Patent Application
20220381079
The present application claims priority under 35 U.S.C. § 119 to French Patent Publication No. FR 2105768 (filed on Jun. 1, 2021), which is hereby incorporated by reference in its complete entirety.
The present disclosure relates to the field of access doors to a transport vehicle. These access doors can first of all designate doors belonging to transport vehicles, in particular of the train, tram, metro, a bus, or even a trolleybus. The disclosure relates to a transport vehicle door which may include, either a single leaf or several leaves, typically two leaves. Within the meaning of the disclosure, these access doors also designate doors called landing doors, also called platform screens. The disclosure relates to a transport vehicle door which may include either a single leaf, or several leaves, typically two leaves. Moreover, these access doors can be in particular of the sliding, or even sliding plug type.
The present disclosure relates more specifically to a control and drive assembly, intended to control each leaf belonging to such an access door. It further relates to a method for implementing this access door, via this control and drive assembly. Finally, it relates, on the one hand, to a transport vehicle and, on the other hand, to a platform screen which are respectively equipped with at least one such a control and drive assembly.
Conventionally, a door leaf is movable, in a direction of displacement which is most often horizontal, relative to the body of the vehicle that it equips. In a first position, (a closed position), this leaf closes off a bay in the body, while, in its open position, it releases access to this bay. This leaf is capable of being moved, typically thanks to an electric motor, in particular a rotary electric motor. According to a first possibility, this motor drives a worm screw which cooperates with an elongated cylindrical body, whose internal volume defines a nut meshing with the aforementioned worm screw. Moreover, as an alternative, provision can be made for the motor to drive a belt, each strand of which supports an arm allowing the displacement of a respective leaf.
The electric motor above is controlled by a pilot plate, or door control unit (DCU). This control unit manages, in addition to the opening and closing of each leaf, some additional functions. Among the latter, there are generally the locking of the leaf in the closed position, as well as the detection of obstacles during closing, the passenger anti-drive function, or even the transmission of the signals for opening and closing the doors.
In the case of a failure of the control unit, or else of the motor associated therewith, or even of the leaf drive chain, a leaf is likely to be blocked in an open position, which prevents any displacement of the transport vehicle. When such a breakdown is observed, it is then necessary to carry out a manual closing operation, from a member of the crew, in particular from the driver himself. It is understandable that this occurrence is problematic, insofar as it can significantly delay the departure of a vehicle stopped at the station, which then considerably disrupts the network. Moreover, this delay can take on prohibitive proportions, in particular in the case of transport vehicles called “driverless” transport vehicles, of high-capacity urban metros or even platform screen doors and landing doors.
In order to overcome the above problem, some manufacturers have proposed several architectures, aimed at adapting, in a judicious manner, the assembly for controlling and driving the door.
European Patent Application No. EP 1 912 846 suggests, in the case of failure of the control plate of a given door, to use the valid control plate used in theory to manage the neighboring door. This consequently allows closing, then locking, the or each leaf which is theoretically controlled by inoperative plate.
This solution has some drawbacks, however, given that it induces an increase in the failure rate of all the control plates, which must be likely to manage, in theory, an additional door. There is, moreover, an increase in the failure rate of the entire motorization since each motor, which is theoretically dedicated to a single control plate, must be able to be managed by two different plates. Furthermore, this creates a negative impact, in terms of safety, since there is a risk that a control plate inadvertently manages a non-defective door. It should also be noted that, according to the teaching of this European patent application, a possible motor failure is not taken into account.
Mention will also be made of European Patent Application No. EP 2 065 769, in the name of the company FAIVELEY TRANSPORT TOURS, which provides for the use of the control panel of a given door, for example, installed on the right, respectively left, side of the vehicle, for the opening and closing of the opposite door, installed on the right, respectively left, side of the vehicle. The control plate located on the first side, respectively left or right, is connected to an output module provided on the other side, respectively right or left. Consequently, the control plates located on these respective sides are managed by each other.
This alternative solution does not allow overcoming, in a satisfactory manner, the drawbacks of Patent Application No. EP 1 912 846 presented above. Thus, there is, in particular, an increase in the risk of failure not only of the control plates, but also of the overall motorization. In addition, just like in Patent Application No. EP 1 912 846, this second document does not take into account a possible motor failure. Furthermore, this alternative solution proves to be complex due to the reciprocal management between the control plates. Finally, it is only applicable for a couple of neighboring doors.
The Nabtesco company also proposed, in its European Patent Application No. EP 2 404 805, to associate an additional control plate with a given motor. This takes over in the case of failure of the usual control plate, in order to continue to operate the door in a normal manner.
This embodiment, however, is not entirely satisfactory, on the one hand, from an economic point of view. Indeed, the fact of installing an additional control plate involves a significant additional cost. There is also a risk of deterioration in the reliability, linked to the use of a specific electrical connection between the motor and the two control plates associated therewith. The presence of these additional connections, which allows in particular selecting the chosen control plate, indeed involves specific risk of failure. Finally, just as in the first two solutions, presented above, the Nabtesco embodiment does not allow overcoming a possible failure at the motor.
Finally, German Patent Publication No. DE 199 13 996 will be mentioned, which describes a control and drive assembly for a door using different motors. In particular, one of these motors is more particularly dedicated to a so-called rescue displacing the door, which corresponds to an emergency situation. However, this solution has specific drawbacks, in particular, in that it is relatively expensive. Moreover, this document does not specifically target the doors for transport vehicles.
In view of the foregoing, an objective of the present disclosure is to overcome, at least partially, the drawbacks of the prior art mentioned above.
Another object of the disclosure is in particular to propose a control and drive assembly which allows carrying out, in a reliable manner, a rescue closing of the door, both in the case of a failure of the control plate and the drive motor or the coupling thereof.
Another object of the disclosure is to provide such a control and drive assembly which requires relatively inexpensive additional mechanical components, which are further adapted to ensure a rescue closing with a low energy expenditure.
Another object of the disclosure is to propose such a control and drive assembly, which allows avoiding any inadvertent maneuver, in particular in the case where the drive motor, the coupling thereof or the control unit are not in a failure situation.
Another object of the disclosure is to propose such a control and drive assembly, which can be implanted and implemented at a single door.
According to the disclosure, at least one of the above objectives is achieved via a control and drive assembly for a door of a transport vehicle, in particular, of the train, tram, metro, a bus, or even a trolleybus, this control and drive assembly comprising: a main control unit comprising an electronic control device; a main motor for driving the or each leaf of the door, the main control unit being operable to control 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; an auxiliary motor, the auxiliary control module being operable to control the auxiliary motor so as to displace the or each leaf in at least one direction, to a closed position of this leaf, the auxiliary control module being further operable to control the locking of the or each leaf, in its closed position; a connection device arranged between the main unit and the auxiliary motor, wherein the main control unit is operable to transmit, to the auxiliary control module, via the connection device, a reference signal representative of a proper operation of both the main motor, the main control unit, as well as the electronic control device, wherein the auxiliary control module is operable to actuate the auxiliary motor when the control module no longer receives the reference signal, wherein the auxiliary motor is operable to displace the or each leaf at an auxiliary displacement speed having a maximum value being significantly less than the maximum value of the displacement speed which is allowed by the main motor.
According to other technical features of the control assembly, in accordance with the disclosure: the ratio (V/V′) between, on the one hand, the maximum value of the nominal displacement speed allowed by the main motor and, on the other hand, the maximum value of said 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 allowed by the main motor and, on the other hand, the maximum value of said auxiliary displacement speed, is between 1.5 and 3; the maximum value of the auxiliary displacement 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 operable to actuate the auxiliary motor when it no longer receives any signal from the main control unit; the auxiliary control module is operable to actuate the auxiliary motor when it receives from the main control unit a signal which is different than the reference signal; the auxiliary control module is operable to control the auxiliary motor so as to displace the leaf in a single direction to its closed position; the connection device is of the wired type being in particular operable to transmit a variable signal of the periodic type; and the connection device is of the wireless type being in particular operable to transmit a variable signal of the incremental type.
These additional features can be implemented with the main object above, individually or in any technically compatible combination.
The disclosure also relates to a method for implementing a control and drive assembly, comprising the following: controlling the main motor according to a nominal displacement speed via a control unit, in order to carry out each opening and closing cycle of the or each leaf, when the auxiliary control moduler receives a reference signal representative of a proper operation of both the main motor, the main control unit, and the electronic control device, while leaving the auxiliary motor inactive; and controlling the auxiliary motor, via the auxiliary control module in response to a detection by an auxiliary control module detects of an absence of reception of the reference signal, so as to close the or each leaf, according to an auxiliary displacement speed which is significantly less than the nominal displacement speed.
According to additional technical features of this method: the method further comprises, before carrying out the first opening and closing cycle of the or each leaf, entering into an initialization phase in which the reference signal is transmitted at least once to the auxiliary module, via the control unit; and observing a time delay phase, after detecting the absence of reception of the reference signal via the auxiliary control module and before controlling the auxiliary motor. These additional technical features can be implemented with the second main object above, individually, or in any technically compatible combination(s).
The disclosure also relates to a transport vehicle, in particular, a train, tram, metro, a bus, or even a trolleybus, the vehicle including at least one door including at least one leaf, a displacement device operable to displace each leaf, and a control and drive assembly as set forth, illustrated, and disclosed herein.
The disclosure also relates to a platform for stopping a transport vehicle, in particular, a train, tram, metro, a bus, or even a trolleybus, the platform including at least one door including at least one leaf, a displacement device operable to displace each leaf, and a control and drive assembly as set forth, illustrated, and disclosed herein.
According to other technical features of this transport vehicle, or else of the stopping platform, the displacement device comprises: an elongated displacement member, in particular, a worm screw or a plurality of worm screws which are coupled to each other, the output shafts respectively of the main motor and of the auxiliary motor being engaged with the opposite ends of the elongated displacement member; an elongated displacement member, in particular, a worm screw or a plurality of worm screws which are coupled to each other, only the output shaft of the main motor being engaged with one of the ends of the elongated displacement member; and a closed-loop displacement member, in particular, a transmission belt and pulleys operable to cooperate with the closed-loop displacement member, the main motor being operable to drive a first pulley while the auxiliary motor is operable to drive a second pulley.
The disclosure will be described below, with reference to the appended drawings, given solely by way of non-limiting examples, in which:
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, and a connection device 5 arranged between the main control unit 2 and the auxiliary control module 4. The main motor 1, which is known per se, is typically a direct current rotary motor. Alternatively, the main motor 1 could also be a brushless motor or a stepper motor. In
The main control unit 2, which is also known per se, is equipped with an electronic control device 22 that comprises one or more software, in a conventional manner. The main control unit 2 is operable to control the main motor 1 via a control line 20. In particular, the main control unit 2 causes rotation of the output shaft 10 in opposite directions, which enables a displacement of the leaves 112, 114 both in the closing direction and in the opening direction. In addition to causing the opening and closing functions, the main control unit 2 is operable to perform additional functions, in a conventional manner. Among these main functions, mention will be made in particular of the locking of one (or both) of the leaves 112, 114 in the closed position, as well as the detection of obstacles during closing, the passenger anti-drive function, or even the transmission of signals for opening and closing the leaves 112, 114. Typically, the main control unit 2 is similar to the control plates (or Door Control Units) known from the state of the art, which have been detailed in the preamble of this disclosure.
The auxiliary motor 3, which is also known per se, is typically also a direct current rotary motor, a brushless motor, or even a stepper motor. In
According to the disclosure, the maximum displacement speed V′ of each leaf 112, 114, which is called auxiliary since it is allowed by starting the auxiliary motor 3, is substantially less than the maximum speed V which is called nominal since it is allowed by the main motor 1. In other words, the ratio (V/V′) between the above nominal and auxiliary speeds is much greater than 1. Advantageously, the maximum auxiliary speed V′ is in all cases less than 0.5 m/s.
Advantageously, the auxiliary motor 3 has performances which are significantly lower than those of the main motor 1. In particular, the ratio (E/E′), between the respective maximum energies of the main motor 1 and the auxiliary motor 3, is much greater than 1. Advantageously, the maximum energy E′ of the auxiliary motor 3 is in all cases less than 18 Joules.
The auxiliary control module 4, which is operable to control the auxiliary motor 3 via a control line 40, is advantageously of a type different from that of the main control unit 2. In particular, the auxiliary control module 4 has a number of reduced functionalities, relative to those authorized by the main control unit 2. In this respect, provision can advantageously be made for the auxiliary control module 4 to only control, on the one hand, the displacement of each leaf 112, 114 towards a respective closed position and, on the other hand, a respective locking of each leaf 112, 114 relative to the frame 108 in the closing position. It will be noted that, in the event that the locking mechanism normally dedicated to this function is damaged, an emergency lockout, of the conventional type, is activated following the command generated by the auxiliary control module 4.
The connection device 5, which is illustrated schematically in
In accordance with the disclosure, the main control unit 2 transmits in service, via the connection device 5, a signal in the direction of the auxiliary control module 4. This signal is representative of an operating level of the main motor 1, namely that it may be representative of a proper operation of the main motor 1, or else of an incorrect operation of the main motor 1.
In the case of a network of the wired type, the reference signal is representative of a proper operation of the main motor 1, can be such as that described in
In the case of a network or wireless type connection, the signal called reference signal, representative of the proper operation of the motor, is materialized by the incrementation, via the main unit, of a counter present on the auxiliary module. This counter is incremented at a period for example comprised between 10 ms and 1 s, typically close to 100 ms.
In the case where several processors and/or software are used, on the one hand, the reference signal in the wired configuration, on the other hand, the counter in the wireless configuration, correspond to the results of the different states of this plurality of processors and/or software. In other words, the reference signal just like this counter are representative of the proper operation of both the motor, the software and the main control unit 2.
The implementation of the control and drive assembly I in accordance with the disclosure, as described above, will now be explained, in particular with reference to
Advantageously, an initialization phase is first carried out. In essence, the main control unit 2 transmits at least once, to the auxiliary control module 4, the signal representative of the proper operation of the motor and the control unit thereof. As seen above, this signal can take different forms depending on whether the connection device 5 are of the wired or wireless type. Once this initialization phase has been carried out, the auxiliary control module 4 is then capable of identifying the transmission, either of the signal representative of the proper operation, or of a different signal which is therefore representative of an incorrect operation. It will also be noted that this auxiliary control module 4 is capable of identifying the pure and simple absence of transmission of any signal, from the main control unit 2.
In this regard, it will be noted that it is particularly advantageous to provide a reference signal which is variable, namely of a dynamic type and not static type. In other words, the reference signal changes values over time. This temporal change allows identifying a possible malfunction of the main control unit 2, due to the fact that the main control unit 2 would be frozen. Consequently, it is a signal called life signal of the main control unit 2.
It is now assumed that there is a malfunction, at the door 106 and/or the control and drive assembly thereof. Such a malfunction can correspond to different occurrences. First of all, it can be a motor failure, the detection of a door leaf 112, 114 which is not correctly closed, or else a leaf 112, 114 which is locked without being correctly closed. This malfunction can also be in the form of an electrical or electronic type problem, that is to say, in particular a software failure. This malfunction can further mean a problem at the periodic tests, also called “auto tests,” which are conventionally carried out by the main control unit 2. These tests are intended to check the proper operation in real time of the main control unit 2 itself, or of the entire door 106. This may include, among other things, consistency tests at sensor or else contact tests.
Such a malfunction, therefore, can mainly be representative of an incorrect operation of: either of the main motor 1, either of the main control unit 2 (hardware), or at least one of the software forming the electronic control device 22 for controlling the main control unit 2.
Such a malfunction is then detected, at the auxiliary control module 4. In the case where the main control unit 2 detects a motor failure, it stops the transmission of the reference signal. The auxiliary control module 4 then identifies this absence of transmission, such that it concludes with the malfunction hereinabove. In the case where the failure occurs at the main control unit 2 itself, the main control unit 2 can either continue to transmit a signal which is, however, different than the reference signal, or no longer transmit a signal. This occurrence is then identified by the auxiliary control module 4 as a malfunction. Once the malfunction is identified, either by the absence of a signal, or by the transmission of a signal which is not in accordance with the reference signal, the auxiliary control module 4 activates the auxiliary motor 3, which is illustrated in
As shown in
In order to avoid an action which is too sensitive, the command implemented by the auxiliary control module 4 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 control module 4 executes its own command.
Advantageously, provision can be made for the closing command from the auxiliary control module 4 to be limited to a certain time period, typically comprised between 1 s and 10 s. This allows avoiding potential conflicts between the auxiliary control module 4 and the main control unit 2, in the event that this auxiliary control module 4 detects a failure of the main motor 1 or of the main control unit 2, while the main motor 1 and the main control unit 2 are in a state of proper operation. This also allows reducing the risk of passengers being trapped when they actuate the emergency opening device.
The auxiliary control module 4 is also operable to control the locking of the leaves 112, 114 once they have reached a closing position as mentioned hereinabove. This locking can be of an active locking type, in the sense that it is carried out by the auxiliary motor 3 at the end of the closing movement. It is also possible for the locking to be in a passive locking type which locking is induced by the movement of the door itself, without additional action of the auxiliary motor 3. In either of these cases, this locking remains controlled by the auxiliary control module 4.
The detected malfunction may be temporary. In this case the normal implementation of the leaves 112, 114, in particular, with regard to the opening and closing cycles, is again carried out via the main control unit 2 and the main motor 1. Should, however, the detected malfunction prove to be long-lasting, appropriate repairs should be made to the main control unit 2 and/or the main motor 1. It will be noted that, in the case where the main control unit 2 is in normal operation, the successive locking then closing commands can be ordered to the auxiliary control module 4 via the main unit 2.
In
It will further be emphasized that, advantageously, the output shaft 30 cannot be rotated in the opposite direction, this impossibility being materialized by the crossed-out arrow R′2 visible in
In a first embodiment, the clutch 32 is optional. Indeed, it is possible to imagine that the output shaft 30 is permanently engaged with the worm screw 120. In this case, when the latter is driven by the main motor, this worm screw 120 meshes with the auxiliary motor 3, which is switched on passively. Nevertheless, the use of the clutch 32 is advantageous, insofar as it allows reducing the wear of the auxiliary motor, given that the latter is then completely inactive in normal operation of the door 106. This clutch also allows reducing the manual efforts to open and close the leaves 112, 114 of the door 106.
The control and drive assembly represented in
The control and drive assembly of
As a variant which is not represented, provision may be made for the drive mechanism to be made in a different form of a single worm screw 120. With this in mind, each leaf 112, 114 can be equipped with a respective worm screw 120 being advantageously coupled.
In the examples above, the displacement device for displacing each leave 112, 114 of the door 106 is of a worm screw and nut type. Nevertheless, the disclosure finds its application to other types of displacement devices. With this in mind,
As shown in
In normal operation, the main motor 401 drives the main pulley 504 and the belt 520. The belt 520 supports, on each of the strands thereof, a respective displacement arm 522, 524. Each arm 522, 524 is secured to a respective leaf 512, 514 of the door 506 such that, when the belt 520 is moved according to the double arrow F520, the leaves 512, 514 are driven according to the double arrows F512 and F514. Preferably, the pulleys 504, 534 are operable to allow displacement of the leaves 512, 514 of the sliding plug type. To this end, the various mechanical elements are in accordance, for example, with the teaching of the French Patent No. 3 003 887. Contrary to the arrangement described in French Patent No. 3 003 887, the auxiliary pulley 534 is not permanently of the driven type. Indeed, the auxiliary pulley 534 is likely to be driven by the auxiliary motor 403. Consequently, should a malfunction within the meaning of what has been described hereinabove is detected by the auxiliary control module 404, the auxiliary control module 404 is operable to control the auxiliary motor 403. The auxiliary motor 403 then cooperates with the auxiliary pulley 534 so as to move the belt 520 and displace the leaves 522, 524. Thus, in the occurrence of such a malfunction, the auxiliary motor 403 is driving while the main motor 401 is driven. As disclosed hereinabove, however, in the context of normal operation, the main motor 401 is driving and the auxiliary motor 403 is driven.
As an additional variant (not illustrated), provision may be made for the control and drive assembly in accordance with the disclosure to cooperate with a door 106 having a single leaf. In this case, a single worm screw 120 is typically provided, similar to that previously described, but of smaller axial dimension. Such a worm screw 120 is likely to mesh with the main motor 1 and, in the case of failure of the main motor 1, with the auxiliary motor 3 as explained hereinabove.
The disclosure has many advantages, relative to the prior art. It will be noted first of all that the disclosure allows solving, in a reliable manner, malfunctions occurring not only at the main control unit, but also at the main motor. Indeed, the auxiliary control module can be notified of such an abnormal operation, both at the control unit and the main motor, when this auxiliary control module notes the absence of transmission of the reference signal. This should be compared with the prior art which, as explained above, does not allow taking into account possible problems at the main motor.
Moreover, the disclosure provides a reliable solution to these malfunctions, without, however, involving significant additional costs. Indeed, according to the disclosure, provision is made for the speed of displacement of the leaf, in a rescue case, to be much lower than the displacement speed thereof in the context of a normal operation. Under these conditions, the auxiliary motor advantageously has performance and, consequently, a cost price which is significantly less than that of the main motor. Furthermore, as mentioned above, provision is advantageously made for the auxiliary control 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 else a complex programmable logic device (CPLD).
By comparison, it should be emphasized that the arrangement proposed by German Patent Publication No. DE 199 13 996 uses the same types of mechanical elements, both for the displacement under normal conditions and for the displacement in the case of an emergency. Under these conditions, an emergency situation is certainly managed reliably, but at the cost of a significant additional cost. The latter is translated into practice, not only in terms of mechanical investments, but also of energy expenditure.
In this respect it shall be noted that the rescue closing, carried out by the disclosure, corresponds to a backup situation which is far distinct from the emergency situation monitored by German Patent Publication No. DE 199 13 996. Indeed, in the disclosure, there is no real emergency linked to the door closing, so long as this closing is actually carried out. According to the disclosure, it is therefore possible to carry out this rescue or backup closing with a low energy. Indeed, in this situation, the leaf is displaced at a low speed, significantly lower than the displacement speed thereof in a normal situation.
Under these conditions, the disclosure implies substantially no risk of injuring a passenger, following a possible impact with this slowly mobilized leaf. This is to be compared with the solution of German Patent Publication No. DE 199 13 996 which provides for identical motors, both in normal operation and in the case of a rescue closing which corresponds to an emergency closing. In these conditions, the risk of injury to a passenger is significant given that, in an emergency situation, the leaf is mobilized at the same speed as in a normal situation.
It will be noted that the fact of providing an auxiliary module, according to the disclosure, has specific advantages relative to a solution which would use a single control module. Indeed, in the event of failure of such a single module, the door 106 would no longer be operational, which could then cause a prolonged stop of the transport vehicle. On the contrary, an auxiliary control allows, in accordance with the disclosure, preserve a backup operation of the door 106, which avoids any paralysis of the transport vehicle.
Finally, it should be emphasized that the auxiliary motor, used in accordance with the disclosure, cannot be the cause of an inadvertent maneuver in normal operation of the door. Indeed, in the context of such a normal operation, this auxiliary motor is inactive relative to the leaf displacement device.
The terms “coupled,” “attached,” or “connected” may be used herein to refer to any type of relationship, direct or indirect, between the components in question, and may apply to electrical, mechanical, fluid, optical, electromagnetic, electromechanical or other connections. In addition, the terms “first,” “second,” etc. are used herein only to facilitate discussion, and carry no particular temporal or chronological significance unless otherwise indicated.
Those skilled in the art will appreciate from the foregoing description that the broad techniques of the embodiments can be implemented in a variety of forms. Therefore, while the embodiments have been described in connection with particular examples thereof, the true scope of the embodiments should not be so limited since other modifications will become apparent to the skilled practitioner upon a study of the drawings, specification, and following claims.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2105768 | Jun 2021 | FR | national |
