EP0446651B1 - Système d'actionnement électropneumatique de porte de véhicule de transport de passagers - Google Patents

Système d'actionnement électropneumatique de porte de véhicule de transport de passagers Download PDF

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Publication number
EP0446651B1
EP0446651B1 EP91102236A EP91102236A EP0446651B1 EP 0446651 B1 EP0446651 B1 EP 0446651B1 EP 91102236 A EP91102236 A EP 91102236A EP 91102236 A EP91102236 A EP 91102236A EP 0446651 B1 EP0446651 B1 EP 0446651B1
Authority
EP
European Patent Office
Prior art keywords
door
switch
emergency
input
relay
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP91102236A
Other languages
German (de)
English (en)
Other versions
EP0446651A3 (en
EP0446651A2 (fr
Inventor
Klaus-Dieter Meyerrose
Rolf Herwig
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Gebrueder Bode GmbH and Co KG
Original Assignee
Gebrueder Bode GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Gebrueder Bode GmbH and Co KG filed Critical Gebrueder Bode GmbH and Co KG
Priority to AT91102236T priority Critical patent/ATE101232T1/de
Publication of EP0446651A2 publication Critical patent/EP0446651A2/fr
Publication of EP0446651A3 publication Critical patent/EP0446651A3/de
Application granted granted Critical
Publication of EP0446651B1 publication Critical patent/EP0446651B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/50—Power-operated mechanisms for wings using fluid-pressure actuators
    • E05F15/56—Power-operated mechanisms for wings using fluid-pressure actuators for horizontally-sliding wings
    • E05F15/565—Power-operated mechanisms for wings using fluid-pressure actuators for horizontally-sliding wings for railway-cars
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2900/00—Application of doors, windows, wings or fittings thereof
    • E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
    • E05Y2900/506—Application of doors, windows, wings or fittings thereof for vehicles for buses
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2900/00—Application of doors, windows, wings or fittings thereof
    • E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
    • E05Y2900/51—Application of doors, windows, wings or fittings thereof for vehicles for railway cars or mass transit vehicles

Definitions

  • the invention relates to an electropneumatic door drive in vehicles for the transport of people, in particular for swing doors of buses, with the features from the preamble of claim 1.
  • the reversing valve used in these door drives is designed so that when an emergency signal is emitted from the emergency unlocking device, for example by actuating an emergency valve, the pistons of the pneumatic drive cylinder are acted upon by compressed air from both sides.
  • the drive device does not end up in a depressurized state, but only in a weak state in which the vehicle door is in the Principle can be opened by hand.
  • the object underlying the invention was to provide an electropneumatic door drive with the features from the preamble of claim 1 such that after actuation of the emergency release device when trying to open the door by hand, a signal that triggers the opening movement of the door is generated.
  • the basic principle of the invention is to provide an emergency control device which is only effective when the emergency unlocking device, for example an emergency valve, is actuated and which then supplies a signal to the reversing valve from the opening switch arranged in the area of the door or the door drive in order to achieve the Valve position in which the opening movement of the door side of the piston of the Compressed air is applied to the drive cylinder.
  • the emergency control device is a bistable relay which controls the supply of the control signals for the reversing valve via a relay contact which can assume two positions, hereinafter referred to as "OPEN" and "CLOSE" will.
  • This bistable relay has two control inputs.
  • the first control input is designed as a so-called T input, ie a change in state of the switching position of the relay contact is achieved each time the control signal at the input changes from the value logic "0" to the value logic "1", the return of the control signal to the value " 0 "has not yet caused a change of state.
  • This T input is connected to the switch or button that can be actuated by the driver for opening and closing the door via an inverter.
  • a second control input of the bistable relay is designed as a so-called S input, that is to say as an input in which a control signal with the value "0" defines a set state which has a very specific position of the relay contact, in the present case the position "OPEN" Consequence.
  • This S input is connected to the emergency switch, the actuation of which sets the relay contact in the "OPEN" position under all circumstances.
  • another relay contact closes, which establishes the connection to the opening switch located in the area of the door or the door operator, via which a control signal is emitted when the door is attempted to be opened manually, which is sent directly to the corresponding input via the two relay contacts of the reversing valve is supplied so that the opening movement of the door is triggered.
  • the circuit has the property of a safety circuit, which means that the opening switch can never trigger a closing movement of the door.
  • the actuation of the emergency switch puts the emergency control device into a standby state, while the actual triggering of the opening movement then takes place from the opening switch.
  • the emergency switch can be coupled directly to the switching device known per se, for example an emergency tap, with which the door is switched without power from the emergency unlocking device.
  • the opening switch the closing of which triggers the actual opening movement of the door
  • a known pressure wave switch can be used here, as is known from the anti-trap devices on vehicle doors, which is arranged in a so-called "sensing edge" on the door.
  • an opening switch can be used which closes when such a lifting movement occurs.
  • the opening switch can also be designed so that it responds to a slight opening movement of the door, it being expedient to ensure in terms of circuitry that this response can only take place when the door is inactive.
  • the drawing shows a circuit diagram of an embodiment of an electropneumatic door drive with an emergency control device for triggering an opening movement of the door, for example for the outer swing door of a bus.
  • the representation corresponds to the switching state "door open”.
  • the door movement is effected by a pneumatic drive cylinder 3, in the supply circuit 1.1 of which consists of a compressed air source 1 and the two branch lines 1.2 and 1.3, an electrically and pneumatically controllable reversing valve 2 of a known type is arranged.
  • This reversing valve 2 can assume a total of three valve positions. In a first valve position shown in FIG. 1, one side of the piston 3.3 is acted upon via the line 1.2 and the input 3.1 of the drive cylinder, which leads to a closing movement of the door. As explained in more detail below, this valve position is achieved by electrical control of the control input 2.1.
  • the reversing valve 2 When the control input 2.2 is electrically actuated, the reversing valve 2 is switched into a valve position in which the line 1.3 and the input 3.2 on the Drive cylinder is applied to the other side of the piston 3.3, which leads to an opening movement of the door.
  • the valve can also be brought into a valve position in which both sides of the piston 3.3 are acted upon via the lines 1.2 and 1.3 and the inputs 3.1 and 3.2. In this position, the piston is in a state that is not depressurized but has no power.
  • control input 2.3 is actuated pneumatically via a supply line 1.4 coming from the compressed air source 1, in which an emergency valve 4 is arranged.
  • the emergency valve 4 is actuated, the piston 3.3 is therefore switched off.
  • Resetting the reversing valve 2 to the "CLOSED" or “OPEN” state is not possible via the control input 2.3, but only by means of electrical signals via the control inputs 2.1 and 2.2.
  • the bistable relay 5 has a supply input 5.5, which is connected to a voltage source SP via a voltage adjustment circuit 7 and a reverse polarity protection diode D.
  • the input 5.6 of the relay 5 is connected to ground.
  • Relay 5 has two control inputs.
  • a first control input 5.3 is designed as a so-called T input.
  • this input is coupled to the output of the circuit 7 via a "pull-up" resistor R2 and, on the other hand, is connected to the voltage source SP via an inverting element 8, a switching device S6 explained in more detail below and the button S1 which can be actuated by the driver.
  • the design of the input 5.3 as a T input has the result that when control pulses are supplied to this input, the bistable relay is set back and forth by means of the pushbutton S1, so that the relay contact 5.1 continuously moves to the "CLOSED" position (in FIG 1 shown) or "OPEN” is set.
  • the control signals leading to the reversing valve 2 are then fed from the voltage source SP via supply lines 6.1 and 6 to the relay contact 5.1.
  • the second control input 5.4 of the relay 5 is designed as a so-called S input.
  • This input is coupled via a "pull-up" resistor R1 to the output of the circuit 7 and can also be connected to ground via an emergency switch S3.
  • the formation of the input 5.4 as an S input has the effect that, when the emergency switch S3 is closed, a continuous signal arrives at this input, which causes the first relay contact 5.1 to be set to the "OPEN" position.
  • a second relay contact 5.2 closes, which connects the voltage supply line 6 leading to the first relay contact 5.1 via a further supply line 6.2, an opening switch S2 and an additional limit switch S4 to the voltage source SP.
  • the opening switch S2 is designed as a limit switch and can be coupled to the door drive approximately in such a way that it opens a lifting movement of the rotating column DR closes and in this way connects the control input 2.2 of the reversing valve 2 to the voltage source SP via the relay contacts 5.1 and 5.2 and the additional limit switch S4 which closes when the door opens. Due to this connection, the opening movement of the door is initiated.
  • the opening switch S2 closes when a violent opening movement is exerted on the door by hand, which leads to a lifting movement of the rotating column DR.
  • the prerequisite for this is that the emergency valve 4 was previously actuated in such a way that the reversing valve 2 is in the position in which the piston 3.3 is in the powerless state, in which the rotary column DR is lowered due to the pressure compensation and the emergency switch S3 was briefly closed .
  • the opening switch S2 can of course also be designed as a pressure wave switch and arranged on a sensing edge of the door.
  • the emergency switch S3 is mechanically coupled to the emergency valve 4. This can be done, for example, in such a way that actuation of the emergency switch S3 is triggered when the emergency valve 4 is brought into the alarm position in which the control input 2.3 of the reversing valve 2 is activated. The emergency valve 4 is then automatically returned to the neutral position so that the opening movement of the door is initiated via the control input 2.2 of the reversing valve 2 when the opening switch S2 is closed.
  • the emergency switch S3 can also be located in a circuit device by means of which the Control input 2.3 of the reversing valve 2 supplied signal is generated electrically.
  • the switching element S6 switched on between the button S1 and the inverting element 8 is part of a device which prevents the door from being opened by the driver if the speed of the vehicle is still above a predetermined limit value, for example 5 km / h.
  • the switching element S6 is connected to a control device 9.1, which contains a sensor 9.2 sensing the vehicle speed. Switching element S6 opens above the specified vehicle speed and the door cannot be opened.
  • a second safety device has a switch S7, via which the control input 5.4 of the relay 5 can be connected to ground and thus receives a control signal by means of which the relay contact 5.1 is switched to the "open" position.
  • the switch S7 is controlled by a pressure sensor 10, which senses the pressure in the compressed air line 1.1. The switch S7 closes when this pressure drops below a predetermined value, thereby preventing undefined conditions from occurring.
  • the opening switch S2 can also be designed as a limit switch which responds when the door can be opened manually by a gap of a predetermined width. In such a case, however, it turned out to be Appropriately proven if the opening switch is in a circuit that can only be activated when the drive is in the above-mentioned powerless state.

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  • Power-Operated Mechanisms For Wings (AREA)
  • Lock And Its Accessories (AREA)

Claims (9)

  1. Commande électropneumatique de portière sur des véhicules pour le transport en commun, en particulier pour des portes d'autobus pouvant basculer vers l'extérieur, comportant au moins un vérin pneumatique d'entraînement (3) à piston (3.3) pouvant être actionné des deux côtés qui peut être raccordé, par une valve d'inversion, à une source d'air comprimé (1), ladite valve d'inversion (2) ayant une première entrée (2.1) de commande pouvant être excitée électriquement pour obtenir une position de la valve dans laquelle est actionné le côté du piston (33) qui provoque le mouvement de fermeture ainsi qu'une deuxième entrée (2.2) de commande pouvant être excitée électriquement pour obtenir une position de la valve dans laquelle est actionné le côté du piston (3) qui entraîne un mouvement d'ouverture de la porte, ainsi qu'une troisième entrée de commande (2.3) pouvant être excitée de manière électrique ou de manière pneumatique, pour obtenir une position de la valve dans laquelle sont actionnés les deux côtés du piston (3.3) afin de produire un état d'inertie, y compris la présence d'un dispositif de déblocage de secours au moyen duquel la troisième entrée (2.3) de la valve d'inversion (2) peut être excitée, caractérisée en ce que ledit dispositif de déblocage de secours présente un dispositif de commande de secours pour le déclenchement d'un mouvement d'ouverture de la porte lors d'une tentative d'ouverture manuelle, comportant un relais bistable (5) qui possède un premier contact de relais (5.1) lequel dans une première position "fermé" relie la première entrée de commande (2.1) à une conduite d'alimentation électrique (6) et, dans une position "ouvert" relie la deuxième entrée de commande (2.2) de la valve d'inversion (2) à cette même conduite d'alimentation électrique (6) qui est ouverte, d'une part, au moyen d'un interrupteur (S1) pouvant être actionné par le conducteur et, d'autre part, par un deuxième contact de relais (5.2) qui est ouvert dans la position "fermé" du premier contact de relais (5.1) et fermé dans la position "ouvert" dudit premier contact (5.1) et laquelle peut être raccordée, par un interrumpteur d'ouverture (S2) disposé à proximité de la porte ou de sa commande, à un pôle d'une source d'alimentation électrique (SP), ledit interrupteur d'ouverture (S2) étant disposé de telle sorte qu'il s'ouvre lors d'une tentative d'ouverture manuelle de la porte et le relais (5) présentant deux entrées de commande dont la première (5.3) est réalisée sous la forme d'une entrée T sur laquelle peuvent agir des impulsions de commande provenant de l'interrupteur (S1) pouvant être actionné par le conducteur, tandis que la deuxième entrée (5.4) est réalisée sous forme d'une entrée S sur laquelle peut agir un signal de commande déclenché par un interrupteur de secours (S3) ayant pour effet de commuter le premier contact de relais (5.1) dans la position "ouvert".
  2. Commande de portière selon la revendication 1, caractérisée en ce que l'interrupteur de secours (S3) est accouplé à un dispositif de commande (4) au moyen duquel peut être excitée la troisième entrée de commande (2.3) de la valve d'inversion (2).
  3. Commande de portière selon la revendication 2, caractérisée en ce que le dispositif de commande est réalisé sous la forme d'un robinet de secours (4) au moyen duquel la troisième entrée (2.3) de la valve d'inversion (2) peut être raccordée de manière pneumatique à la source d'air comprimé (1).
  4. Commande de portière selon la revendication (3) caractérisé en ce que, sur une valve d'inversion (2) sur laquelle, en cas d'excitation de la troisième entrée de commande (2.3), une commande rétroactive dans l'une des deux autres positions de la valve n'est possible qu'à travers la première ou la deuxième entrée (2.1, 2.2), l'activation de l'interrupteur de secours (S3) s'effectue par la manoeuvre du robinet de secours (4) qui est ramené automatiquement dans la position neutre.
  5. Commande de portière selon l'une des revendications 1 à 4, caractérisé en ce que la commande d'ouverture (S2) est réalisée sous la forme d'un interrupteur fin de course qui répond à un mouvement de soulèvement de la porte.
  6. Commande de portière selon l'une des revendications 1 à 4, caractérisée en ce que la commande d'ouverture (S2) est réalisée sous la forme d'un interupteur à pression qui est disposé dans une arête de détection de la portière.
  7. Commande de portière selon l'une des revendications 1 à 7, caractérisée en ce que, en série, sur la commande d'ouverture (S2) est disposé un autre interrupteur fin de course (S4) qui s'ouvre lorsque la porte est fermée.
  8. Commande de portière selon l'une des revendications 1 à 7, caractérisée en ce que l'interrupteur de secours (S3) est situé dans un circuit de commande qui contient un interrupteur (S7) lequel est accouplé à un détecteur de pression (10) de telle sorte que si, à l'intérieur de la conduite d'air comprimé, une pression prédéterminée n'est pas atteinte, la position de l'interrupteur (S7) est modifiée de telle sorte qu'un signal de commande est délivré à l'entrée S (5.4) du relais (5), signal par lequel le premier. contact de relais (5.1) est commuté dans la position "ouvert".
  9. Commande de portière selon l'une des revendications 1 à 9, caractérisée en ce que, dans au moins l'un des relais bistables (5) des circuits de commande est disposé un organe de commutation pouvant être excité (S6) qui est relié à un dispositif d'excitation (9.1-9.2) lequel, lorsqu'une valeur prédéterminée de la vitesse du véhicule est atteinte, émet un signal de commande ouvrant ledit organe (S6) et interrompt ce circuit de commande.
EP91102236A 1990-03-10 1991-02-18 Système d'actionnement électropneumatique de porte de véhicule de transport de passagers Expired - Lifetime EP0446651B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT91102236T ATE101232T1 (de) 1990-03-10 1991-02-18 Elektropneumatischer tuerantrieb in fahrzeugen fuer personenbefoerderung.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4007700A DE4007700A1 (de) 1990-03-10 1990-03-10 Elektropneumatischer tuerantrieb in fahrzeugen fuer personenbefoerderung
DE4007700 1990-03-10

Publications (3)

Publication Number Publication Date
EP0446651A2 EP0446651A2 (fr) 1991-09-18
EP0446651A3 EP0446651A3 (en) 1992-04-22
EP0446651B1 true EP0446651B1 (fr) 1994-02-02

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ID=6401929

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91102236A Expired - Lifetime EP0446651B1 (fr) 1990-03-10 1991-02-18 Système d'actionnement électropneumatique de porte de véhicule de transport de passagers

Country Status (3)

Country Link
EP (1) EP0446651B1 (fr)
AT (1) ATE101232T1 (fr)
DE (2) DE4007700A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2242575C1 (ru) * 2003-06-02 2004-12-20 Открытое акционерное общество "Павловский машиностроительный завод ВОСХОД" Пятилинейный двухпозиционный золотниковый электропневмораспределитель с односторонним управлением привода дверей транспортного средства
CN111021870A (zh) * 2019-11-25 2020-04-17 瑞立集团瑞安汽车零部件有限公司 一种车门控制模块、控制方法及车辆

Families Citing this family (6)

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DE4120837A1 (de) * 1991-06-25 1993-01-07 Daimler Benz Ag Schaltungsanordnung fuer die notfalloeffnung von fremdkraftbetaetigten tueren
US5434487A (en) * 1993-05-20 1995-07-18 General Motors Corporation Vehicle door manual to power move
AT409158B (de) * 1999-11-26 2002-06-25 Hoerbiger Hydraulik Hydraulische betätigungsanordnung
TR200504838A2 (tr) * 2005-12-05 2006-08-21 Temsa Sanayi̇ Ve Ti̇caret A.Ş. Çift kanatlı otobüs kapıları için pnömatik düzenleme.
CN107191091B (zh) * 2017-06-23 2024-04-26 北京赛德车门制造有限公司 应急逃生系统以及汽车
CN114482755B (zh) * 2022-01-17 2024-05-17 中车青岛四方机车车辆股份有限公司 一种司机室门控制电路、控制方法及车辆

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US2810571A (en) * 1952-12-10 1957-10-22 Paul R Ferguson Door actuator
DE2928801C2 (de) * 1979-07-17 1986-01-30 Wabco Westinghouse Fahrzeugbremsen GmbH, 3000 Hannover Türbetätigungsanlage
DE3122135A1 (de) * 1981-05-08 1982-12-23 Robert Bosch Gmbh, 7000 Stuttgart Tuerbetaetigungseinrichtung
DE3124398A1 (de) * 1981-06-22 1982-12-30 Wabco Westinghouse Fahrzeugbremsen GmbH, 3000 Hannover Elektropneumatische tuersteuerung
DE3313310A1 (de) * 1983-04-13 1984-10-18 Dowaldwerke Adolph Dowald GmbH & Co KG, 2800 Bremen Anordnung zum oeffnen von insbesondere pneumatisch angetriebenen tueren schienengebundener personenwagen
DE3420631A1 (de) * 1984-06-02 1985-12-05 Wabco Westinghouse Fahrzeugbremsen GmbH, 3000 Hannover Tuerbetaetigungsanlage
DE3702710C2 (de) * 1987-01-30 1996-04-11 Wabco Gmbh Fremdkraftbetätigte Türschließanlage

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2242575C1 (ru) * 2003-06-02 2004-12-20 Открытое акционерное общество "Павловский машиностроительный завод ВОСХОД" Пятилинейный двухпозиционный золотниковый электропневмораспределитель с односторонним управлением привода дверей транспортного средства
CN111021870A (zh) * 2019-11-25 2020-04-17 瑞立集团瑞安汽车零部件有限公司 一种车门控制模块、控制方法及车辆
CN111021870B (zh) * 2019-11-25 2023-10-20 瑞立集团瑞安汽车零部件有限公司 一种车门控制模块、控制方法及车辆

Also Published As

Publication number Publication date
ATE101232T1 (de) 1994-02-15
EP0446651A3 (en) 1992-04-22
DE59100966D1 (de) 1994-03-17
DE4007700A1 (de) 1991-09-12
EP0446651A2 (fr) 1991-09-18

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