PT94863A - System, device and regulator for the supply of energy for the operation of the doors of a transport carriage - Google Patents

Abstract

The present invention relates to a system for operating the doors of a transport carriage, assisted by computer, which provides greater automation of the operation of a door panel of a transport vehicle, at the same time as providing safety means for preventing movement on the rails without all the passage doors being closed. A programmable logic controller 100 for a signal indicating a sequence (open or closed) to a panel of the doors; or it is possible to introduce a manual input signal for this purpose. The controller 100 receives signals from a sensor 84, 85 for sensing the position of the panel and from a sensor 88, 90 sensing the movement of the panel in order to evaluate the status of the panel of the door, and it generates an indication of the status and signals for movement of the panel. The automated control of the movement of the panels of the doors is sent selectively to one or to a number of passage doors where an opening or closing problem has been encountered, i.e. there is exclusion of signals of movement of the panel of the door for door panels which were open or closed. An electric cam device uses a radiating-energy emitter 604 and a detector 606 with an attenuater disc 600 of reversible direction, which is encoded, wedged in an actuating device 76, 78 of a motor with reversible direction of rotation, for the panel of a door. The modulated output of the detector 606 of this radiating energy indicates the direction of the movement and other data, by coordination with the controller 100. An electrically controlled power switch 270, 272 controls the link from a direct-current supply source in order to control the direction of the rotation of a reversible-rotation direct- current motor, which controls the opening and closing movements of the panels of the doors.

Description

Description relating to the U.S. Pat. MOKRISON-KNUDSEN COM-PANY, INC., U.S.A., industrial and commercial, established at Morrison-Knudsen Plaza, Post Office Box 7808, Boise, Idaho 83729, United States of America (Inventors: Frederick Earl Templeton, Robert Frank Carter, and David Lee Crawforth, residents of the US.), To " SYSTEM. DEVICE B POWER SUPPLY REGULATOR FOR THE OPERATION OF A CAR PORTS BE TRANSPORTATION " .

The present invention relates to the automated surface of the operation of the doors of a carriage or transport carriage to improve passenger safety and increase the reliability of the operation of the carriageway doors.

More particularly, the present invention relates to the creation of a more durable, economical and reliable system for the operation of the doors of a transport carriage.

For security purposes, all passing doors of a passenger train with signature tickets shall be closed to permit movement on the rails, and those doors shall be kept closed until the arrival at the platform of a station for the departure of the passengers of the carriage . It is an object of the present invention to make these safeguards easily accessible and executable. sis

The driver or guard in a transport carriage or a train (usually about ten interconnected transport carriages) has the responsibility of checking all passengers' doors for closing. In prior art systems, the driver has been responsible for manually initiating and executing the latching and opening movements of the doors. A further object of the present invention is to automate the surface of the door movements following the door movement start signal and / or to provide the generation of signals to initiate door movement responsibly under detected conditions.

Typically, the subway carriages have an elongated configuration, with three or four doors for entry or exit, of each side of a carriage. Often two sliding door stops are used which cooperate to close the doorway. This increases the number of door stops subject to obstruction or other malfunctions. It is a very important contribution of the system according to the present invention to locate an individual door stop that has not closed or a door whose closure presents difficulties.

Furthermore, in longstanding underground door systems, objects such as the arm or a piece of a passenger's clothing may be present between the sliding stops, notwithstanding such stops being indicated as " closed. &Quot; It is a further object of the present invention to substantially eliminate such hazards by de-tecting, differentiating, correcting and / or indicating such a deficiency for purposes of door operation.

In older systems, too, the driver, in an attempt to correct an obstructed door problem, was limited to reopening the door and attempting to close it again by executing these operations for all door stops on the same side of the carriage or the train. The reopening of the multiple doors during the hour of great influx of passengers tends to create other problems of the obstruction of the doors, since the passages 2

people try to enter every door again. This tends to increase safety hazards and cause delays.

According to the present invention, specific electrical devices are provided for evaluating and controlling the mechanical output of the reversible motor drives used in such door systems.

A part of the present invention comprises from the recognition of the problems that arise and still exist in carriage door operating systems, for example metropolitan door systems. Concepts deduced to obtain feasible solutions to such problems include the automatic detection and location of obstruction problems at the doors and other concepts that allow increased automation of the supervision control of the operation of the doors.

Hence the importance of the contribution of the present invention to computer-assisted and electronically controlled systems for the operation of the doors, which locate and identify an individualized obstruction of the way doors or any problem existing in the door stops. With such identification, the logic controller programmed according to the present invention concentrates one or more automated corrective actions at a location of the identified problem and eliminates the need in previous systems to reopen other doors that have closed correctly. These features help to provide a more reliable, more reliable and more economical car door operation.

The present invention will now be described in more detail with reference to the accompanying drawings, in which: FIG. 1 shows a schematic plan view of the present invention with a number of individual transport carriages interconnected to form a train. FIG. 2, a schematic view in the handle = 3 =

of an embodiment of the present invention showing detection and operating means for opening and closing individual door stops of a carriage door; FIG. 3 is a block diagram for illustrating the retraction ring control system of the present invention for operating a mechanically interlocked door stop; FIG. 4 is a block diagram of a part of the control circuitry according to the present invention for operating a door stop or door interlocking mechanically;

Figures 5, 6 and 7 show schematic circuitry of components to be interconnected in a specific embodiment according to the present invention with power switching means for reversible motor drive operation of a door stop or panels of mechanically interconnected door; FIG. 8 is a schematic plan view of a multiple carriage in one embodiment of the present invention with interconnection of programmable controllers for individual carriages; FIG. 9 > a flow chart of the opening sequence for a carriage door control program according to the present invention; FIG. 10 is a flow chart of the closing sequence of a carriage doors according to the present invention; FIG. 11 is a perspective view of a specific embodiment of the apparatus forming part of the present invention for evaluating the movement of door stops; and Fig. 12 shows a plan view of a part of the rotor of the apparatus of Fig. 11.

Referring to Fig. 1, the passenger train (20), for example a passenger train with bi- = 4 =

and includes a number of elongate carriages 22, 24 and 26. The number of gens in a metropolitan train or such train may in general range up to about ten. Each of the carriages has a number of through doors, such as 28, 30, 34, 36, 38, 40 and 42 which are spaced from each other along of the length of the carriage.

In the illustrated embodiment, each of the through doors includes two stops such as 44 and 46 which, during opening, slide into pockets in the sidewall of the carriage. Cabs or compartments of the carriage such as 48 and 50 of the carriage 24 are disposed on opposite sides of the carriage. Each of the cabs contains supervisory switching means (not shown) for opening or closing the doors located on the same side of the train where the cabin is. Munter panels 184 and 188 in each cabin indicate the condition of all ports along each side. Figure 2 includes. a block diagram with a partial illustration of components of a door stop movement system for opening and closing the through doors (70) of a transport carriage. The sliding doors 72, 74 are respectively connected to drive motors 76, 78 by means of lever systems 80, 82. In the embodiment being described, the sliding stops open a through door when each of them moves into a cavity in a side wall relative to the carriage on either side of the door. Other types of doors could be used, with automatic door opening and closing.

In a preferred embodiment, the door stopper driving means comprises non-direct current electric motors with integrated reducers 5 other types of motors could be used. The mechanical connection shown converts the motor rotation movement in a rectilinear motion of a = 5 =

of the door frames shown; an actuation motor may be mechanically connected to operate the two stops. Appropriate link rod systems are known in the art. Other mechanical processes of interconnecting a rotating drive means with a linearly moving sliding door stop could also be used, for example a rack and pinion system.

A different variant of the prior art practice, and an important aspect of a feature of the systems according to the present invention is the possibility of automatically achieving a certain classification of a problem, whether it is at the stop itself or resulting from the operation of the door. In addition, there may still be the possibility of locating and indicating the location of a fault and also automatically and selectively performing one or more corrective actions at that location. A backhaul for a logically programmable computer, and between cooperating computers on a train, as described below, are important for the overall coordination of door openings and latches in a transport carriage and throughout the train. Automatic operation is facilitated by the use of a number of door stop status sensors and the programming of their combined responses. A sensor is used to position the sensor to accurately indicate the locking of the patent for the door. Position sensors (84, 85) (fig.2) determine whether or not the stops (72, 74) are closed and signal such a catch.

However, in addition, the sensors 8 and 85 help to determine if a certain element, such as a passenger object, is caught between the door stops and / or if there is any attempt, of any to force the gap between the stops. Do not use automatic door openers such as optical or mechanical devices that are located on the elevator door stops. It is considered • to be more practical to use the movement in rails,

in order to avoid the use of such automatic openers in the door operating system described herein.

In daily crowd transportation systems, a "pushbutton system" has been adhered to " required by springs where the stops meet, which allows a connecting arm for the movement of a door stop to a point just beyond its " neutral " locking. &Quot; push bars " oriented position extends along the edges of the sliding door stops and the use of springs allows the connecting arm of each stop to swing beyond its " locked " position. The drawback of the prior systems was the ability to determine in a timely manner any variation of the normal locking process. As a consequence of this, an interval between the stops could easily appear as they approached the closure, which could remain while the mechanical connection was in what could be termed a " closed-locked " position. which would be undetected. A greater danger would be the arrest of the clothing or other object of a passenger who has not yet boarded the gap when the doors close and the train sets in motion. In prior practice, a gap of 76 mm (3 ") between two stops was possible. The system according to the present invention limits, for safety purposes, the movement of the train when any through door is not properly closed and automated, supervision of the opening and closing of the doors. The logic of tectonics, feedback and programming of the automatic carriage door operating supervision system according to the present invention makes it possible to determine when doors are properly closed or opened, in fact whether they are poorly closed or poorly open.

In the system according to the present invention various steps are taken to provide reliable automatic operation, which are considered safe and practical for = 7 =

the transportation service of large crowds.

The position sensors 84 and 85 are positioned so as to precisely minimize an allowable gap between the spring loaded pushbuttons (about 12.7 mm, 1/2 ") and indicate that an object may be but rather by detecting the effort made to increasingly attempt to open one or both stops. A further door stop sensor system, by means of a programmable logic controller, to be described, is coordinated with the sensing means (84) and (85) to recognize normal operation and to disclose possible malfunctions in the operation of the door stops such as obstructions, result from the operation of the door frames.

The movement sensors of the port 88 and 90 are coordinated with the drive 76 and 78, respectively, to determine the movement of the door stops 72 and 74, and also , by means of said programmable controller, determining the movement sequence and also the appropriate movement within a prescribed time to determine the normal operation of the door stop. The operating time distribution of the latter is co-ordinate with the position detector signal 84 or 85, so as to indicate a closure or aperture of a door stop without hindrance or failure, i.e., not has been hindered by a passenger, has not held any object, has no object attached to it, has no mechanical fault, etc.

A combination of elements, shown and described with reference to another figure is provided for effecting such evaluations of the operation of the door. FIG. 3 is a block diagram for illustrating the closed ring feedback for the controller means 100 forming part of the present invention. In a preferred embodiment, the means of the controller 100 is constituted by a programmable logic controller (PLC), which is configured by a program (described below) to effect the = 7a =

control functions described above in response to start signals and position signals of the stops and the movement sensors of the stops.

An input means 102 for initiating a supervision sequence may include, for example, a manually operable switch to provide an input signal through the wire 104. The sequence start and door movement signals are arranged, for purposes of formal operation, to control the doors, only one side at a time, of a carriage and / or train. Supervisory sequence start command command can S6p originate at any control station (control cabin) on a train control; the PLCs on an entire train are interconnected in such a way that the train conductor can open the passages of all the doors on the same train side from any of those control cabs located on the same side of the train as the doors.

The initiation signals of the watch sequence may be provided by a fully automatic system which would read the signals from the condition sensors to determine that a train is stopped in a station, then issue sequence initiation signals to enable the passengers get out of the convoy and then provide the closing of the doors and continuing the movement of the carriages. The feedback end 106 could be used to maintain an appropriate orientation of a manual entry switch during fully automatic operation. 0 PLC " (100) provides output signals to the display panel (108) through the wire (110). In a specific embodiment, in which the supervising sequence initiation control is provided by manual entry by train personnel, a manual entry introduced through the PLC is affixed to each cabin of each carriage of a carrier. The data available to the present invention may indicate which doors are clogged or that operate = umal • can be viewed. And the stored data can be read from the PLC 100 through the wire 110.

The PLC 100 also responds to and provides signals to a control means 112 for scrolling the rails through wires 114 and 116. The movement or release control means 112 on the rails are connected by the wire 114 to the power supply or to the PLC in the previous carriage of the train and are connected by the wire 116 to the PLC in the next carriage of the train; or such a signal may be connected directly or indirectly to the train system to lock the movement to the lobe which has been provided (Figure 8). The PLC in each carriage will not give a release signal by the wire 116 to the motion control system on the rails until the input signal on the wire 114 indicates that all the doors are conveniently closed.

A control means in each carriage, for example a PLC (100), is connected to the door stop circuits for each drive motor (152) to a door panel (156) in a carriage (a drive motor doors can be mechanically connected to one of the two door stops).

These circuits control the drive motor 152 and send feedback signals which include data detected for each port to the PLC. A PLC may be provided in each cab or control station on each side of a carriage, but a single PLC may be wired and programmed to separately control ports on both sides of the carriage, with display means and input switches being provided in each control cabin for the side doors of the train where the cabin is located. Placing a cab on each side of the carriage allows the driver of the train to better observe the conditions on the side of the train that is being served.

In Figure 3 it is shown that the wire 120 is connected to the system 140 (represented in a block diagram) of a door stop or through door. Connecting lines 122 to 126 are attached to other stops or = 9 =

pass doors on the same side of the carriage and lines 130 to 136 to individual walkways or walkways on the other side of the carriage. The connecting means comprise a cable with signal wires providing sensed information, motor control signals and feedback signals. The PLC (100) provides output signals through the cable (120) to an interface (144). The control signals from the interface circuit 144 are provided through the connector 146 to the power supply regulating circuit 148. The power supply regulating circuit is connected to an electric power source (not shown in Figure) to control power in the supply wire (150) for, in a preferred embodiment of the present invention, an electric DC motor (152).

As described below, steps are taken to separately control the current in the armature windings and the inductor windings for power locking and switching purposes, which provides careful and durable control of the direction of motor rotation. The drive motor includes an integrated gearbox to provide an output one rotation for a mechanical bar system (154) to achieve linear movement of the door stops (156). A single drive motor can be mechanically connected to each of the stops at the same time in a carriage. A drive motor and a mechanical link rod system is preferred for each door knock, which is considered in the description of the principles of automatic control.

The sensing means, as described above, are coordinated with the drive motor 152 by the connector 158 and the means of the door stops 156 by the connector 160. From the sensor board 162, the connector 164 separately supplies the data sensed to the PLC 100 for evaluation, the PLC (100) providing feedback signals for the control of the drive motor 10

through the interface circuit (144). Figure 1 also illustrates the physical arrangement of the interconnection of the PLCs in a carriage to control the various ports of passage in that carriage and to interconnect the PLCs of several carriages in a train. For example, the PLC 180 in the cab 48 of the carriage 24 is connected to a display 184 in the same cabin, to a display 188 in the cab of the opposite side of the car, and to cables for control signals of the drive motors; the latter are represented in T90, 192, 194, 196, 198, 200, 202, 204, 206 and 208 (each drive motor is connected to stops, as shown). The PLCs of the train are connected in a network by the connectors 210 and 212 which also represent lines for control and / or control of the movement of the train that extend between the train carriages (see Figure 8, described further up). FIG. 4 shows the functional relationship between a PLC and the drive motor to control the movement of the stop. The sequencing and other signals from the PLC 250 are transmitted through the cable 252 to intermediate means which may include a local display, isolation means, and energy adjusting means. The local display 254 indicates the state of a drive motor; for example, LEDs connected to the control wires, which are activated when the respective signal wire is activated. The local indication provides convenient information during maintenance and testing.

The signals are transmitted through the connector 256 to the isolation means 258 which protects the PLC from high voltages of the power regulation circuit and also protects the leakage power circuit from the PLC. In a preferred embodiment, optical isolators are used, however, relays of insulation or other electrical protection means may be adapted for this use.

The signals from these 11

insulation through the connector 260 are conveyed to an adjusting means 262. The power level supplied to the drive motor means by the power control circuit is advantageously adjusted to the signal level. The drive motor is established in several lanes in the circuit board of the power control circuit connected by cables 264, 266 and 268 to components of the circuit of an energy regulating board for controlling the movement of the stops for example opening (270), catch (227) and braking components.

The components for opening and closing the doors are connected to a power source 276 by connectors 277 and 278 from a power line 280. The energy regulating switching means controls the energy between the energy source and the windings of the inlet (470) and the inductor (472) of a reversible continuous current motor to control the opening and closing movement of the drive means and door stops.

FIGS. 5, 6 and 7 represent the main parts to be interconnected to obtain a schematic of a specific embodiment of control of the signals and the power of a drive motor. The electrical control means for each motor can be divided by functions into three circuits or circuit boards, namely an interface circuit 292, in Fig. 5 between a PLC and an energy regulating circuit 294, shown in FIG. 6, and a stop circuit 296, shown in Fig. 7.

The door stop movement signals from the PLC (not shown) are directed through signal wires 300, 302, 304 and 306 to interface connectors 320, 322, 324, 326 and 328, as shown. Signal wire 300 only transmits the " open " signal " to a specific stop, while the wire 306 transmits the " open " for all motorcycles.

the doors to be opened. Whether this particular " door stop sign " " common " signal must be active " before a specific door stop opens. The connector 304 transmits an " closed " signal " to a specific door stop and the connector (302) transmits the " closed " which is common to all drive motors of the carriage door stops to close. Both signals must be activated for a specific door stop (or mechanically connected double stops) to close.

This division and use of a specific stop sign and the " common " for all battens of a carriage, facilitates the selective assignment of the si- nals of the movement of the stops to certain areas of problems, as discussed above, which allows the automatic exclusion of reopening and reclosing signals for the door stops that is properly closed, or properly opened.

Also, in a specific embodiment, the end of the signal 304 is connected to two separate connectors 324 and 326 of the interface circuit 292, the signal wire 304 is used to transmit either a sign "" for a " specific " stop, either a lock control signal for the drive motor. Signals are also directed to the InterftQl circuit 292 from the stop detection circuit 296 of Fig. 7 through wires 316 and 311 to the interface circuit connectors 330 and 332. The interface circuit provides an indication of status next to the drive motor. The ground connector 342 used by the interface circuit is also directed from the stop detection circuit 296 (Figure 7). The local indication is provided by • the same mechanism for each signal connection to the circuit of 13

interface. However, there is no signal indication for the common ground connection (342). Each of these connections of the interface circuit is typically connected as shown to the connector 320, i.e., the signal track is connected to the node 350 by an indication track, the current being established through a resistor 2.2 K-Ohms 360, which limits the display current, the current for LED 370 being connected to common ground 342 at 380. A resistance of 2.2 ohms is used in each line, using in each one the same type of LED. The insulation at the input of the interface circuit is provided by the same mechanism for all of the motor control signal lanes in the interface circuit. The connector 320 is typical for each of the motor control signal connections. The connector 320 is connected through the resistor 390 (750 ohms value) which is used to limit the current. In the illustrated circuit, an optical isolator 400 includes the grounded LED 140 and an optically sensitive transistor 420 connected to a voltage level 22 V of the power line established in the connector 430 ). The energy used by the optical isolator 400 to generate the control signals to the regulating circuit comes from the connection 430 in the wire to the power source.

An optical isolator device that combines an LED and an optically sensitive transistor, tallco-mo (400), can be obtained from known suppliers or made from discrete components in a known manner. An optical isolator device suitable for the specific embodiment is the Philips ECG Type 3045, available from Philipp ECG, Inc., 1025 Westminster Drive, PO, Box 3277, Williamsport, PA, 17701. Current through the transistor (420) in the optical isolator (400) is limited by the resistor (440); the connector 450 connects the interface circuit 292 and the power regulation circuit 294 of Fig. 6. The resistors 440, 442 and 444 for the specific aperture signals 14 =

ca ", " common clasp " and locking devices each have a value of 56 Ohms. The resistors 446 and 448 for " common aperture " and " specific closure ", respectively, each have a value of 620 Ohms.

In the power control circuit 294 of FIG. 6, the control signals of the drive motors enter connectors 450, 452, 454, 456 and 458. The power control circuit is connected via the connector (460) to the power source; a circuit breaker 462 is connected to that wire. A terminal 466 connects to the energy switching circuit providing power to the armature windings 470 and to the inductor windings 472 of a reversible DC motor. The reversible DC motor also has separate connections in the power regulation circuit for the armature windings 470 and the inductor 472.

The motor windings 470 of the direct current motor are connected to the power regulating circuit at connectors 474 and 476.

The inductor windings 472 of the DC drive are connected to the power regulating circuits in connectors 478 and 480. Connector 480 is connected to ground 482.

The specific aperture and common lock signals from the connectors 450 and 452 are transmitted through potentiometers of 5 Kohms 484 and 486 respectively, allowing uniform adjustment of the speed of opening and closing of the doors.

The drive motor control signals control the power transistor circuit 490, 492, 494, 496 and 498 (each including a transistor and a diode) to power the transistor to the windings of the armature and the inductor of direct current, in order to control the direction of the rotation of the motor for opening and to the faith 15 =

cho. The direction of rotation of the motor is controlled by controlling the passage of current in the armature 470 between the node 466, the node 500, and the node 480 to ground 482. The current is subject to a resistance (502) (with a value value of 1.5 Ohms) and to the inductor windings of the DC motor.

To open the door stops, the specific aperture and common aperture signals trigger the transistor circuits 480 and 492 to establish the current through the specific aperture transistor circuit 490, the armature winding 470 of the DC motor and the common aperture transistor circuit 492 (non-conductive transistor circuits 494 and 496) and the inductor windings 472 to ground.

To close the door stops, the chain is set in the opposite direction in the armature; the common lock and specific lock signals trip the transistor circuits 494 and 496 (while the transistor circuits 490 and 492 are non-conductive). The current is set in the common locking transistor transistor (494), induced (490) specific transistor (496) transistor (496) of the inductor, to ground (482).

To retard the drive motor during closing, the signal is activated in the locking line, the current being connected to the power supply connector terminal (466), the locking transistor circuit (498), the potentiometer (504) and through the inductor windings of the DC motor to the ground (482). The " specific aperture " transistor circuit 490, the common aperture transistor circuit 492 and the common " transistor " transistor circuit 494 " are deactivated and act as high value resistors. Due to the current in the inductor winding 472 and the closure of the inductor 470 encounters a resistive load, the rotation of the armature generates electrical inertia (dissipated, since its kinetic energy is converted into electrical energy. (496) is left in an activated state, during latch 16

which is not important since the current path through the armature windings demands that at least two transistor circuits are activated. The energy for the armature is provided by pulses by the PLC during the delay and is also provided by pulses to the circuit of the locking transistor (498); the times for the start of these pulses are determined by the PLC based on an input from the door stop motion sensor which functions as an optical output.

In the stop sensor circuit 296 (Figure 7), signals are provided to the PLC via wires 088, 310 and 314 (on a cable, as discussed above) which are connected to the PLC from the stop sensor circuit by connectors 510, 512, 514 and 516. The wires 308 and 312 do not transmit command signals. The wire 308 provides 24 V power for the operation of the sensors at the door stops and the wire 312 is a common ground used by the interface circuit and the sensor sensor circuit. The interface circuit is connected to the wire stop sensor circuit 316 and 318 and a connector 342. The signals passing through the wires 316 and 318 are used to provide a local indication for the position sensors of the stops and for the sensors of the movement of the stops, respectively, in a location close to the drive motor. The lane passing through the connection 342 is the common ground for the interface circuit and for the door stop sensor circuit. There are two signal wires provided for transmitting the sensor signals from the stop sensor circuit stops to provide feedback to the PLC. The signal wire 310 transmits the optical cam signal (stop motion sensor) back to the PLC. 0 wire (314) Transmits the magnetic switching signal (stop position sensor) back to the PLC. The energy for the various sensors of the stops is provided by the wire 308 through the connector 510 = 17 =

to the node (connector terminal) 518, which is the common power source for the stop motion sensor 520 and the (magnetic) position sensor 522 of the panel position. The energy for a source of optical radiation to the motion sensor 520 is available from common node 518 through a current limiting resistor 524 having a value of 2000 Ohms and an LED 526) to the common ground (530). The energy for the radiation sensor of the optical motion sensor 528 is available at the common node 518, the output signal being provided to a connector 512 and transmitted back to the PLC; is also transmitted to the connector (332) in the interface circuit to provide an indication adjacent the drive motor for the door stop movement sensor. a Magnetic sensor (attenuation of the power readouts) can be used as a stop position sensor; the energy is transmitted from the node 518 to the positive connector 536 of the first magnetic switch. When the first magnetic switch is closed, it passes current through the switch from the positive connector 536 to the negative switch 538 of the magnetic switch. When the first magnetic switch is opened, current is drawn through the 2 Kohms resistor 540 and LED1 indicator 542 to ground 544.

A second magnetic position switch is connected to the first magnetic position switch in series, when a drive motor displaces the door stops. The energy for the second magnetic position switch is transmitted from the negative con- nector 538 of the first magnetic position switch to the positive con- nector 550 of the second magnetic switch. When the two magnetic switches are closed, the current is drawn through the second magnetic switch from the positive (550) to the negative (553) connector of the second magnetic switch and the second magnetic switch is set, the current through the 1 Kohls resistor 552 and the indicator LED 554 to ground 556. = 18 =

The output signal of the magnetic switches passes through a connector 512 and I transmitted back to the PLC (not shown) through the wire 314. The output signal of the magnetic switches also passes through the wire 316 to a connector 330 of the interface circuit to provide the indication of the sensor in the motor.

Magnetic sensors of this type are available on the market and their operation is known: other suitably accurate and durable sensors could be used for the door stop position sensing functions. FIG. 8 is a schematic plan view of an embodiment of multiple carriages of the present invention showing the interconnections between individual carriages of a train 570 including the carriages 572, 574 and 576. Each carriage contains its own PLCs 578, 580 and 582, respectively, which are interconnected by various control cables 588, 588, 590, 592 and 594 ). The control cable 586 comprises wires which transmit commands to open or close all doors, for example on the right side of the train. The control cable 588 comprises wires to transmit all commands to open all the ports on the other side (the left side) of said train.

The control cables 590 and 592 comprise a single signal wire passing serially from the power supply 596 between the PLCs 578, 580 and 582 and for the movement of the train on the rails. This control line is used to prevent movement on the rails until all doors are closed. Each PLC has an inlet connection (114) and an outlet connection (116) for the line of release of movement on the rails (Figure 3). The control dial 594 is a network line between the PLCs. Provides condition reporting. between PLCs such that all PLCs can display 19 -

the location of any problem at the entrance doors in any carriage on the train. The control cable 59¾ could also be used to eliminate the need for the control lines described above. The integrated program for the PLCs according to the present invention is subdivided, for purposes of illustration only, into the opening sequence (Figure 9) and the closing sequence (Figure 10). The operation and functions of the components combined by the present invention have been shown with reference to Figs. 1 to 8, to describe the invention and the interrelation of functions performed by the PLC program according to the present invention has been set forth in that description.

The flow charts of Figs. 9 and 10 are intended to present this mutual relationship in sequence. However, in view of the foregoing description, such flowcharts, as shown, are self-explanatory, and no repeated description text is required.

It should be noted that the movement sensor of all door stops is referred to as flowcharts as a meat sensor and the position sensor is designated as a stop sensor. The door stop movement sensor (cam sensor) is shown in figure 11 and its rotor in figure 12. The cam sensor is used to define the opening and closing times of the door stop means and to define the start-up times of the motor locking pulses.

Referring to Figure 11, the trocar 600 rotates in coordination with the drive motor between the saddle block 602 having a radiation emitter 604 and a radiation detector 606. The rotor 600 is opaque to that radiation and includes signaling apertures 608, 610 and 612. 20

The arrow 614 indicates the direction of the opening rotation. Upon appropriate initiation of the opening movement, the aperture 608 starts counting the time of a normal opening cycle, as well as a normal time to reach the aperture 610; both can be calculated in the PLC.

In the opening (610) the locking pulse of the drive motor is indicated; and in the aperture (612), the aperture is completed and the motor stops. The locking cycle may use such bends to determine the normal locking time and to set the motor locking times, if desired, for the locking sequence.

Values of specific circuit elements were presented; the availability of other parts is indicated below:

Power Transistors - Type KE721KA1, available on

Powerex, a joint venture company of Westing-house and General Electric Co.

Saddle 602 - Optek Type 0PB824A (formerly a TRW) Carrollton, TX 75006

Magnetic sensor - Turck Ni20-CP40-VP4x2

Turck U.S.A. 3000 Campus Drive Minn., MN 55441

Drive motor - Westcode Model V21N039 * WC 15124-001

Westcode Gearbox - Model WD15235 / 001 available at Westcode Inc. 90 Great Valley Parkway.

Frazer, PA 19355

Claims (1)

While specific values of components and circuits have been identified for purposes of describing the preferred embodiment, different values may be used. The scope of the present invention is determined by the appended claims. (70) in a longitudinal side wall of a transport carriage, the through door or each through door (70) having at least one panel (72, 74) for controlling the movement of passengers through the through doors, the system comprising actuating means (76, 78) for the panel or door panels (72, 74) in the or each (70), a power source (278) for supplying power to the door panel drive means (76, 78), a sequence initiating means (102, 103) for sending signaling to the gate means (76, 78) of the door panels for opening or closing the door panel or panels (72, 74), position sense means (84, 85) for detecting and signaling the position of or each of the panels (72, 74), and monitoring means (108) for indicating the closure of the apinel or d the door panels, characterized in that motion sensing means (88, 90) is provided to determine and signal the movement of the door panels or panels (72, 74) during opening and closing and in that a controller (100 ) for automatic control of the door panel drive means (76, 78) responsive to the signal from the sequence initiation means (102, 162) and signals from the means (84, 85, 88, 90) motion and position sensors and to signal that the panel or at least one of the door panels (72, 74) have not reached their closed position when a closing command has been performed on the door panels of the sequence initiation means (102). 2. A system according to claim 1, characterized in that the sequence initiating means (102, 162) produces manual control signals and input signals from condition sensors. The system according to claim 1 or 2, characterized in that the monitoring means (108) is adapted to indicate the closing of all the door panels in a car or all the door panels in a train. The system according to claim 3, characterized in that the characteriser (100) locates and identifies one or each of the through doors in which there is a problem with the movement of a door panel. System according to claim 4, characterized in that the controller (100) directs a movement signal to the panel or to each door panel in which it has been found and has identified a movement problem, while excluding signals to panels where it does not any movement problem was found. - System according to any of the claims 23 = characterized in that the controller (100) establishes a predetermined duration of movement of a door panel to open or close the through door under normal conditions and respond to the motion sensing means (88, 90) to determine if the time used to open or close the door panel is longer or shorter than the predetermined duration. 7. A system according to any one of the preceding claims, characterized in that the controller (100) uses signals from either the position sensor means (84, 85) or the motion sensing means (88, 90) to: indicate the lock of a door panel without malfunction or obstruction. A system according to any one of claims 1 to 7, characterized in that the power source (275) is a source of electric power and the drive means (76, 78) is constituted by an electric motor (152) and that the controller (100) is powered from the power source (276) and controls the power supply between the power source (276) and the electric motor (152). 9. A system according to claim 8, characterized in that electric power regulating means (262) receives the start signal of the sequence and the signals for movement of the control door panels (100, 250) and exercise control of the power supply to the electric motor (150). 10. A system according to claim 9, characterized in that the electrical energy regulating means (262) controls the power supplied to the electric motor (152) to control the speed of movement of the panel or the door panels during opening or closing. System according to claim 19, characterized in that the energy regulating means (262) also controls the braking of the electric motor, the movement of the panel of a door when approaching its fully open position. 12. A system according to claim 9, 10 or 11, characterized in that the electric motor (152) is a reversible DC motor and the energy regulating means (262) separately controls the energy input to the armature (470) and to the inductor winding (472) of the engine. A system according to claim 12, characterized in that the energy regulating means includes energy interruption means with semiconductor switching means (490, 492, 494,496) connected between the energy source (through of 466) and the armature (470) and the inductive winding (472) of the electric motor. A system according to any one of claims 9 to 13, characterized in that a protection device (258) is placed between the controller (250) and the energy regulating means (262) to protect the controller ( 250) at = 25 = relation to the power supply level of the electric motor (152). A system according to claim 14, characterized in that the protection device (258) comprises an interface circuit (144, 400) with adjustment means (262) operable at the input level of the signal for quantitatively controlling the applied to the electric motor (152). A system according to any one of the preceding claims, characterized in that the controller (100) is programmed to generate output signals for controlling the drive means (76, 78) in response to the sequence initiation signals for open and close, and furthermore be programmed to produce signals for the predetermined recycling of the opening and opening movements of the panel or the door panels which have been located and identified as having a problem with the movement of the door, while excludes the provision of such signals to any gate panel which has properly completed its opening or closing movement. 17. A system according to any one of the preceding claims, characterized in that the movement sensing means (88, 90) comprises a radiant energy source (604), a radiant energy detector (606) (600) which moves in coordination with the drive means (76, 78) to modulate the radiant energy incident on the detector (606) to cause it to generate a signal which is directed to the controller (100). = 26 = 18. A system according to claim 17, characterized in that the modifying means comprises a rotatable element (600) and that the controller (100) is sensitive to signals from the detector (606) to determine the direction of movement of the panel or door panels to establish the locking times of that movement when the door panel or door panels approach the full aperture and the arrival of the panel or panels to their fully open or fully closed positions. An electric meat device for evaluating the mechanical reversible direction of a door panel in a transport carriage, characterized in that: the drive means (152) produces the mechanical reversible direction movement of said door panel of a carriage transport; a source (604) of radiant energy; a detector 606 of that radiant energy located away from the radiant energy source 604 to provide a gap therebetween to provide an electrical output responsive to the detection of that radiant energy; means for attenuating or modulating the radiant energy (600) situated to effect a mechanical movement through said gap between the source (604) and the detector (606), the mechanical movement of the attenuation means modulation coordinates with the movement of the drive means (152); the attenuation or modulation means (600) being encoded to modify the radiant energy from the source (604) reaching the detector (606) such that = producing electrical output in response thereto; and a controller 100 responsive to that electrical output of the detector 606 modified by the movement of the attenuation means 600 to determine the direction of movement of the door. An electric meat device according to claim 19, which detects the rotational mechanical movement of an armature (470) of the electric motor to drive the door panel of a transport car between the closed and closed positions, and by the means (600) for attenuating or shaping the radiant energy to provide a signal to the controller (600) for pulse modeling of the electrical power supplied to the motor (152) to dampen the movement of the door panel when approaching its position completely open. Electric cam device according to claim 19 or 20, characterized in that the means (600) for attenuating or modulating a radiant energy provides a signal to the controller (600) to determine the compliment of the opening movement or closure of a door panel. A power regulator for controlling the reversible direction of rotation of a drive motor in a door system of a transport carriage, characterized in that it comprises; a reversible-direction DC motor (152), means for connecting a power source (276) to supply electrical power to: mo = 28 = (152), electronic switching means (470,472, 474, 476) for switching said electrical power between the source (276) and the DC motor (162) to control said direction of rotation of the DC motor, and control signal input means for the electronic switching means for controlling the direction of rotation of said direct current motor, said electronic switching means comprising: two electronic switches, such as power transistors, for each direction of rotating motors to control only a single direction of rotation of the DC motor by controlling the electrical connection between the power source 276 and the motor 152. The power supply controller according to claim 22, further comprising: means for adjusting the level from the signal input to the electronic switches (470, 472, 474, 476) for adjusting the power supplied to the (470) of the vandal current motor (152). An energy supply regulator according to claim 22 or 23, further comprising an electronic switch, such as a power transistor, connected between the power source (276) and the inductor winding (472) ) of the DC motor (152), a level of the input signal being applied to control the electronic switch (498) so as to. controlling the power supply to the inductor winding = 29 = (472) in order to lock the existing rotation. Lisbon, July 31, 1990 = 30 =