of which cannot be easily identified.

It will also be emphasized that, advantageously, the output shaft 30 cannot be rotated in the opposite direction, this impossibility being materialized by the crossed-out arrow R'2 visible on the figure 4 . In other words, the auxiliary motor is not able to generate an opening of the door leaves. This makes it possible to reduce the dimensions and performance of this motor, which is advantageous in terms of size and costs. It should be noted that the above impossibility is beneficial at the level of security with regard to the risks of untimely opening, whereas it is also not likely to impact the correct operation of the entire network. railway.

In this first embodiment, the clutch 32 is optional. Indeed, one can imagine that the output shaft 30 is permanently engaged with the endless screw. In this case, when the latter is driven by the main motor, this endless screw meshes with the auxiliary motor 3, which is switched on passively. Nevertheless, the use of the clutch 32 is advantageous, insofar as it makes it possible to reduce the wear of the auxiliary motor, given that the latter is then completely inactive in normal operation of the door. This clutch also reduces manual efforts to open and close the doors.

The figure 5 illustrates a second embodiment of the invention. On this figure 5 , the mechanical elements of the control and drive assembly, which are similar to those of the preceding figures, are assigned the same reference numbers, increased by the number 100.

The control and drive assembly shown in this figure 5 differs from that of the preceding figures, in particular in that the output shaft 230 of the auxiliary motor 203 does not cooperate directly with the endless screw 120. Indeed this auxiliary motor 203 is placed opposite this endless screw, relative to the main motor 201. The output shaft 230 of the auxiliary motor 203 therefore cooperates with the input of the main motor 201, with the interposition of a clutch member 232.

In normal operation, the main motor drives the leaves both in opening and closing, as in the first embodiment above. Then, in the event of a malfunction detected by the auxiliary module, the latter controls the clutch so as to bring the auxiliary motor into engagement with the main motor. This auxiliary motor is then started, so as to drive the main motor which in turn generates the rotation of the endless screw, advantageously only in the direction of closing the leaves.

The figure 6 illustrates a variant of the second embodiment, presented with reference to the figure 5 . On this figure 6 the mechanical elements of the control assembly and training, which are similar to those of the figure 5 are assigned the same reference numbers, increased by the number 100.

The control and drive assembly of this figure 6 differs from that of the figure 5 in that the motors 301 and 303 are permanently in engagement, since there is no clutch such as that 232. In addition, there is an additional control line connecting the main unit and the auxiliary motor . In normal operation, it is possible to choose to actuate only the main motor, or else both this main motor and its auxiliary motor. In the event of a malfunction, analogously to what has been described above, only the auxiliary motor is started, so as to drive the main motor and the endless screw.

By way of a variant not shown, provision may be made for the drive means to be made in a different form from a single endless screw, such as that 120 described. In this spirit, each middle leaf can be equipped with a respective worm, these two worms then being advantageously coupled.

In the examples above, the means for moving each door leaf are of the worm and nut type. Nevertheless, the invention finds its application to other types of displacement means. In this spirit, the figure 7 illustrates a control and drive assembly associated with displacement means, which use a pulley and belt system. On this figure 7 the mechanical elements similar to those of the first embodiment are assigned the same reference numbers, increased by the number 400.

As this shows figure 7 , analogously to the first embodiment, the control and drive assembly comprises a main motor 401, a main unit 402, an auxiliary motor 403, an auxiliary module 404 as well as connection means 405 between the unit main and the auxiliary module. On this figure 7 , there is illustrated a so-called main pulley 504, capable of being driven by the main motor 401. This pulley 504 meshes with a belt 520, which wraps around a so-called auxiliary pulley 534, provided in the vicinity of the auxiliary motor.

In normal operation, the main motor sets the pulley 504 in motion, as well as the belt 520. The latter supports, on each of its strands, a respective displacement arm 522 and 524. Each arm is integral with a leaf 512 and 514 so that when the setting in motion of the belt according to the double arrow F 520, the aforementioned leaves are driven according to the double arrows F 512 and F 514. Preferably, the pulleys are able to allow movement of the leaves of the sliding tacking type. To this end, the various mechanical elements above comply, for example, with the teaching of the patent French 3,003,887 .

Contrary to the arrangement described in this French patent, the auxiliary pulley 534 is not permanently of the driven type. Indeed, it is capable of being driven by the auxiliary motor 403. Consequently, if a malfunction within the meaning of what has been described above is observed by the auxiliary module, the latter controls the auxiliary motor 403. The latter then cooperates with the pulley 534, so as to set the belt 520 in motion and to move the leaves 522 and 524. Thus, in the occurrence of such a malfunction, the auxiliary motor is driving while the main motor is driven . On the other hand, as seen above, in the context of normal operation, the main engine is driving and the auxiliary engine driven.

By way of an additional variant, also not shown, provision may be made for the control and drive assembly according to the invention to cooperate with a door having a single leaf. In this case, a single endless screw is typically provided, similar to that 120 described but of smaller axial dimension. This endless screw is capable of meshing with the main motor and, in the event of failure of the latter, with the auxiliary motor as explained above.

The invention has many advantages compared to the prior art.

It will be noted first of all that the invention makes it possible to resolve, in a reliable manner, malfunctions occurring not only at the level of the main control unit, but also of the main motor. Indeed, the auxiliary module can be warned of such an abnormal operation, both at the level of the control unit and of the main motor, when this auxiliary module notes the absence of transmission of the reference signal. This is to be compared with the prior art which, as has been explained above, does not make it possible to take into account possible problems at the level of the main engine.

Furthermore, the invention provides a reliable solution to these malfunctions, without however involving significant additional costs. Indeed, according to the invention, it is provided that the leaf movement speed, in an emergency situation, is much lower than its movement speed during normal operation. Under these conditions, the auxiliary engine advantageously has performance and, consequently, a cost price that is significantly lower than that of the main engine. In addition, as mentioned above, provision is advantageously made for the auxiliary module and the auxiliary motor to be dedicated solely to the functions of closing and, where appropriate, locking the leaves. With this in mind, it is possible in particular to use, as an auxiliary module, a microcontroller or even a complex programmable logic circuit (CPLD or “complex programmable logic device”).

By comparison, it should be emphasized that the layout proposed by the document FROM 199 13 996 uses the same types of mechanical elements, both for movement in normal conditions and for movement in an emergency. Under these conditions, an emergency situation is certainly managed reliably, but at the cost of a significant additional cost. The latter translates into practice, not only in terms of mechanical investments, but also of energy expenditure.

In this respect, it should be noted that the emergency closure, provided according to the invention, corresponds to a fallback situation (i.e. the English term "backup") which is quite distinct from the emergency situation managed by FROM 199 13 996 . In essence, in the invention, there is no real urgency attached to the closing of the door, as long as this closing is effective. It is therefore possible to achieve, in accordance with the invention, this emergency or fallback closure with low energy. Indeed, in this situation, the leaf is moved at a low speed, significantly lower than its speed of movement in a normal situation.

Under these conditions, the invention overcomes any significant risk of injuring a passenger, following a possible impact with this slowly mobilized leaf. This is to be compared with the solution of FROM 199 13 996 which provides identical motors, both in normal operation and in the event of emergency closing, which we have seen corresponds to an emergency situation. Under these conditions, the risk of injury to a passenger is significant given that, during this emergency closing, the leaf is moved at the same speed as in a normal operating situation.

It will be noted that the fact of providing an auxiliary module, according to the invention, has specific advantages with regard to a solution which would use a control module unique. Indeed, in the event of failure of such a single module, the door would no longer be operational, which could then cause a prolonged stoppage of the transport vehicle. On the contrary, an auxiliary control module makes it possible, in accordance with the invention, to preserve a backup operation of the door, which avoids any paralysis of the transport vehicle.

Finally, it should be emphasized that the auxiliary motor, used in accordance with the invention, cannot be the cause of an untimely operation in normal operation of the door. Indeed, in the context of such normal operation, this auxiliary motor is inactive vis-à-vis the leaf movement means.

Claims (15)

Control and drive assembly for door (106) of transport vehicle (100), in particular of the train, tramway, metro, trolleybus or even bus type, this control and drive assembly comprising - a main control unit (2) comprising electronic control means (22), - a main drive motor (1) of the or each leaf (112,114) of the door, the main control unit being able to control the main motor so as to move this leaf in two opposite directions, corresponding respectively to the opening and closing of this leaf, - an auxiliary control module (4), - an auxiliary motor (3), the auxiliary control module being capable of controlling the auxiliary motor so as to move the or each leaf in at least one direction, up to a closed position of this leaf, this auxiliary control module (4) being also capable of controlling the locking of the or each leaf, in its closed position, - connection means (5) between the main unit and the auxiliary motor, the main control unit being capable of transmitting to the auxiliary control module, via the connection means, a so-called reference signal (S), representative of correct operation of both the main engine, the main control unit, as well as electronic control means, the auxiliary control module being able to actuate the auxiliary motor, when this control module no longer receives said reference signal, this assembly being characterized in that the auxiliary motor (3) is capable of moving the or each leaf at a so-called auxiliary movement speed (V'), the maximum value of the said auxiliary movement speed being significantly lower than the maximum value ( V) the displacement speed allowed by the main motor (1). Assembly according to the preceding claim, in which the ratio (V/V') between, on the one hand the maximum value of the displacement speed permitted by the main motor, on the other hand the maximum value of the auxiliary displacement speed, is greater than 1.5. Assembly according to the preceding claim, in which the ratio (V/V') between, on the one hand, the maximum value of the displacement speed permitted by the main motor, on the other hand, the maximum value of the auxiliary movement speed is between 1.5 and 3. Assembly according to one of the preceding claims, in which the maximum value of the auxiliary displacement speed (V') is less than 0.5 m/s. Assembly according to one of the preceding claims, in which the maximum energy of the auxiliary motor is less than 18 Joules. Assembly according to one of the preceding claims, in which the auxiliary control module is able to actuate the auxiliary motor, when it no longer receives any signal coming from the main control unit. Assembly according to one of the preceding claims, in which the auxiliary control module is able to actuate the auxiliary motor, when it receives from the main control unit a signal different from the reference signal. Assembly according to one of the preceding claims, in which the auxiliary control module is capable of controlling the auxiliary motor, so as to move the leaf in a single direction up to its closed position. Assembly according to one of the preceding claims, in which the connection means are of the wired type, these wired connection means being in particular capable of circulating a variable signal of the periodic type. Assembly according to one of Claims 1 to 8, in which the connection means are of the non-wired type, these non-wired connection means being in particular able to pass a variable signal of the incremental type. Method of implementing a control and drive assembly according to the preceding claim, comprising the following steps: - the main motor is controlled according to a so-called nominal displacement speed via the control unit, in order to carry out each opening and closing cycle of the or each leaf, as long as the auxiliary module receives a signal referred to as reference, representative of proper functioning of both the main engine, the main control unit, as well as the electronic control means, while leaving the auxiliary engine inactive; - when the auxiliary module detects an absence of reception of said reference signal, the auxiliary motor is controlled thanks to the auxiliary module, so as to close the or each leaf, according to a so-called auxiliary displacement speed which is significantly lower than said displacement speed nominal. Method according to claim 10, further comprising an initialization phase, in which said reference signal is transmitted at least once to the auxiliary module, via the control unit, before carrying out the first cycle of opening and closing of the or each leaf. Method according to one of Claims 11 or 12 in which, after having detected the absence of reception of the reference signal by means of the auxiliary module, a delay phase is observed, before controlling the auxiliary motor by means of the auxiliary module. Transport vehicle, in particular of the train, tramway, metro, trolleybus or even bus type, this vehicle comprising at least one door comprising at least one leaf, means for moving each leaf, and a control and drive assembly according to the any of claims 1 to 10. Platform for stopping a transport vehicle, in particular of the train, tramway, metro, bus or even trolleybus type, this platform comprising at least one door comprising at least one leaf, means for moving each leaf, and a set of control and drive according to any one of claims 1 to 10.

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