ES2304169T3 - INSTALLATION OF PROTECTION OF WORKERS ON THE ROAD. - Google Patents

Abstract

The installation has a control terminal (32) to control security level of an intervention zone, by acting on a centralized automaton (30). A unit (34) managing access to the automaton, is connected to the terminal by a communication interface (36) and a wireless communication unit (38A). The unit (34) assures control of the automaton based on controls from the terminal, only after receiving a confirmation control from the terminal.

Description

Worker protection facility in route.

The present invention relates to a installation of protection of workers on the road in a network railway divided into zones, of the type comprising:

- a centralized automaton for managing traffic regulation bodies;

- at least one command terminal moved to along the appropriate network to send the level of setting in security of a zone of the network by action on the automaton centralized;

- means of connection of or of each terminal of control with the automaton.

When maintenance phases take place, from modifications or maneuvering movements of the networks railway, it is necessary that some workers intervene in the tracks. The intervention zones must be put in safety, it is say that it is convenient that the signaling of the railway network as well as the means of issuing trains that prevent trains access the intervention zone.

It is important that the intervention zones put in security cannot be modified or released without Information of the people in charge. Indeed, in the case of such modifications or releases, workers who believe they are insurance since they are in an area that they had defined as inaccessible to trains, they might be surprised by the passage of a train.

There are already protection facilities for the workers to allow the security of certain intervention zones

Indeed, it is known in particular by the EP 1 308 366 a worker protection apparatus located in a railway network under construction. Moreover, it is known in particular from EP 0 286 627 a device of alert of track equipment protected by means of signaling. In addition, it is known from WO 2005/047074 a worker protection facility in a network railway divided into zones.

In these facilities, as in any network modern railway, an automaton ensures the management of the organs of traffic regulation, such as traffic lights and the position of Track changes For the security of an area of intervention, one or more control terminals of the automaton along the intervention zone. These terminals of command are commonly referred to as "button boxes". It is about of terminals comprising a set of interlocking switches and of luminous pilots that can be completed by a telephone device These control terminals are arranged to along the track and are connected to the automaton by a network filar or a network of optical fibers.

Each button box comprises at least one switch that allows the zone to be put into safety associated. To allow the interlocking of the switch in the position that ensures security and therefore prevents access of trains, the switch control unit is immobilizable in position, for example with the help of a padlock from which only The person in charge of the intervention area has the key. So, No person can free the area and allow the passage of a train without having the key. Several locks can be installed on the same control organ of a switch, so that several people can guarantee security over the area for their own account

These button boxes allow security Effective in construction areas. However, they need the presence of a filar or optical communication network along the railways, and in particular in the area of the works. Further, Button boxes must be physically implanted along the road, eventually with the introduction of a communication network if it is not already present, which greatly increases the cost of railroad interventions.

The object of the invention is to propose a rail traffic management facility that allows the setting  in security of certain intervention areas, in particular for some works that can be of an installation cost and of reduced utilization, allowing at the same time to provide a high safety for road workers in areas secure, avoiding access to trains.

To this end, the invention aims at a installation of protection of workers on the road in a network railway divided into zones according to the characteristics of the claim 1.

According to particular embodiments, the installation comprises one or more of the features following:

- the or each command terminal comprises some means of identification of an area of the network to send its level of putting into security;

- the access management unit comprises means of evaluation of each command transmitted from a command terminal and means for, in case of agreement on the command, require the command terminal that has transmitted the command, a corresponding confirmation command, and the unit of access management is adapted to ensure command of the PLC from the control terminal only after receipt of the corresponding confirmation command from the terminal I send;

- the confirmation command corresponding to a command of origin consists of a new formulation of command of origin that is carried out according to a semantics different from that of the command of origin having at the same time an identical significance;

- the access management unit and the automatons are appropriate each to ensure state management  for each zone of the network, and because said management unit of the access is adapted to make only a few accessible controls from the or each control terminal depending on the status of the area considered;

- the access management unit is appropriate to ensure the management of user identifiers, and comprises means of identification of the terminal user of command, and said access management unit is appropriate to make only a few controls accessible from the or each terminal based on the terminal user identifier;

- the means of access management are adapted to transmit to the command terminal a description of the network that indicates the level of security in zones considered after each control of the automaton made from this command terminal, and the or each command terminal comprises some means of receiving a description transmitted from the media of access management and means to make available to the user the last description of the network received;

- the or each command terminal comprises some means of defining a control of a regulatory body of the particular traffic of a particular area of the network of a change of track and access management means include some means for executing said command by the automaton centralized;

- said means of communication between the command terminal and access management unit are appropriate to ensure wireless communication; Y

- the or each command terminal comprises a identifier, and the installation comprises means of deactivation of certain control terminals depending on their identifier

The invention will be better understood with reading of the description that follows, provided solely by way of example and with reference to the plans, in which:

- Figure 1 is a partial schematic view of a railway network provided with a protection installation of road workers according to the invention;

- Figure 2 is a diagram of a set of secure areas of a network that illustrates the competencies of different people involved in these areas;

- Figure 3 is an organization chart illustrating the different possible states for a safe area;

- Figure 4 is an organization chart illustrating the communications when a change of state of an area takes place secure; Y

- Figures 5, 6 and 7 are identical views of the of figure 1 showing successive phases of putting in security of certain areas of the network.

The rail network illustrated in Figure 1 It comprises a set of ways that communicate with each other by means of track apparatus such as track changes.

More precisely, two main routes 12, 14 they are connected to each other by connecting sections 16A, 16B, 16C, 16D, 16E each connected to main roads 12 and 14 respectively due to track changes 18A, 18B, 18C, 18D and 20A, 20B, 20C, 20D.

The network is associated with an installation 22 of traffic management comprising a centralized automaton 30 of Management of traffic regulation bodies. So, this automaton is connected, by any appropriate means, in particular a 30A network of data transmission to different organs of traffic regulation, such as traffic lights or panels information 31 or also path modification bodies such as track changes 18A, 18B, 18C, 18D; 20A, 20B, 20C, 20D.

Centralized automaton 30 is suitable for apply the traffic rules defined for the management of traffic, and in particular to ensure the issuance of trains, and the control of the traffic regulation bodies to ensure This expedition.

According to the invention, to allow the management of the traffic, and in particular the security of certain areas of intervention, installation 22 integrates an installation of protection of workers on the road.

The latter comprises at least one terminal of command 32 displaced along the railway network. This terminal is appropriate to command the security of an area of intervention by action on the centralized automaton 30. The zones are previously defined when the conception of the railway network and are made up of a small part of the net.

The protection installation can be effective even in areas not yet equipped when they take place brief traffic interruptions.

This installation 22 further comprises, according to the invention, an access management unit 34 to the automaton 30 from control terminal 32.

This unit is appropriate to ensure the authorization of the automaton command from the or each terminal of command 32.

The installation comprises an interface of communication 36, composed of a transmitter-receiver wireless for example compatible with the GSM standard appropriate for communicate with each terminal 32 and through a communication module ETHERNET through which interface 36 is connected to the access management unit 34.

Each terminal 32 comprises means of 38A wireless communication to ensure communication bidirectional between control terminal 32 and unit 34 of access management through interface 36.

The control terminal 32 is constituted by a portable device such as a personal numerical assistant known under the acronym PDA equipped with a man interface machine such as a 38B screen and a 38C socket keyboard, and with means for memorizing and processing information 38D. Is appropriate in particular to receive, from the wireless network, some information about the network, requests and reports of operations.

Finally, installation 22 comprises a central management post 40 comprising some man interleaves network command machine and a means of planning the train itineraries. This central management position 40 is connected to automaton 30 to direct it directly about controls and receive information representative of the state of the net.

Before describing in detail the controls that can be directed from control terminal 32 to automaton 30 to through the access management unit 34, figure 2 schematically illustrates the people who intervene with their rights and their responsibilities on the management facility. These rights are granted to people as they have place your requests and are not previously defined in a way permanent installation.

In this figure three zones are represented other than intervention 50, 52 and 54.

Each of the zones, as the whole of the network, is under the responsibility of a central control operator 60. This operator is based on the central management position 40 and is responsible for authorizing or not that some areas of intervention Be put in safety.

On the other hand, a zone 62 owner has in charge of managing one or several intervention zones put in safety. It is provided with a control terminal 32 and can act from it for the areas of which you have the responsibility. The owner of an area is one of the workers on the road in the area considered.

The owner of a given area may be the same person as the one responsible for several areas among them the area considered.

Road workers can also be responsible for the area and / or some road changes the area while the area has an owner. The responsible they can then act on the installation, by means of a control terminal 32 of which they are provided, to allow some train circulation operations in the area where they are assigned, while ensuring your safety.

Finally, a main user or superuser referenced 66 has the possibility of acting on all installation functions and thus replace an owner or a responsible for areas in case of failure of the latter.

The traffic management facility provides four different logical states illustrated in figure 3 for each possible intervention zone. These states are governed by the automaton 30 and / or by the access management unit 34.

Thus, each zone is, in each instant, characterized by a state.

These states are hierarchized so that switching from one state to another is only possible by transition through an intermediate state if the starting state and the Arrival status are not adjacent.

In a first state called normal ("normal"), the zone is not put in security and does not allow therefore the access of workers on the road. This status corresponds to a normal operating state of the network in which trains are likely to cross this area without hindrance dispatch function previously defined by the automaton 30

In the second state, qualified as dice ("given") that is immediately underlying the normal state ("normal"), the intervention zone is likely to be put into security at the request of a future owner. This state is therefore a transitory state.

The transition from the normal ("normal") state to given state can only be done by the central control operator 60 from the central management position 40

In this given state, the access of trains to the area is normally impossible, preventing the automaton 30 by signaling the access of a train in the area and eventually sends some changes of way to physically prevent any intrusion into the area by application of measures of border security as it is known.

The state immediately underlying the state given is the nominated state owned ("possessed"). This state can be reached at the command of a worker on the road from his command terminal 32, if the area It was previously in the given state. The worker on the track it is then owner 62.

Finally, a final state underlying the possessed state is the inhibited state ("block"). This state can be reached and released, under the command of a worker on the road from his command terminal 32. Road worker is then responsible for the area. Various inhibited states ("block") can coexist for the same zone, each state being linked to a responsible.

In this state, the person in charge can act on some changes of track, to modify its position.

The normal ("normal") states, given ("given"), and possessed ("possessed") are governed by the automaton 30 while the inhibited state ("block") is governed only by the access management unit 34. Thus, the inhibited state ("block") can only exist if the state possessed ("possessed") is active for the automaton for the zone considered.

As long as there is at least one inhibited state ("block"), the zone cannot pass from the owned state ("possessed") to the given state.

The status of a zone is defined by a tab that circulates between the different states, successively of a level to the other, knowing that the states are ordered as has been illustrated in figure 3 in the normal order ("normal"), given ("given"), possessed ("possessed") and inhibited ("block").

Except for the tab steps between the state normal ("normal") and the given state ("given"), the others changes of state, or the other controls that define the setting in security of an area, they are shot by one of the auditors about the area namely an owner and / or a responsible or also the main user 66.

On the other hand, every change of way that constitutes a traffic regulation body 18A, 18B, 18C, 18D, 20A, 20B, 20C, 20D is characterized by its own state that can be "locked" or "unlocked." In the example considered, the traffic control bodies are only constituted by some changes of routes.

Any change of network path in a state "unlocked" can be switched by direct action on this from a control terminal 32, under certain conditions, if the zone that contains this change of track is in a locked state inhibited ("block").

In return, when a change of track is In "locked" state, no command can be executed to this change of track and the area that includes this point cannot leave the inhibited state ("block").

For the execution of a command, the algorithm illustrated in figure 4, the controls being produced from a control terminal 32.

When an initial stage takes place, your control terminal 32 is not yet in operation, a 100 stage of opening a session. To this end, an interface Appropriate is available at control terminal 32. From this intercara, the user takes his identifier as well as a means authentication for example a password word that is own. Then select an access management unit 34. This information is transmitted to the management and management unit. selected access.

In response, if the identifier and the means of authentication are correct, the access management unit 34 returns to the control terminal 32 a description of the zones of intervention and road changes supervised by the unit of access management, and in particular its current states.

For the execution of a commissioning command security, the worker on the track sends to step 102 in the control terminal 32 an identifier of the zone in which you want Apply the command.

According to a first embodiment, this Identifier is chosen in a menu displayed in the terminal. In a variant, this is taken with the keyboard or is also read directly on a panel physically present in the area, by example with the help of a barcode reader.

In step 104, a command is chosen from the command terminal, in particular by selection in a menu. The Different controls available are detailed below. These controls allow in particular a change of state of an area of intervention, or the activation of a change of track.

In step 106, this command, as well as the zone identified in step 102, are transmitted by hertzian route, and in particular by the network with the GSM standard up to interface 36, the which affects this identification of the area and the command to the access management unit 34.

In step 108, the management unit of the accesses 34 determined from the current state of the zone considered, and of information provided by automaton 30, if the command can be executed or not.

In case of rejection of the command, for example because the current state of the zone is normal ("normal") and that it does not it can therefore be put in security, the command is rejected in the step 110 by sending a rejection message to the terminal of command 32. This message is displayed in step 112 to warn to the user of the control terminal 32.

In return, if the command is accepted in the step 108, a prior agreement message is addressed, at the stage 114, towards command terminal 32. Also, a request for confirmation 116 is directed from the management unit 34 towards the control terminal 32. This confirmation request corresponds to the request about the user of a new formulation of his command, new formulation that must be done according to a semantics different from the first command, while having a identical significance.

In step 118, the road worker takes in the control terminal 32 its confirmed command, which is sent to the management unit 34.

A concordance test between the initial command and The confirmed command is carried out in step 120.

In case of disagreement, stages 110 and 112 They're used. In return, in case of agreement, the command is executed in step 122.

In step 124, a new description of the network which takes into account the application of the command and that contains the current state of the changes of track and areas supervised by the access management unit 34 is returned to the terminal of command 32.

The controls available from the terminal command 32 and appropriate for use by the management unit of accesses 34, either directly, or through the automaton 30, are as defined below.

1.- Take an area

This command is executed according to the algorithm of the Figure 4, from a double takeover. It allows the transition from the area considered from the given state to the state possessed ("possessed"). Thus, this command is only possible if the initial state of the zone is given ("given"), state that only can be reached under the command of the central control operator from the central management post 40.

The access management unit 34 when the reception of a command takes place ("Take an area") directs PLC 30 configuration parameters that allow the isolation of the defined area from the rest of the traffic, as is known.

The worker on the road that has made this command is owner of the area.

2.- Block an area ("Block an area")

This command is performed by the algorithm of the Figure 4. It allows the passage of the identified area of the possessed state to the inhibited state ("block").

This command has no action on the automaton 30. It is governed locally by the access management unit 34 and only ensures the transfer of the card to the inhibited state ("block"). This file can only be released under a reverse command of the only worker on the road that has made the command to block the
zone.

The worker on the road that has made the Zone blocking is responsible for the area.

3.- Local movement control of change of track ("operate points locally")

This remote is only available for one road worker who is responsible for the area in which he Find the change of way.

When the election of this command takes place, for a given zone, control terminal 32 interrogates the unit of Access management 34 to obtain the status of the area.

The change of route to be sent is defined from control terminal 32 by input of a identifier of the change of route considered. From the intercara, the worker on the selected road, in the terminal command, the desired movement for the change of track. How has it illustrated in figure 4, the movement of the change of track is confirmed by formulating a confirmed petition and, only in case of agreement, the change of route is effectively commanded

If the change of route is inhibited ("block"), the request for movement of the change of track is rejected by the access management unit and an error is displayed for the user.

In return, this command can be performed if the zone is in an inhibited state ("block"), under reserve that the change of route considered is not in turn previously in an inhibited state ("block").

4.- Block a change of track ("bllock a point ")

This command is accessible only for one road worker who is responsible for the area in which Find the change of way.

This command is only possible for a change of track of an area that is in a blocked state ("block").

After defining a change of way that must be passed to the "locked" state, by taking from the control terminal 32 of its identifier, the worker on the road take a blocking command of this change of track and confirm it by sending a corresponding confirmed command, according to the algorithm of figure 4. After which, the management unit of accesses 34 modifies the proper state of this change of track to pass it to the "locked" state, so that no command "operate points locally" can be applied to this change of via.

5.- Unlock a change of track ("unblock a point ")

This command performs the reverse operation of the command to block a "block a point" path change. He unlocking a change of track can only be done by the responsible worker who has previously proceeded to change of track blocking.

6.- Unlocking an area ("unblock an area")

That command is only accessible to a manager of the area that has made a command that plans to block the area ("block an area"). It corresponds to the inverse operation of the remote control to block a zone ("block an area").

7.- Return a zone ("give back an area")

This remote is only available for one zone owner. It corresponds to the reverse command to the command to take an area ("take an area").

The access management unit 34 is adapted to pass the record of the possessed state to the given state ("given") only if the state of the zone is initially owned ("possessed") and that no change of track It is in a "locked" state.

8.- Transfer of ownership ("transfer of ownership ")

This command allows a road worker to take the place of another worker on the road that owns a zone or a change of track to control a state of a zone or of a change of track, again taking charge of the tax states and becoming the only one that can allow the modification of these states imposed by the previous owner.

To this end, the control terminals of the two operators and management unit 34 ensure communication for reallocate to each state initially associated with the identifier of the initial operator the identifier of the replacement operator.

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9.- Deactivation of a terminal ("close session ")

This command is accessible only by a main user, in case of failure of a worker on the road equipped with a portable terminal 32.

It allows portable terminal 32 to be disconnected from the access management unit 34 and that the portable terminal be off.

This function allows the system to deactivate a terminal from its identifier if it is under repair or has been stolen in order to prevent access to the system to some people unauthorized that could take advantage of the immobilization of this terminal to study and hack the system.

10.- Forced return of a zone ("Force give back an area ")

This command is accessible only by a main user 66, in case of failure of a worker in the via.

The main user verifies that the Safety conditions are met in the area before using this command.

This command allows the token to pass from the state possessed ("possessed") to the given state ("given") under the command of the main user, without the agreement of the owner from the area This command is done by the double procedure take illustrated in figure 4.

11.- Forced zone unlocking ("Force unblock ")

This command is accessible only by a main user 66, in case of failure of a worker in the via.

The main user verifies that the Safety conditions are met in the area before using this command.

This command allows the token to pass from the state inhibited ("block") to the possessed state under the  command of the main user, without the agreement of the owner. This command is performed by the illustrated double tap procedure in figure 4.

The following example describes, based on the network part of figure 1, the state changes of some areas in view of the execution of works explaining the different Controls directed from its command terminal by operators present towards the access management unit.

The successive states of the different zones They are illustrated in Figures 5 and following. Two zones of potential interventions A and B are defined, as has been illustrated in Figure 5. Initially, it is assumed that each zone A and B is in a normal ("normal") state.

In the perspective of carrying out some works in the intervention zone A, the worker on the road in charge of works first visually verify the intervention zone A. After which, verbally required, for example by a call made from a mobile phone to the control operator control unit 60 that switches the intervention zone A by step from its normal ("normal") state to the given state ("given").

When the transition to the given state takes place ("given"), the access management unit 34 sends the automaton 30 for the application of border security measures for the intervention zone A. Thus, the automaton switches and locks all interested track changes, in a position such that no train movement possible to and from the area of intervention A. The application of border security measures only  It is optional, and this every time reference is made to it.

After the application of the measures of the border security, the state of the area is given ("given"). Temporary speed restriction measures predetermined are advantageously applied in the track parts adjacent to the intervention zone A. These measures are however optional

The change of state of the intervention zone considered is returned to the command terminals for information. Advantageously, a report is directed to the control operator central 60.

In this state, the issuance of trains made from automaton 30 can no longer be carried out with transit in intervention zone A as illustrated in the figure 5.

The area being in its given state ("given"), the road worker can take possession of the zone switching it to its possessed state. Result Then the owner. To do this, according to the algorithm of figure 4, identifies the zone and sends the change of status from its command terminal.

Road workers in charge of works in intervention zone A are then able to commute the zone to the inhibited state ("block") from the command "block an area" directed from its command terminals. By blocking the area, a road worker takes responsibility local area resulting one of those responsible and this area It can be returned by the "give back" command.

The person in charge is then in charge of leaving Enter the necessary trains for the works in the area. For ensure said entry, the person in charge comes into contact with the central control operator 60 to require the deactivation of border security measures.

The person in charge can then send locally a change of track by the "operate points locally" command from its control terminal 32.

In order to prevent other workers on the road present in the place displace this same change of way, the responsible first blocks the change of track by command "block point" This command is for example applied to change of track 20B.

After execution, the train penetrates the area intervention A after which, the person responsible unlocks the change of track that you have previously sent from the command "unblock a point".

If no other train should enter or leave the zone, the central control operator 60 re-establishes the border security measures.

Similarly, intervention zone B it can be successively passed to the possessed state by the owner and then to the inhibited state ("block") by a worker on the road in this area as illustrated in the figure 6.

After the works have finished in the intervention zone A, the train can circulate to the zone of intervention B after the person in charge of zone B has given his agreement.

The intervention zone A can then be released. For this release, the person in charge of zone A will ensures that no road worker is already present in the intervention zone A. Send the zone to the state then owned ("possessed") from your command terminal by command "unblock an area". After which, the owner is able to send the pass of the zone of the owned state ("possessed") to the given state ("given") by using the "give back" command an area "from its control terminal 32. The control operator central 60 then switches zone A to its normal state ("normal"), in particular by deactivating the measures of border security.

Zone A is then again accessible to rail traffic with eventually speed restrictions due to the works that take place in the intervention zone B as illustrated in figure 7.

It is understood that said management installation of rail traffic allows, by the use of terminals of command associated with the different people involved, the which are in communication by a wireless connection with the access management unit 34, which different areas may be put into security in a simple way without it being necessary establish a previous wiring of the area to connect some boxes of  buttons.

Moreover, the confirmation protocol of the controls, associated with successive states for each zone allows to ensure a high degree of worker safety in the way.

Claims (10)

1. Worker protection facility on the track in a railway network divided into areas that understands: - a centralized automaton (30) for managing the traffic regulation bodies (18A, 18B, 18C, 18D, 20A, 20B, 20C, 20D, 31); - at least one command terminal (32) displaced along the appropriate network to command the level of security of an area of the network by action on the centralized automaton (30); Y - means of connection of or of each terminal of control (32) with the automaton (30), comprising the means of Connection:

-

 some means (38A, 38B, 36) of communication between the control terminal (32) and an access management unit (34) appropriate for direct some controls, from the control terminal (32) to the control unit access management (34), and

-

 a unit (34) for managing access to the automaton (30) from the command terminal (32) appropriate to selectively secure the PLC control (30) from the or each control terminal (32) in function of command information transmitted from the terminal command (32);

characterized in that the or each control terminal (32) comprises means of identification and authentication of at least one user in charge of the level control of the security of an area and the management unit (34) is appropriate to limit the intervention of any other person on said area to reduce the level of security. 2. Installation according to claim 1, characterized in that the or each control terminal (32) comprises means for identifying a zone of the network to control its level of safety. 3. Installation according to any of the preceding claims, characterized in that the access management unit (34) comprises means for evaluating each command transmitted from a command terminal (32) and means for, in case of agreement on the command, require the command terminal (32) that has transmitted the command, a corresponding confirmation command, and because the access management unit (34) is adapted to ensure the control of the automaton (30) from the command terminal (32) only after receipt of the corresponding confirmation command from the command terminal (32). 4. Installation according to claim 3, characterized in that the confirmation command corresponding to a command of origin consists of a new formulation of the command of origin that is carried out according to a semantics different from that of the command of origin having at the same time an identical significance. 5. Installation according to any of the preceding claims, characterized in that the access management unit (34) and the automaton (30) are each appropriate to ensure the management of states for each area of the network, and because said unit of Access management (34) is adapted to make only certain controls accessible from the or each command terminal (32) depending on the status of the area considered. 6. Installation according to any of the preceding claims, characterized in that the access management unit (34) is appropriate to ensure the management of user identifiers and comprises means of identifying the user of the control terminal (32), and why said access management unit (34) is suitable for making only certain controls accessible from the or each terminal (32) depending on the identifiers of the terminal user (32). 7. Installation according to any of the preceding claims, characterized in that the access management means (34) are adapted to transmit to the command terminal (32) a description of the network indicating the level of security in areas considered afterwards of each control of the automaton (30) carried out from this command terminal (32), and because the or each command terminal (32) comprises means for receiving a description transmitted from the access management means (34) and about means to make the last description of the received network available to the user. 8. Installation according to any of the preceding claims, characterized in that the or each control terminal (32) comprises means for defining a control typical of a traffic regulation body (18A, 18B, 18C, 18D, 20A, 20B, 20C, 20D, 31) particular of a particular area of the network of a change of track and the access management means (34) comprise means for executing said command by the centralized automaton (30). 9. Installation according to any of the preceding claims, characterized in that said means (38A, 38B, 36) of communication between the control terminal (32) and the access management unit (34) are appropriate to ensure wireless communication . 10. Installation according to any of the preceding claims, characterized in that the or each control terminal (32) comprises an identifier, and the installation comprises means for deactivating some control terminals (32) according to their identifier.