EP4098507B1 - Control and drive assembly for a door of a transport vehicle, corresponding vehicle and implementation method - Google Patents
Control and drive assembly for a door of a transport vehicle, corresponding vehicle and implementation method Download PDFInfo
- Publication number
- EP4098507B1 EP4098507B1 EP22175347.8A EP22175347A EP4098507B1 EP 4098507 B1 EP4098507 B1 EP 4098507B1 EP 22175347 A EP22175347 A EP 22175347A EP 4098507 B1 EP4098507 B1 EP 4098507B1
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- Prior art keywords
- auxiliary
- motor
- leaf
- main
- module
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Images
Classifications
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
- E05F15/00—Power-operated mechanisms for wings
- E05F15/60—Power-operated mechanisms for wings using electrical actuators
- E05F15/603—Power-operated mechanisms for wings using electrical actuators using rotary electromotors
- E05F15/632—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for horizontally-sliding wings
- E05F15/635—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for horizontally-sliding wings operated by push-pull mechanisms, e.g. flexible or rigid rack-and-pinion arrangements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D19/00—Door arrangements specially adapted for rail vehicles
- B61D19/02—Door arrangements specially adapted for rail vehicles for carriages
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
- B61B1/02—General arrangement of stations and platforms including protection devices for the passengers
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
- E05F15/00—Power-operated mechanisms for wings
- E05F15/60—Power-operated mechanisms for wings using electrical actuators
- E05F15/603—Power-operated mechanisms for wings using electrical actuators using rotary electromotors
- E05F15/632—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for horizontally-sliding wings
- E05F15/655—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for horizontally-sliding wings specially adapted for vehicle wings
- E05F15/659—Control circuits therefor
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
- E05Y2201/00—Constructional elements; Accessories therefor
- E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
- E05Y2201/23—Actuation thereof
- E05Y2201/246—Actuation thereof by auxiliary motors, magnets, springs or weights
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
- E05Y2201/00—Constructional elements; Accessories therefor
- E05Y2201/40—Motors; Magnets; Springs; Weights; Accessories therefor
- E05Y2201/43—Motors
- E05Y2201/434—Electromotors; Details thereof
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
- E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
- E05Y2400/10—Electronic control
- E05Y2400/32—Position control, detection or monitoring
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
- E05Y2900/00—Application of doors, windows, wings or fittings thereof
- E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
- E05Y2900/506—Application of doors, windows, wings or fittings thereof for vehicles for buses
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
- E05Y2900/00—Application of doors, windows, wings or fittings thereof
- E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
- E05Y2900/51—Application of doors, windows, wings or fittings thereof for vehicles for railway cars or mass transit vehicles
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
- E05Y2900/00—Application of doors, windows, wings or fittings thereof
- E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
- E05Y2900/53—Type of wing
- E05Y2900/531—Doors
Definitions
- 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.
- 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.
- this leaf 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.
- 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.
- 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.
- 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-service plate.
- 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.
- 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 propose such a control and drive assembly, which can be installed and implemented at the level of a single door.
- the invention also relates to a transport vehicle, in particular of the train, tram, 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 unit above.
- FIG 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.
- this door is of the sliding type. It comprises a fixed frame 108, arranged at the periphery of a bay 110 formed in the body of this vehicle.
- This door is further provided with two leaves 112 and 114, which form the opening.
- this door can be provided with a single leaf, or else with several leaves.
- FIG. 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.
- 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.
- 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.
- 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 endless screw 120, so that the auxiliary motor 3 is not permanently engaged with the endless screw, in particular during a normal operation as will be detailed below.
- 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.
- the ratio (V/V') between the nominal and auxiliary speeds above is greater than 1.5, being in particular between 1.5 and 3.
- the maximum auxiliary speed V' is in all cases less than 0.5 m/s.
- the auxiliary motor 3 has performances that are markedly lower than those of the main motor 1.
- the ratio (E/E') between the respective maximum energies of the main motor and of the auxiliary motor is much greater than 1.
- 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.
- this auxiliary module has a number of functionalities reduced, compared to those authorized by this main unit.
- connection means which are schematically illustrated on the figure 1 , 3 and 4 , are designated as a whole by the reference 5.
- 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.
- 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.
- 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.
- the so-called reference signal representative of the correct operation of the motor
- the amplitude Umax of this voltage is for example between 0 and 137 V.
- 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.
- the period T of the signal is for example between 10 ms and 1 s, typically of the order of 100 ms.
- 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.
- the reference signal in the wired configuration corresponds to the results of the different states of this plurality of processors and /or software.
- this reference signal just like this counter are representative of the correct operation of both the motor, the software and the control board 2.
- 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 .
- an initialization phase is first carried out.
- 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 its control unit.
- this signal can take different forms depending on whether the connection means 5 are of the wired or non-wired type.
- 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.
- FIG. 3 illustrates normal operation of the door and its control and drive assembly.
- the active mechanical and electrical elements are shown in solid lines, while the inactive elements are shown in dotted lines.
- 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.
- 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.
- the auxiliary motor 3 does not mesh with the endless screw 120, due to the presence of the clutch member 32.
- a malfunction at the level of the door and/or of its control and drive assembly.
- a malfunction can correspond to different occurrences.
- 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.
- a malfunction is then detected, at the level of the auxiliary module 4.
- the main control unit detects an engine failure, it stops the transmission of the reference signal.
- the auxiliary module identifies this absence of transmission, so that it concludes with the malfunction above.
- 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.
- the auxiliary control module 4 activates the auxiliary motor 3, which is illustrated in the figure 4 .
- the auxiliary motor 3 illustrates, respectively in solid and dotted lines, the mechanical and electrical elements respectively active and inactive.
- 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 .
- the command implemented by the auxiliary module can intervene after a time delay.
- 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 order.
- a certain time period typically between 1 s and 10 s.
- 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.
- 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.
- the on-board cabin 130 has been schematically illustrated.
- an additional control line 132 advantageously connects this on-board cabin and the auxiliary module 4.
- 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.
- 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 .
- 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.
- 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.
- FIG. 5 illustrates a second embodiment of the invention.
- 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.
- 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.
- FIG 6 illustrates a variant of the second embodiment, presented with reference to the figure 5 .
- 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.
- each middle leaf can be fitted with a respective worm, these two worms then being advantageously coupled.
- 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.
- the figure 7 illustrates a control and drive assembly associated with displacement means, which use a pulley and belt system.
- the mechanical elements similar to those of the first embodiment are assigned the same reference numbers, increased by the number 400.
- 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.
- 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.
- 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.
- the pulleys are able to allow movement of the leaves of the sliding tacking type.
- the various mechanical elements above comply, for example, with the teaching of French patent 3,003,887.
- 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.
- control and drive assembly may cooperate with a door having a single leaf.
- 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.
- 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.
- the invention provides a reliable solution to these malfunctions, without however involving significant additional costs.
- the leaf movement speed in an emergency situation, is much lower than its movement speed during normal operation.
- the auxiliary engine advantageously has performance and, consequently, a cost price that is significantly lower than that of the main engine.
- CPLD complex programmable logic circuit
- the emergency closure 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 .
- 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.
- 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.
- auxiliary module 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.
- 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.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Power-Operated Mechanisms For Wings (AREA)
- Control Of Multiple Motors (AREA)
Description
La présente invention concerne le domaine des portes d'accès à un véhicule de transport. Ces portes d'accès peuvent tout d'abord désigner des portes appartenant à des véhicules de transport, notamment de type train, tramway, métro, trolleybus ou encore bus. L'invention concerne une porte de véhicule de transport qui peut comporter, soit un unique vantail, soit plusieurs vantaux, typiquement deux vantaux. Au sens de l'invention, ces portes d'accès désignent également des portes dites palières, encore dénommées façades de quai. L'invention concerne une porte de véhicule de transport qui peut comporter, soit un unique vantail, soit plusieurs vantaux, typiquement deux vantaux. Par ailleurs, ces portes d'accès peuvent être notamment de type coulissant, ou encore louvoyant coulissant.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.
La présente invention concerne plus spécifiquement un ensemble de commande et d'entraînement, destiné à commander chaque vantail appartenant à une telle porte d'accès. Elle concerne en outre un procédé de mise en oeuvre de cette porte d'accès, par l'intermédiaire de cet ensemble de commande et d'entraînement. Elle concerne enfin d'une part un véhicule de transport et, d'autre part, une façade de quai qui sont respectivement équipés d'au moins un tel ensemble de commande et d'entraînement.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.
De manière classique, un vantail de porte est mobile, selon une direction de déplacement le plus souvent horizontale, par rapport à la caisse du véhicule qu'il équipe. Dans une première position, dite de fermeture, ce vantail obture une baie ménagée dans la caisse alors que, dans sa position d'ouverture, il libère l'accès à cette baie. Ce vantail est susceptible d'être mis en mouvement, typiquement grâce à un moteur électrique, notamment rotatif. Selon une première possibilité, ce moteur entraîne une vis sans fin qui coopère avec un corps cylindrique allongé, dont le volume intérieur définit un écrou engrenant avec la vis sans fin précitée. Par ailleurs, à titre d'alternative, on peut prévoir que le moteur entraîne une courroie, dont chaque brin supporte un bras permettant le déplacement d'un vantail respectif.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.
Le moteur électrique ci-dessus est commandé par une platine de pilotage, ou unité de commande de porte (en langue anglaise, « Door Control Unit » ou DCU). Cette unité de commande gère, outre l'ouverture et la fermeture de chaque vantail, certaines fonctions supplémentaires. Parmi ces dernières, on retrouve généralement le verrouillage du vantail en position fermée, ainsi que la détection d'obstacles lors de la fermeture, la fonction d'anti-entrainement de passagers, ou encore l'émission des signaux d'ouverture et de fermeture des portes.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.
Dans le cas d'une panne de l'unité de commande, ou bien du moteur qui lui est associé, ou encore de la chaîne d'entraînement des vantaux, un vantail est susceptible d'être bloqué dans une position ouverte, qui interdit tout déplacement du véhicule de transport. Lorsqu'une telle panne est constatée, il est alors nécessaire de procéder à une opération manuelle de fermeture, de la part d'un membre de l'équipage, en particulier du chauffeur proprement dit. On conçoit que cette occurrence est problématique, dans la mesure où elle peut retarder de manière conséquente le départ d'un véhicule arrêté en gare, ce qui perturbe alors considérablement le réseau. Par ailleurs ce retard peut prendre des proportions rédhibitoires, notamment dans le cas de véhicules de transport dits « sans conducteur », de métros urbains à grande capacité ou bien de portes de façade de quai et de portes palières.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 breakdown 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. Moreover, 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.
Afin de remédier à la problématique ci-dessus, certains constructeurs ont proposé plusieurs architectures, visant à adapter, de manière judicieuse, l'ensemble de commande et d'entraînement de la porte.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.
La demande de brevet européen
Cette solution présente cependant certains inconvénients, étant donné qu'elle induit une augmentation du taux de panne de l'ensemble des platines de commande, qui doivent être susceptibles de gérer, en théorie, une porte supplémentaire. Il existe, par ailleurs, une augmentation du taux de panne de l'ensemble de la motorisation puisque chaque moteur, théoriquement dédié à une platine de commande unique, doit pouvoir être géré par deux platines différentes. En outre, cela crée un impact négatif, en termes de sécurité, puisqu'il existe un risque qu'une platine de commande gère, de manière intempestive, une porte non défectueuse. On soulignera également que, selon l'enseignement de cette demande de brevet européen, une éventuelle panne de moteur n'est pas prise en compte.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.
On citera également la demande de brevet européen
Cette solution alternative ne permet pas de remédier, de façon satisfaisante, aux inconvénients de
La société Nabtesco a également proposé, dans sa demande de brevet européen
Cette réalisation ne se révèle cependant pas totalement satisfaisante, d'une part d'un point de vue économique. En effet, le fait d'installer une platine de commande complémentaire implique un surcoût significatif. On note par ailleurs un risque de dégradation de la fiabilité, lié à l'utilisation d'une connexion électrique spécifique entre le moteur et les deux platines de commandes qui lui sont associées. La présence de ces connexions supplémentaires, qui permettent notamment de sélectionner la platine de commande choisie, implique en effet des risques de panne spécifiques. Enfin, tout comme dans les deux premières solutions, présentées ci-dessus, la réalisation Nabtesco ne permet pas de remédier à une éventuelle panne au niveau du moteur.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.
Enfin, on citera le document
Compte tenu de ce qui précède, un objectif de la présente invention est de remédier, au moins partiellement, aux inconvénients de l'art antérieur évoqué ci-dessus.Considering the foregoing, one objective of the present invention is to remedy, at least partially, the drawbacks of the prior art mentioned above.
Un autre objectif de l'invention est en particulier de proposer un ensemble de commande et d'entraînement qui permet de réaliser, de manière fiable, une fermeture de secours de la porte, aussi bien dans le cas d'une panne de la platine de commande que du moteur d'entraînement ou de son accouplement.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.
Un autre objectif de l'invention est de proposer un tel ensemble de commande et d'entraînement qui nécessite des composants mécaniques supplémentaires relativement peu coûteux, qui sont en outre adaptés pour assurer une fermeture de secours avec une faible dépense énergétique.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.
Un autre objectif de l'invention est de proposer un tel ensemble de commande et d'entraînement, qui permet d'éviter toute manoeuvre intempestive, en particulier dans le cas où le moteur d'entraînement, son accouplement ou l'unité de commande ne sont pas en situation de panne.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.
Un autre objectif de l'invention est de proposer un tel ensemble de commande et d'entraînement, qui peut être implanté et mis en oeuvre au niveau d'une porte unique.Another object of the invention is to propose such a control and drive assembly, which can be installed and implemented at the level of a single door.
Selon l'invention, au moins un des objectifs ci-dessus est atteint au moyen d'un ensemble de commande et d'entraînement pour porte (106) de véhicule de transport (100), notamment de type train, tramway, métro, trolleybus ou encore bus, cet ensemble de commande et d'entraînement comprenant
- 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).
- 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).
Selon d'autres caractéristiques de l'ensemble de commande, conforme à l'invention :
- 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.
- 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 capable of controlling 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.
Ces caractéristiques additionnelles peuvent être mises en oeuvre avec l'objet principal ci-dessus, individuellement ou en combinaisons quelconques, techniquement compatibles.These additional characteristics can be implemented with the main object above, individually or in any technically compatible combinations.
L'invention a également pour objet un procédé de mise en oeuvre d'un ensemble de commande et d'entraînement ci-dessus, comprenant les étapes suivantes :
- 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 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 .
Selon d'autres caractéristiques de ce procédé :
- 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.
- 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.
Ces caractéristiques additionnelles peuvent être mises en oeuvre avec le second objet principal ci-dessus, individuellement ou en combinaisons quelconques, techniquement compatibles.These additional characteristics can be implemented with the second main object above, individually or in any technically compatible combinations.
L'invention a également pour objet un véhicule de transport, notamment de type train, tramway, métro, trolleybus ou encore bus, ce véhicule comportant au moins une porte comportant au moins un vantail, des moyens de déplacement de chaque vantail, et un ensemble de commande et d'entraînement ci-dessus.The invention also relates to a transport vehicle, in particular of the train, tram, 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.
L'invention a également pour objet un quai d'arrêt d'un véhicule de transport, notamment du type train, tramway, métro, bus ou encore trolleybus, ce quai comportant au moins une porte comportant au moins un vantail, des moyens de déplacement de chaque vantail, et un ensemble de commande et d'entraînement ci-dessus.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 unit above.
Selon d'autres caractéristiques de ce véhicule de transport, ou bien de ce quai d'arrêt :
- 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.
- 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.
L'invention va être décrite ci-après, en référence aux dessins annexés, donnés uniquement à titre d'exemples non limitatifs, dans lesquels :
- [
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 lafigure 1 , illustrant la mise en oeuvre de l'ensemble de commande et d'entraînement selon l'invention, dans une configuration normale. - [
Fig. 4 ] est une vue de face, analogue à lafigure 3 , illustrant la mise en oeuvre 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 lafigure 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 lafigure 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 lafigure 1 , illustrant un ensemble de commande et d'entraînement selon un troisième mode de réalisation de l'invention.
- [
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 thefigure 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 thepicture 3 - [
Fig. 5 ] is a front view, analogous to thefigure 1 , illustrating a control and drive assembly according to a second embodiment of the invention. - [
Fig. 6 ] is a front view, analogous to thefigure 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 thefigure 1 , illustrating a control and drive assembly according to a third embodiment of the invention.
La
La
L'ensemble de commande et d'entraînement I comprend essentiellement un moteur principal 1, une unité de commande principale 2, un moteur auxiliaire 3, un module de commande auxiliaire 4 ainsi que des moyens de connexion 5 entre l'unité de commande principale et le module de commande auxiliaire.The control and drive assembly I essentially comprises a
Le moteur principal 1, qui est connu en soi, est typiquement un moteur rotatif à courant continu. A titre de variante, ce moteur pourrait également être de type « brushless », ou encore pas à pas. Sur les
L'unité de commande principale 2, qui est également connue en soi, est équipée de moyens électroniques de commande, représentés de façon schématique sous la référence 22. Ces moyens électroniques comprennent un ou plusieurs logiciels, de façon classique. Cette unité principale 2 est notamment apte à commander le moteur principal ci-dessus par l'intermédiaire d'une ligne de commande 20. En particulier, cette unité permet la mise en rotation de l'arbre de sortie 10 selon des sens opposés, ce qui autorise un déplacement des vantaux à la fois dans le sens de la fermeture et dans le sens de l'ouverture.The
Outre ses fonctions d'ouverture et de fermeture, l'unité est apte à remplir des fonctions supplémentaires, de manière classique. Parmi ces fonctions principales, on citera notamment le verrouillage du vantail en position fermée, ainsi que la détection d'obstacles lors de la fermeture, la fonction d'anti-entrainement de passagers, ou encore l'émission des signaux d'ouverture et de fermeture des vantaux. De manière typique, cette unité de commande principale 2 est analogue aux platines de pilotage (ou Door Control Units) connues de l'état de la technique, qui ont été détaillées dans le préambule de la présente description.In addition to its opening and closing functions, the unit is capable of performing 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
Le moteur auxiliaire 3, qui est également connu en soi, est typiquement aussi un moteur rotatif à courant continu, un moteur de type « brushless », ou encore un moteur de type pas à pas. Sur les
Selon l'invention, la vitesse maximale V' de déplacement de chaque vantail, qui est dite auxiliaire en ce qu'elle est permise par la mise en marche de ce moteur auxiliaire 3, est sensiblement plus faible que la vitesse maximale V, dite nominale en ce qu'elle est permise par le moteur principal ci-dessus. De façon préférée le rapport (V/V') entre les vitesses nominale et auxiliaire ci-dessus est supérieur à 1,5, en étant notamment compris entre 1,5 et 3. De manière avantageuse, la vitesse maximale auxiliaire V' est dans tous les cas inférieure à 0.5 m/s.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
De façon avantageuse, le moteur auxiliaire 3 possède des performances nettement inférieures à celles du moteur principal 1. En particulier le rapport (E/E'), entre les énergies maximales respectives du moteur principal et du moteur auxiliaire, est très supérieur à 1. De manière avantageuse, l'énergie maximale E' du moteur auxiliaire est dans tous les cas inférieure à 18 Joules.Advantageously, the
Le module de commande auxiliaire 4, qui est apte à commander le moteur auxiliaire 3 ci-dessus via une ligne de commande 40, est avantageusement d'un type différent de celui de l'unité principale 2. En particulier, ce module auxiliaire présente un nombre de fonctionnalités réduites, par rapport à celles qu'autorise cette unité principale. À cet égard, on peut avantageusement prévoir que ce module auxiliaire est apte à commander uniquement, d'une part, le déplacement de chaque vantail vers sa position de fermeture et, d'autre part, son verrouillage par rapport au dormant dans cette position de fermeture. On notera que, dans l'hypothèse où le mécanisme de verrouillage dédié normalement à cette fonction est endommagé, une condamnation de secours, de type classique, est activée suite à la commande générée par le module auxiliaire 4..The
Les moyens de connexion, qui sont illustrés de manière schématique sur les
Conformément à l'invention, l'unité de commande principale 2 transmet en service, par l'intermédiaire des moyens de connexion 5, un signal en direction du module de commande auxiliaire 4. Ce signal est représentatif du niveau de fonctionnement du moteur principal 1, à savoir qu'il peut être représentatif d'un bon fonctionnement de ce moteur, ou bien d'un fonctionnement incorrect de ce dernier.According to the invention, the
Dans le cas d'un réseau de type filaire, le signal dit de référence, représentatif du bon fonctionnement du moteur peut être tel que celui décrit à la
Dans le cas d'une connexion de type réseau ou non filaire, le signal dit de référence, représentatif du bon fonctionnement du moteur est matérialisé par l'incrémentation, au moyen de l'unité principale, d'un compteur présent sur le module auxiliaire. Ce compteur est incrémenté à une période par exemple comprise entre 10 ms et 1s, typiquement voisine de 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.
Dans le cas où plusieurs processeurs et/ou logiciels sont utilisés, d'une part le signal de référence dans la configuration filaire, d'autre part le compteur dans la configuration non filaire, correspondent aux résultats des différents états de cette pluralité de processeurs et/ou logiciels. En d'autres termes, ce signal de référence tout comme ce compteur sont représentatifs du fonctionnement correct à la fois du moteur, des logiciels et de la platine de commande 2.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
La mise en oeuvre de l'ensemble de commande et d'entraînement I conforme à l'invention, tel que décrit ci-dessus, va maintenant être explicitée notamment référence aux
De manière avantageuse, on procède tout d'abord à une phase d'initialisation. En substance, l'unité de commande principale 2 transmet au moins une fois, au module auxiliaire 4, le signal représentatif du bon fonctionnement du moteur et de son unité de commande. Comme on l'a vu ci-dessus, ce signal peut prendre différentes formes selon que les moyens de connexion 5 sont de type filaire ou non filaire. Une fois que cette phase d'initialisation a été réalisée, le module auxiliaire 4 est alors apte à identifier la transmission, soit du signal représentatif du bon fonctionnement, soit d'un signal différent qui est donc représentatif d'un fonctionnement incorrect. On notera également que ce module auxiliaire 4 est capable d'identifier l'absence pure et simple de transmission de tout signal, de la part de l'unité de commande principale.Advantageously, an initialization phase is first carried out. In essence, the
À ce propos, on notera qu'il est particulièrement avantageux de prévoir un signal de référence qui est variable, à savoir de type dynamique et non pas statique. En d'autres termes, ce signal de référence change de valeurs avec le temps. Ce changement temporel permet d'identifier un éventuel dysfonctionnement de la platine, dû au fait que cette dernière serait figée. Par conséquent, il s'agit d'un signal dit de vie de la platine (« life signal » en langue anglaise).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).
La
On suppose désormais qu'il existe un dysfonctionnement, au niveau de la porte et/ou de son ensemble de commande et d'entraînement. Un tel dysfonctionnement peut correspondre à différentes occurrences. Il peut tout d'abord s'agir d'une panne du moteur, de la détection d'un vantail de porte qui n'est pas fermé correctement, ou bien d'un vantail qui est verrouillé sans être fermé correctement. Ce dysfonctionnement peut également se présenter sous la forme d'un problème de type électrique ou électronique, c'est-à-dire notamment d'une panne au niveau des logiciels. Ce dysfonctionnement peut en outre signifier un problème au niveau des tests périodiques, encore dénommés « auto tests », qui sont classiquement réalisés par l'unité de commande 2. Ces tests sont destinés à vérifier le bon fonctionnement en temps réel de l'unité de commande proprement dite, ou encore de l'ensemble de la porte. Il peut s'agir, entre autres, de tests de cohérence au niveau de capteurs ou encore de contacts.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
Un tel dysfonctionnement peut donc principalement être représentatif d'un fonctionnement incorrect :
- 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.
- 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.
Un tel dysfonctionnement est alors détecté, au niveau du module auxiliaire 4. Dans le cas où l'unité de commande principale détecte une panne moteur, elle arrête l'émission du signal de référence. Le module auxiliaire identifie alors cette absence d'émission, de sorte qu'il conclut au dysfonctionnement ci-dessus. Dans le cas où la panne intervient au niveau de l'unité de commande proprement dite, cette dernière peut, soit continuer à émettre un signal qui est cependant différent du signal de référence, soit ne plus émettre de signal. Cette occurrence est alors identifiée par le module auxiliaire, en tant que dysfonctionnement.Such a malfunction is then detected, at the level of the
Une fois que ce dysfonctionnement a été identifié, soit par l'absence de signal, soit par la transmission d'un signal non conforme au signal de référence, le module de commande auxiliaire 4 active le moteur auxiliaire 3, ce qui est illustré sur la
Comme le montre cette
Afin d'éviter une action trop sensible, la commande mise en oeuvre par le module auxiliaire peut intervenir après une temporisation. En d'autres termes, on prévoit une durée prédéfinie entre, d'une part, l'instant où l'absence de transmission du signal de référence est détectée et, d'autre part, l'instant où le module auxiliaire exécute sa propre commande.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 order.
De manière avantageuse, on peut prévoir que la commande de fermeture, provenant du module auxiliaire, est limitée à une certaine période temporelle, typiquement comprise entre 1 s et 10 s. Cela permet d'éviter des conflits potentiels entre ce module auxiliaire et l'unité principale de commande, dans l'hypothèse où ce module auxiliaire détecte une panne du moteur principal ou de l'unité principale, alors que ces derniers se trouvent dans un état de fonctionnement correct. Cela permet aussi de réduire les risques d'enfermement des passagers, lorsqu'ils actionnent le dispositif d'ouverture d'urgence.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.
Le module auxiliaire 4 est également apte à commander le verrouillage des vantaux, une fois qu'ils ont atteint leur position de fermeture mentionnée ci-dessus. Ce verrouillage peut être de type dit actif, en ce sens qu'il est réalisé par le moteur auxiliaire 3 au terme du mouvement de fermeture. On peut également se trouver dans un cas de verrouillage dit passif, à savoir que ce verrouillage est induit par le mouvement de la porte proprement dit, sans action supplémentaire du moteur auxiliaire. Dans l'un ou l'autre de ces cas, ce verrouillage reste commandé par le module auxiliaire 4.The
Il se peut que le dysfonctionnement, détecté ci-dessus, soit temporaire. Dans ce cas la mise en oeuvre normale des vantaux, en particulier en ce qui concerne les cycles d'ouverture et de fermeture, est à nouveau réalisée grâce à l'unité de commande principale et au moteur principal. En revanche, si ce dysfonctionnement s'avère durable, il convient de procéder aux réparations appropriées au niveau de l'unité de commande principale et/ou du moteur principal.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.
On notera que, dans le cas où l'unité principale 2 se trouve en fonctionnement normal, les commandes successives de verrouillage puis de fermeture peuvent être ordonnées au module auxiliaire 4, par l'intermédiaire de cette unité principale.It will be noted that, in the case where the
Sur la
On soulignera en outre que, de manière avantageuse, l'arbre de sortie 30 ne peut être mis en rotation dans le sens inverse, cette impossibilité étant matérialisée par la flèche barrée R'2 visible sur la
Dans ce premier mode de réalisation, l'embrayage 32 est optionnel. En effet, on peut imaginer que l'arbre de sortie 30 est en permanence en prise avec la vis sans fin. Dans ce cas, lorsque cette dernière est entraînée par le moteur principal, cette vis sans fin engrène avec le moteur auxiliaire 3, qui est mis en marche de manière passive. Néanmoins, l'utilisation de l'embrayage 32 est avantageuse, dans la mesure où elle permet de réduire l'usure du moteur auxiliaire, étant donné que ce dernier est alors totalement inactif en fonctionnement normal de la porte. Cet embrayage permet aussi de réduire les efforts manuels d'ouverture et de fermeture des portes.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
La
L'ensemble de commande et d'entraînement représenté sur cette
En fonctionnement normal, le moteur principal entraîne les vantaux à la fois en ouverture et fermeture, comme dans le premier mode de réalisation ci-dessus. Puis, en cas de dysfonctionnement détecté par le module auxiliaire, ce dernier commande l'embrayage de manière à mettre en prise le moteur auxiliaire avec le moteur principal. Ce moteur auxiliaire est alors mis en marche, de manière à entraîner le moteur principal qui généra son tour la rotation de la vis sans fin, de façon avantageuse uniquement dans le sens d'une fermeture des vantaux.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.
La
L'ensemble de commande et d'entraînement de cette
À titre de variante non représentée, on peut prévoir que les moyens d'entraînement sont réalisés sous une forme différente d'une vis sans fin unique, telle que celle 120 décrite. Dans cet esprit on peut équiper chaque vantail moyen d'une vis sans fin respective, ces deux vis sans fin étant alors avantageusement accouplées.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 fitted with a respective worm, these two worms then being advantageously coupled.
Dans les exemples ci-dessus, les moyens de déplacement de chaque vantail de porte sont de type vis sans fin et écrou. Néanmoins, l'invention trouve son application à d'autres types de moyens de déplacement. Dans cet esprit, la
Comme le montre cette
En fonctionnement normal, le moteur principal met en mouvement la poulie 504, ainsi que la courroie 520. Cette dernière supporte, sur chacun de ses brins, un bras de déplacement respectif 522 et 524. Chaque bras est solidaire d'un vantail 512 et 514 de sorte que, lors de la mise en mouvement de la courroie selon la double flèche F 520, les vantaux précités sont entraînés selon les doubles flèches F 512 et F 514. De manière préférée, les poulies sont aptes à permettre un déplacement des vantaux de type louvoyant coulissant. À cet effet, les différents éléments mécaniques ci-dessus sont conformes par exemple à l'enseignement du brevet français 3 003 887.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 French patent 3,003,887.
Contrairement à l'agencement décrit dans ce brevet français, la poulie auxiliaire 534 n'est pas en permanence de type mené. En effet, elle est susceptible d'être entraînée par le moteur auxiliaire 403. Par conséquent, si un dysfonctionnement au sens de ce qui a été décrit ci-dessus est constaté par le module auxiliaire, ce dernier commande le moteur auxiliaire 403. Ce dernier coopère alors avec la poulie 534, de manière à mettre en mouvement la courroie 520 et à déplacer les vantaux 522 et 524. Ainsi, dans l'occurrence d'un tel dysfonctionnement, le moteur auxiliaire est menant alors que le moteur principal se trouve mené. En revanche, comme on l'a vu ci-dessus, dans le cadre d'un fonctionnement normal, le moteur principal est menant et le moteur auxiliaire mené.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.
À titre de variante supplémentaire, également non représentée, on peut prévoir que l'ensemble de commande et d'entraînement conforme à l'invention coopère avec une porte possédant un vantail unique. Dans ce cas, il est typiquement prévu une vis sans fin unique, analogue à celle 120 décrite mais de plus faible dimension axiale. Cette vis sans fin est susceptible d'engrener avec le moteur principal et, en cas de défaillance de ce dernier, avec le moteur auxiliaire comme cela a été explicité ci-dessus.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.
L'invention présente de nombreux avantages, en regard de l'art antérieur.The invention has many advantages compared to the prior art.
On notera tout d'abord que l'invention permet de résoudre, de manière fiable, des dysfonctionnements intervenant non seulement au niveau de l'unité de commande principale, mais également du moteur principal. En effet, le module auxiliaire peut être averti d'un tel fonctionnement anormal, aussi bien au niveau de l'unité de commande que du moteur principal, lorsque ce module auxiliaire constate l'absence de transmission du signal de référence. Cela est à comparer avec l'art antérieur qui, comme cela a été explicité ci-dessus, ne permet pas de prendre en compte d'éventuels problèmes au niveau du moteur principal.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.
Par ailleurs, l'invention apporte une solution fiable à ces dysfonctionnements, sans pour autant impliquer des surcoûts significatifs. En effet, selon l'invention, on prévoit que la vitesse de déplacement du vantail, dans une situation de secours, est bien inférieure à sa vitesse de déplacement dans le cadre d'un fonctionnement normal. Dans ces conditions, le moteur auxiliaire présente avantageusement des performances et, par conséquent, un prix de revient nettement inférieur à celui du moteur principal. En outre, comme cela a été mentionné ci-dessus, on prévoit avantageusement que le module auxiliaire et le moteur auxiliaire sont uniquement dédiés aux fonctions de fermeture et le cas échéant de verrouillage des vantaux. Dans cet esprit on peut en particulier utiliser, en tant que module auxiliaire, un microcontrôleur ou encore un circuit logique programmable complexe (en langue anglaise CPLD ou « complex programmable logic device »).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”).
Par comparaison, on soulignera que l'agencement proposé par le document
À cet égard, il est à noter que la fermeture de secours, assurée selon l'invention, correspond à une situation de repli (soit le terme anglais «backup) qui est bien distincte de la situation d'urgence gérée par
Dans ces conditions, l'invention s'affranchit de tout risque significatif de blesser un passager, à la suite d'un éventuel choc avec ce vantail mobilisé lentement. Cela est à comparer avec la solution de
On notera que le fait de prévoir un module auxiliaire, selon l'invention, présente des avantages spécifiques en regard d'une solution qui utiliserait un module de commande unique. En effet, en cas de panne d'un tel module unique, la porte ne serait plus opérationnelle ce qui pourrait alors provoquer un arrêt prolongé du véhicule de transport. Au contraire un module auxiliaire de commande permet, conformément à l'invention, de préserver un fonctionnement de sauvegarde de la porte, ce qui évite toute paralysie du véhicule de transport.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.
On soulignera enfin que le moteur auxiliaire, utilisé conformément à l'invention, ne peut pas être à l'origine d'une manoeuvre intempestive en fonctionnement normal de la porte. En effet, dans le cadre d'un tel fonctionnement normal, ce moteur auxiliaire est inactif vis-à-vis des moyens de déplacement du vantail.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)
- A control and drive assembly for a door (106) of a transport vehicle (100), in particular of the train, tram, metro, trolleybus or even bus type, this control and drive assembly comprising- a main control unit (2) comprising electronic control means (22),- a main motor (1) for driving the or each leaf (112, 114) of the door, the main control unit being capable of controlling the main motor so as to displace this leaf in two opposite directions, corresponding respectively to the opening and the 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 displace the or each leaf in at least one direction, to a closed position of this leaf, this auxiliary control module (4) being further 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 signal called reference signal (S), representative of a proper operation of both the main motor, the main control unit, as well as the electronic control means,the auxiliary control module being capable of actuating 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 displacing the or each leaf at a displacement speed (V') called auxiliary displacement speed, the maximum value of said auxiliary displacement speed being significantly lower than the maximum value (V) of the displacement speed, which is allowed by the main motor (1).
- The assembly according to the preceding claim, wherein the ratio (V/V') between, on the one hand, the maximum value of the displacement speed allowed by the main motor (1) and, on the other hand, the maximum value of said auxiliary displacement speed, is superior to 1.5.
- The assembly according to the preceding claim, wherein the ratio (V/V') between, on the one hand, the maximum value of the displacement speed allowed by the main motor (1) and, on the other hand, the maximum value of said auxiliary displacement speed, is between 1.5 and 3.
- The assembly according to the preceding claim, wherein the maximum value of the auxiliary displacement speed (V') is less than 0.5 m/s.
- The assembly according to one of the preceding claims, wherein the maximum energy of the auxiliary motor is less than 18 Joules.
- The assembly according to one of the preceding claims, wherein the auxiliary control module is capable of actuating the auxiliary motor, when it no longer receives any signal from the main control unit.
- The assembly according to one of the preceding claims, wherein the auxiliary control module is capable of actuating the auxiliary motor, when it receives, from the main control unit, a signal which is different from the reference signal.
- The assembly according to one of the preceding claims, wherein the auxiliary control module is capable of controlling the auxiliary motor, so as to displace the leaf in a single direction to its closed position.
- The assembly according to one of the preceding claims, wherein 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.
- The assembly according to one of claims 1 to 8, wherein the connection means are of the wireless type, these wireless connection means being in particular capable of passing a variable signal of the incremental type.
- A method for implementing a control and drive assembly according to the preceding claim, comprising the following steps:- the main motor is controlled according to a displacement speed 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 called reference signal, representative of a proper 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 displacement speed called auxiliary displacement speed which is significantly lower than said nominal displacement speed.
- The method according to claim 11, 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 opening and closing cycle of the or each leaf.
- The method according to one of claims 11 or 12 wherein, after having detected the absence of reception of the reference signal by means of the auxiliary module, a time delay phase is observed, before controlling the auxiliary motor thanks to the auxiliary module.
- A transport vehicle, in particular of the train, tram, metro, trolleybus or even bus type, this vehicle including at least one door including at least one leaf, means for displacing each leaf, and a control and drive assembly according to any one of claims 1 to 10.
- A platform for stopping a transport vehicle, in particular of the train, tram, metro, bus or even trolleybus type, this platform including at least one door including at least one leaf, means for displacing each leaf, and a control and drive assembly according to any one of claims 1 to 10.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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FR2105768A FR3123289B1 (en) | 2021-06-01 | 2021-06-01 | Control and drive assembly for a door of a transport vehicle, corresponding vehicle and method of implementation |
Publications (3)
Publication Number | Publication Date |
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EP4098507A1 EP4098507A1 (en) | 2022-12-07 |
EP4098507C0 EP4098507C0 (en) | 2023-08-23 |
EP4098507B1 true EP4098507B1 (en) | 2023-08-23 |
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EP22175347.8A Active EP4098507B1 (en) | 2021-06-01 | 2022-05-25 | Control and drive assembly for a door of a transport vehicle, corresponding vehicle and implementation method |
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Country | Link |
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US (1) | US20220381079A1 (en) |
EP (1) | EP4098507B1 (en) |
ES (1) | ES2956550T3 (en) |
FR (1) | FR3123289B1 (en) |
PL (1) | PL4098507T3 (en) |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19913996B4 (en) * | 1998-03-28 | 2004-11-11 | Geze Gmbh | Drive for one door |
US6734648B2 (en) * | 2001-09-13 | 2004-05-11 | Siemens Vdo Automotive Corporation | Position initialization for a vehicle power closure system |
AT501893B1 (en) | 2005-08-01 | 2006-12-15 | Knorr Bremse Gmbh | METHOD AND DEVICE FOR EXTERIOR OPERATION OF DEFECTIVE DOORS |
EP2065769A1 (en) | 2007-11-30 | 2009-06-03 | Faiveley Transport | High-availability control method for railway door systems, on-board system for implementing same and application in accessories and door environment |
JP5117614B2 (en) | 2009-03-03 | 2013-01-16 | ナブテスコ株式会社 | Rail vehicle door control system |
FR3003887B1 (en) | 2013-03-29 | 2015-07-03 | Faiveley Transp Tours | DEVICE FOR MOVING AT LEAST ONE DOOR VANTAIL, VEHICLE SO PROVIDED AND ASSOCIATED METHOD |
AT522747A1 (en) * | 2019-06-25 | 2021-01-15 | Knorr Bremse Gmbh | Doors, especially for railway wagons |
-
2021
- 2021-06-01 FR FR2105768A patent/FR3123289B1/en active Active
-
2022
- 2022-05-24 US US17/752,732 patent/US20220381079A1/en active Pending
- 2022-05-25 EP EP22175347.8A patent/EP4098507B1/en active Active
- 2022-05-25 PL PL22175347.8T patent/PL4098507T3/en unknown
- 2022-05-25 ES ES22175347T patent/ES2956550T3/en active Active
Also Published As
Publication number | Publication date |
---|---|
FR3123289A1 (en) | 2022-12-02 |
EP4098507C0 (en) | 2023-08-23 |
ES2956550T3 (en) | 2023-12-22 |
FR3123289B1 (en) | 2023-10-20 |
PL4098507T3 (en) | 2024-01-15 |
US20220381079A1 (en) | 2022-12-01 |
EP4098507A1 (en) | 2022-12-07 |
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