HK1122000B - Method and apparatus for decommissioning faulty doors - Google Patents

Description

Method and device for stopping a damaged door

Technical Field

The invention relates to a device for stopping a damaged door or a damaged movable step (Trittstufe) of a train.

Background

Signals relating to the functionality and operating state of the doors and movable pedals are usually transmitted by door monitoring devices in long-haul trains, suburban trains and subways to a central department, for example into tractors, to train conductors or train drivers, where only the doors are mentioned for better readability in the following, all applicable to the pedals without special embodiments. The door monitoring device reports the operational status of the door and thereby also the occurrence of damage including the door in question. When such a malfunction occurs, the person responsible for this must drive away the damaged door, lock it by hand and stop its door control. Delays and malfunctions can therefore result in repeated train lengths, typically 100, 200 meters long or even longer, especially in dense train groups.

Disclosure of Invention

The object of the invention is to provide a method or a door control device in which these uncomfortable, time-consuming and in most cases dangerous activities are eliminated.

For this purpose, the invention provides that, in the event of a door failure, the damaged door is shut down remotely by the door central monitoring device, either directly or indirectly via an associated control device for the undamaged door.

The device according to the invention is simple to build and is used in an actuating device for a manually actuated emergency locking device according to the prior art. This could be a motor, a solenoid etc. but it is important that its control, emergency latch control, is independent of the control of the "own" door, as it is likely to also break and thereby cause a malfunction. It is therefore necessary to establish its own connection to the data bus system running through the entire train, which is not problematic in itself. The door is usually decoupled from the door control at the end of the actuation of the emergency locking device in order to prevent conflicting commands, which is likewise performed during the remotely controlled actuation of the emergency locking device.

However, it is also necessary to establish a power supply for the emergency door actuating device and the emergency locking control device, which may be difficult. For reasons of space, the fault circuit is advantageously suspended in this case from the normal door control of a nearby, preferably opposite door. In principle, it is also possible to make a connection to an air conditioning control unit or the like, but this configuration is simple and clear at a glance.

As a result, it is not only possible to identify and locate a damaged door centrally as before, but also to stop it and to separate it from the control device.

The shut down also includes the door closing process, either all components or only the faulty component, when a door system failure occurs in the "door leaf in open position". In order to also solve the problem, in one embodiment of the invention, the door control device is connected not only to the door drive of the "own" door, but also to the door drive of at least one further door, which is referred to below as the associated door. In the event of damage, the door control device of the intact door guides the closing movement of the damaged door and controls it.

In one embodiment of the invention, it is provided that the inoperative door is not usable for the passenger identification by means of an optical device, so that at least the passenger who gets off can be immediately made to find another departure hatch.

In a further embodiment, it is also conceivable to use the video surveillance device for determining a predetermined shutdown, in particular in a vehicle cabin which is already equipped with a video surveillance device, without the staff responsible for this having to physically go to the damaged door. For example, during a shut-down operation, a defined closing of the door can be monitored.

Drawings

Technical embodiments of the basic idea are explained in detail below with the aid of the drawings. The only figure here shows a block diagram only schematically, as may be suitable for stopping a damaged door by means of a control device for a normally operating door.

Detailed Description

In the figures, only two doors 100, 200 are schematically shown, with moving pedals 102, 202 and their control devices 101, 201 in the railway carriage 1. In order to be able to distinguish two doors which are identical, the position of the hundreds digit of the reference number is marked with a "1" or "2", the identical parts of the two doors have the same two-digit reference number, and the components which are not assigned to the doors have consecutive reference numbers. The two door control devices 101, 201 are connected to a data bus 2 running through the entire train, which is also connected to an operating device 3, for example on the driver's cab, and generally also transmits data for room temperature control, lighting regulation, etc.

For better readability of the figures, the various sensors of the doors 100, 200 (anti-trap, arrival of the closed end position, etc.) and possible operating devices (normal opening, emergency opening, etc.) are not shown in the figures, and have no influence on the invention and its explanation.

The data bus 2 is connected to the door control devices 101, 201 and transmits central commands such as permission to open the door (most of the adjustments to the left-right side of the train), command to close the door and also command to the door control devices to ignore because they are not given commands to the lighting devices, air conditioners, etc. The door control unit reacts to the command and transmits an execution report itself via the data bus 2 or a fault report upon identification.

In case of a failure of the door 200, the invention can issue an activation command from the control center 3 via the data bus 2 and the (undamaged) door control device 101 to the emergency locking device 203, whereby the door 200 is emergency locked and its control device 201 is switched off. The emergency locking device 203 is not logically nor in terms of energy supply in relation to the door control device 201 and is therefore not affected by a door fault of the door 100.

When present, the video monitoring device can also be directed immediately to the damaged door via the data bus and the activation command and switched to the monitor of the control center in order to control the defined closing and locking of the door 200.

Preferably, a sensor (not shown) is also present in the control loop of the emergency locking device 203, which monitors the closing or locking and is transmitted to the center via the control of the normally operating door 100.

The moving pedal 202 is deactivated in a completely similar manner with the door 200.

It is possible to provide a separate travel pedal fault routine, when a travel pedal 202 fault is detected in the otherwise normally functioning door 200: the moving pedal is now fixed in a predetermined position and controlled by the control means, the door itself remaining operable. This, however, requires the mobile pedal 202 to be connected to the data bus 2 itself and to have its own energy supply, in which case the mobile pedal must be handled as a real door.

The invention is described by means of the transmission of instructions through the door control device 101 of the door 100 opposite the damaged door 200. It is immediately understood that an own control device with a connection to the data bus 2 and an own energy supply device is likewise possible and, finally, the question of which type of authorized operator's costs and safety criteria is complied with.

In a further embodiment, it is also possible to activate or control not only the locking device 203 of the damaged door system, but also the closing operation of the door leaf and, if necessary, the retraction or closing operation of the door pedal by means of the door control device 101 in the vicinity of, for example, the opposite or adjacent door 100. This is necessary in particular when a malfunction of the door system occurs in the open position of the door leaf or in the not yet fully closed position. For this purpose, the door or pedal drive of the door according to the invention is connected to the associated door control device, i.e. the undamaged door 100. The connections depicted in the drawings are shown in a schematic manner by dashed lines.

For example, two doors may often be combined in a train or a car as shown. It is of course also conceivable to combine several doors into one unit in this way, so that several door locking devices can be controlled with the door control device of one door.

Claims (7)

1. Method for stopping a damaged door or a damaged movable step of a train, characterized in that: in the event of a door failure, the damaged door (200) is shut down under remote control by a central door monitoring device, directly or indirectly via an associated control device (101) of the undamaged door (100).

2. The method of claim 1, wherein: in the event of a door failure in the open position of the door, the closing operation of the damaged door (200) is carried out by the control device (101) of the associated undamaged door (100).

3. The method according to claim 1 or 2, characterized in that: the disabled damaged door (200) is identified as unusable to the passenger by an optical means.

4. The method according to claim 1 or 2, characterized in that: the defined closing and locking of the damaged door (200) is monitored by means of a video monitoring device.

5. Device for stopping a damaged door or a damaged movable step of a train by means of a locking device, characterized in that: the locking device (203) is controlled by the central door monitoring device directly or indirectly by a control device (101) of an associated undamaged door (100).

6. The apparatus of claim 5, wherein: the door drive of a damaged door (200) is connected to the control device (101) of the associated undamaged door (100).

7. The apparatus of claim 6, wherein: the pedal drive of a damaged door (200) is connected to the control device (101) of the associated undamaged door (100).