Control device and control method

Abstract

To provide a technique by which the activation or deactivation of an electric drive type airtightness-holding device of a railway vehicle can be appropriately controlled.SOLUTION: A door control device 100 in an embodiment of the present invention controls the activation or deactivation of an electric drive type airtightness-holding device 55 for holding airtightness between a door 80 and an opening on the basis of the possibility of the presence or absence of immediate opening operation of the door 80 of a railway vehicle 1. For example, the door control device 100 determines the possibility of the presence or absence of the immediate opening operation of the door 80 of the railway vehicle 1 according to the speed of the railway vehicle 1.SELECTED DRAWING: Figure 8

Description

[Technical field]

[0001] The present disclosure relates to a control device and the like. [Background technology]

[0002] 2. Description of the Related Art Conventionally, there has been known an airtightness maintaining device that maintains airtightness between a door and an opening of a railway vehicle (see, for example, Patent Document 1).

[0003] Patent Document 1 discloses an airtight seal device that operates using a cylinder device driven by compressed air as an actuator. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 9-11895 Summary of the Invention [Problem to be solved by the invention]

[0005] Incidentally, it is conceivable to drive the airtightness maintaining device by an electric actuator.

[0006] Therefore, an object of the present invention is to provide a technique that can appropriately control the activation and deactivation of an electrically driven airtightness device in a railway vehicle. [Means for solving the problem]

[0007] In order to achieve the above object, in one embodiment of the present disclosure, Activating and deactivating an electrically driven retaining device for maintaining airtightness between the door and the opening depending on the possibility of an opening operation of the door of the railway vehicle in the immediate vicinity of the door. A controller is provided.

[0008] In another embodiment of the present disclosure, The control device activates and deactivates an electrically driven holding device for maintaining airtightness between the door and the opening depending on whether or not there is a possibility of an opening operation immediately adjacent to the door of the railway vehicle. A control method is provided. Effect of the Invention

[0009] According to the above-described embodiment, the activation and deactivation of the electrically driven airtightness device in a railway vehicle can be appropriately controlled. [Brief description of the drawings]

[0010] [Figure 1] FIG. 2 is a block diagram showing an example of a configuration related to the opening and closing operation of a door of a railway vehicle. [Diagram 2] FIG. 1 is a schematic diagram showing an example of an arrangement of doors and door drive mechanisms of a railway vehicle. [Diagram 3] FIG. 1 is a schematic diagram showing an example of an arrangement of doors and door drive mechanisms of a railway vehicle. [Figure 4] FIG. 1 is a schematic diagram showing an example of an arrangement of doors and door drive mechanisms of a railway vehicle. [Diagram 5] FIG. 1 is a schematic diagram showing an example of an arrangement of doors and door drive mechanisms of a railway vehicle. [Figure 6] FIG. 1 is a schematic diagram showing an example of an arrangement of doors and door drive mechanisms of a railway vehicle. [Figure 7] FIG. 2 is a diagram showing an example of an airtightness maintaining device. [Figure 8] FIG. 4 is a diagram showing a first example of an operation sequence of a configuration related to the opening and closing operation of a railway car door. [Figure 9] FIG. 11 is a diagram showing a second example of an operation sequence of a configuration related to the opening and closing operation of a railway vehicle door. [Figure 10] FIG. 11 is a diagram showing a third example of an operation sequence of a configuration related to the opening and closing operation of a railway vehicle door. [Figure 11] FIG. 11 is a diagram showing a fourth example of an operational sequence of a configuration related to the opening and closing operation of a railway vehicle door. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, an embodiment will be described with reference to the drawings.

[0012] [Door opening and closing operation configuration] An example of a configuration relating to the opening and closing operation of a door 80 of a railway vehicle 1 will be described with reference to Figs.

[0013] FIG. 1 is a block diagram showing an example of a configuration related to the opening and closing operation of a door 80 of a railway vehicle 1. FIGS. 2 to 6 are schematic diagrams showing an example of an arrangement structure of the door 80 and the door drive mechanism 200 of the railway vehicle 1. Specifically, FIG. 2 is a schematic diagram showing the door 80 and the door drive mechanism 200 in a fully closed and locked state of the door 80. FIG. 3 is a schematic diagram showing the door 80 and the door drive mechanism 200 in a fully closed and unlocked state. FIG. 4 is a schematic diagram showing the door 80 and the door drive mechanism 200 during an opening operation (immediately after the opening operation starts) or during a closing operation (immediately before the closing operation is completed). FIG. 5 is a schematic diagram showing the door 80 and the door drive mechanism 200 during an opening operation (immediately before the opening operation is completed) or during a closing operation (immediately after the closing operation is started). FIG. 6 is a schematic diagram showing the door 80 and the door drive mechanism 200 in a fully open state. FIG. 7 is a diagram showing an example of an airtightness maintaining device 55. Specifically, FIG. 7 is a front view of the body of the railway vehicle 1, the airtightness maintaining device 55, and the door panels 80A, 80B as viewed from the front.

[0014] The railcar 1 may be a single-car train consisting of one car, or a multi-car train consisting of a plurality of cars connected in a daisy-chain.

[0015] 1 to 6, the railway vehicle 1 includes a host device 10, a motor 30, an encoder 31, a current sensor 32, a locking device 50, an airtightness maintaining device 55, a DCS (Door Close Switch) 60, a DLS (Door Lock Switch) 70, a switch 75, and a door 80. The railway vehicle 1 also includes a door control device 100, a power source 150, an input contactor 151, and a door drive mechanism 200.

[0016] The higher-level device 10 includes a vehicle control device 12 , a door opening / closing operation device 14 , and a transmission device 16 .

[0017] The vehicle control device 12 controls the operation of the railway vehicle 1. For example, when the railway vehicle 1 is a multiple-car train, one vehicle control device 12 is provided in the driver's cab of the first car and one in the conductor's cab of the last car. Also, when the railway vehicle is a single-car train, one vehicle control device 12 is provided in the driver's cab and the conductor's cab at the front and rear ends of the railway vehicle 1 (car).

[0018] The functions of the vehicle control device 12 are realized by any hardware or a combination of any hardware and software. The vehicle control device 12 is mainly configured with a computer including, for example, a central processing unit (CPU), a memory device, an auxiliary storage device, and an interface device for inputting and outputting with the outside. The memory device is, for example, a static random access memory (SRAM). The auxiliary storage device is, for example, an electrically erasable programmable read only memory (EEPROM) or a flash memory. The interface device includes, for example, a communication interface for connecting to a communication line inside the railway vehicle 1 or a communication line outside the railway vehicle 1. The interface device may also include an external interface for connecting to an external recording medium. Thereby, for example, in a manufacturing process, a worker can install a program and various data used for processing related to the control of the operation of the railway vehicle 1 from an external recording medium into the auxiliary storage device of the vehicle control device 12. The program and various data used for processing related to the control of the operation of the railway vehicle 1 may also be downloaded from outside the railway vehicle 1 through the communication interface. The interface device may also include a plurality of different types of interface devices according to the type of communication line to be connected.

[0019] When the railcar 1 is stopped at a station or the like, the vehicle control device 12 outputs a stop signal indicating that the railcar 1 is stopped to the door control device 100. In addition, the vehicle control device 12 outputs an open command instructing an opening operation of the door 80 or a close command instructing an closing operation of the door 80, which is input from the door opening / closing operation device 14, to the door control device 100.

[0020] A wiring 13 that transmits an interlock signal is connected to the vehicle control device 12. Both ends of the wiring 13 are connected to the vehicle control device 12, and the wiring 13 is provided with a DCS 60 and a DLS 70. When at least one of the DCS 60 and the DLS 70 is in an off state, the wiring 13 is in a non-conductive state, and in this case, the interlock signal input to the vehicle control device 12 is at an L (low) level. On the other hand, when both the DCS 60 and the DLS 70 are in an on state, the wiring 13 is in a conductive state, and in this case, the interlock signal input to the vehicle control device 12 is at an H (high) level. When the interlock signal is at an H level, the vehicle control device 12 determines that the railway vehicle 1 is in a runnable state. Therefore, when the interlock signal transitions from an L level to an H level, the railway vehicle 1 is allowed to run.

[0021] The door opening / closing operation device 14 is used by a crew member (e.g., a conductor) of the railway vehicle 1 to open and close the door 80. The door opening / closing operation device 14 includes an open switch 14A and a close switch 14B. For example, when the open switch 14A is operated while the railway vehicle 1 is stopped, the door opening / closing operation device 14 outputs an open command that rises from an L level to an H level to the vehicle control device 12. Also, for example, when the close switch 14B is operated while the railway vehicle 1 is stopped, the door opening / closing operation device 14 outputs a close command that falls from an H level to an L level to the vehicle control device 12.

[0022] The transmission device 16 relays signals between the door control device 100 for each of the multiple doors 80 of the railway car 1 and the car control device 12.

[0023] Specifically, the transmission device 16 may receive various signals transmitted from the vehicle control device 12 to the door control device 100, and transmit them to some or all of the target door control devices 100 (input signals SDR). In addition, the transmission device 16 may receive various signals transmitted from each door control device 100 to the vehicle control device 12 (output signals SD), and transmit them to the vehicle control device 12.

[0024] The motor 30 drives the door 80 to open and close. The motor 30 is, for example, a rotating machine driven by three-phase AC. The motor 30 may be a linear motor driven by three-phase AC. The motor 30 may also be a DC motor driven by DC.

[0025] The encoder 31 detects the rotational position and displacement position of the motor 30. For example, when the motor 30 is a rotating machine, the encoder 31 detects the rotational position (rotation angle) of the rotating shaft of the motor 30. The encoder 31 detects, for example, the rotational position (rotation angle) during one rotation of the rotating shaft of the motor 30 and the number of rotations. The encoder 31 outputs a detection signal including information on the rotational position of the rotating shaft of the motor 30, and the detection signal is taken into the door control device 100. In this way, the door control device 100 can obtain position information of the door 80 in the opening and closing direction based on the signal of the encoder 31. In other words, the information included in the signal of the encoder 31 corresponds to position information of the door 80.

[0026] The current sensor 32 detects the current of the three-phase AC supplied from the door control device 100 to the motor 30. The current sensor 32 includes current sensors 32A and 32B that detect the current of two power lines among three power lines of U-phase, V-phase, and W-phase that connect the door control device 100 and the motor 30. For example, the current sensor 32A detects the current of the U-phase power line, and the current sensor 32B detects the current of the W-phase power line. The current sensor 32 may also include a current sensor that detects the current of the remaining power line. For example, as shown in FIG. 1, the current sensor 32 may be built into the door control device 100 or may be provided outside the door control device 100. Detection signals of the current sensors 32 (current sensors 32A and 32B) are taken in by a normal system control unit 110 and a standby system control unit 120, which will be described later.

[0027] The locking device 50 locks and unlocks the door 80. The locking device 50 includes, for example, a pin 51 and coils 52 and 53, and is realized by a bidirectional self-holding solenoid. The coils 52 and 53 are each connected to the door control device 100.

[0028] When the coil 52 of the locking device 50 is energized by the door control device 100, the pin 51 protrudes from the housing of the locking device 50. This causes the lock pin 230, which will be described later, to move in the unlocking direction, unlocking the door 80. In addition, since the locking device 50 is a self-retaining type, the coil 52 maintains its protruding state from the housing even after the energization of the coil 52 is released. This allows the door 80 to remain unlocked.

[0029] When the coil 53 of the locking device 50 is energized by the door control device 100, the pin 51 is retracted into the housing of the locking device 50. This causes the lock pin 230, which will be described later, to move in the locking direction, and the door 80 is locked. In addition, since the locking device 50 is a self-retaining type, the pin 51 remains retracted into the housing even after the coil 53 is de-energized. This allows the door 80 to remain locked.

[0030] When the door 80 is in a fully closed state, the airtightness maintaining device 55 suppresses air flow between the door 80 and the opening of the vehicle body in which the door 80 is provided, thereby maintaining airtightness. Specifically, as shown in FIG. 7, the airtightness maintaining device 55 presses the door panels 80A, 80B outwardly of the vehicle body toward the seal members 90A, 90B provided along the outer edge of the structural member 90 at the outer edge of the opening (black arrows in the figure). Also, instead of or in addition to the seal members 90A, 90B, a seal member may be provided along the outer edge of each of the door panels 80A, 80B in a side view. The airtightness maintaining device 55 is provided for each of the door panels 80A, 80B. The number of airtightness maintaining devices 55 provided for each of the door panels 80A, 80B may be one or more. For example, four airtightness maintaining devices 55 are provided for the door panel 80A so as to press four points, namely, the upper and front, the upper and rear, the lower and front, and the lower and rear, of the door panel 80A. Similarly, four airtightness maintaining devices 55 may be provided for the door panel 80B. Also, for each of the door panels 80A and 80B, one of the above-mentioned four airtightness maintaining devices 55 may be omitted, thereby realizing airtightness maintenance with three airtightness maintaining devices 55.

[0031] For example, as shown in FIG. 7, an airtightness maintaining device 55 includes a servo motor 56, a motion conversion part 57, a support part 58, and a lever part 59.

[0032] The servo motor 56 is a rotating machine driven by three-phase AC supplied from the door control device 100. The servo motor 56 is arranged to rotate around an axis along the vertical direction of the railway vehicle 1. The servo motor 56 has, for example, a built-in non-excitation actuated brake. This allows the servo motor 56 to hold a rotational position corresponding to the released state or actuated state of the airtightness device 55 in a non-energized state. This allows the power consumption of the airtightness device 55 to be reduced.

[0033] The motion conversion unit 57 converts the rotational motion of the servo motor 56 around an axis along the vertical direction into linear motion in the vertical direction. As a result, the support unit 58 attached to the movable part of the motion conversion unit 57 can move up and down in response to the operation of the servo motor 56.

[0034] Support portion 58 supports one end (hereinafter, "base end portion") 59b of lever portion 59 from below. Support portion 58 moves up and down in response to the operation of servo motor 56, and base end portion 59b of lever portion 59 moves up and down in response to the up and down movement.

[0035] The lever portion 59 rotates about a rotation shaft 59a along the front-rear direction of the railway vehicle 1 as the support portion 58 moves up and down in response to the operation of the servo motor 56. Specifically, when the support portion 58 is at the lowest end position (as shown by the solid line in the figure), the tip portion 59c of the lever portion 59 is away from the door panel 80A or the door panel 80B. The state in which the support portion 58 is at the lowest end position corresponds to the release state of the airtightness device 55. On the other hand, when the support portion 58 moves from the lowest end position to the highest end position (as shown by the dashed line in the figure), the tip portion 59c of the lever portion 59 approaches and abuts against the door panel 80A or the door panel 80B while rotating clockwise around the rotation shaft 59a. The state in which the support portion 58 is at the highest end position corresponds to the operation state of the airtightness device 55. As a result, the lever portion 59 applies a pushing force from the inside to the outside to the door panel 80A or the door panel 80B, improving the adhesion between the sealing members 82A, 82B and the structural member 90, and as a result, improving the airtightness.

[0036] Also, a detector for detecting the uppermost end position and the lowermost end position of the support part 58 may be provided. For example, the detector is a mechanical switch such as a limit switch. Also, the function of the detector may be provided in the form of software in the door control device 100, such as the input signal detection units 113 and 123. Specifically, the uppermost end position and the lowermost end position of the support part 58 may be detected from information on the operating state of the airtightness device 55 (for example, measurement information on the operating speed, operating distance, operating time, etc.) or an electrical characteristic amount of the servo motor 56 (for example, measurement information on the voltage, current, etc.). For example, since the distance from the uppermost end position to the lowermost end position of the support part 58 is constant, the uppermost end position and the lowermost end position of the support part 58 can be detected by detecting that the airtightness device 55 moves a predetermined operating distance after the servo motor 56 starts operating.

[0037] 1 to 6, the DCS 60 detects the open / closed state of the door 80 of the railway vehicle 1. Specifically, the DCS 60 detects the fully closed state of the door 80 of the railway vehicle 1. The DCS 60 is realized, for example, by a limit switch that is pressed by the action of the door 80 when the door 80 moves to the fully closed position.

[0038] The DCS 60 includes fixed contacts 61A1 and 61A2, fixed contacts 61B1 and 61B2, and a movable contact 62.

[0039] The fixed contacts 61A1 and 61A2 are disposed in series with the wiring 13 so as to divide the wiring 13. Hereinafter, the fixed contacts 61A1 and 61A2 may be referred to as "A contacts" of the DCS 60 for convenience.

[0040] The fixed contacts 61B1, 61B2 are arranged in series with the wiring 101 in such a manner that they divide the wiring 101, both ends of which are connected to the door control device 100. This allows the door control device 100 to grasp the on / off state of the DCS 60 based on H-level signals and L-level signals which indicate the conductive and non-conductive states of the fixed contacts 61B1, 61B2, respectively. Hereinafter, the fixed contacts 61B1, 61B2 may be referred to as the "B contacts" of the DCS 60 for convenience.

[0041] The movable contact 62 moves along the axial direction (the up-down direction in FIG. 1) to bring either the A contact (fixed contacts 61A1, 61A2) or the B contact (fixed contacts 61B1, 61B2) of the DCS 60 into conduction. When no external force is applied to the DCS 60, the movable contact 62 brings the B contact into conduction, i.e., the B contact is ON and the A contact is OFF. On the other hand, when the movable contact 62 is pressed by the action of the door 80, as described later, the A contact is turned ON and the B contact is turned OFF with the A contact being brought into conduction by the movable contact 62. Then, when the movable contact 62 returns to a state where it is not pressed by the action of the door 80, the DCS 60 returns to a state where the B contact is turned ON and the A contact is OFF with the B contact being brought into conduction by the movable contact 62.

[0042] For example, the door control device 100 can grasp the on / off state of the B contact of the DCS 60 based on the signal input through the wiring 101. Also, for example, the door control device 100 can grasp the on / off state of the A contact of the DCS 60 by inverting the signal input through the wiring 101.

[0043] The DLS 70 detects whether or not the door 80 is locked. Specifically, it detects the locked state of the door 80. The DLS 70 is realized, for example, by a limit switch that is pressed by the action of the lock pin 230 when the lock pin 230 of the door 80 moves to the locked position.

[0044] The DLS 70 includes fixed contacts 71A1 and 71A2, fixed contacts 71B1 and 71B2, and a movable contact 72.

[0045] The fixed contacts 71A1 and 71A2 are disposed in series with the wiring 13 so as to divide the wiring 13. Hereinafter, the fixed contacts 71A1 and 71A2 may be referred to as "A contacts" of the DLS 70 for convenience.

[0046] Fixed contacts 71B1, 71B2 are arranged in series with wiring 102 in a manner that divides wiring 102, both ends of which are connected to the door control device 100. This allows the door control device 100 to grasp the on / off state of DLS 70 based on H-level signals and L-level signals indicating the conductive and non-conductive states of fixed contacts 71B1, 71B2, respectively. Hereinafter, fixed contacts 71B1, 71B2 may be referred to as the "B contacts" of DLS 70 for convenience.

[0047] The movable contact 72 moves along the axial direction (the up-down direction in FIG. 1) to bring either the A contact (fixed contacts 71A1, 71A2) or the B contact (fixed contacts 71B1, 71B2) of the DLS 70 into conduction. When no external force is applied, the DLS 70 is in a state where the movable contact 72 brings the B contact into conduction, that is, where the B contact is turned on and the A contact is turned off. On the other hand, when the movable contact 72 is pressed by the action of the lock pin 230, the A contact is turned on and the B contact is turned off. Then, when the movable contact 72 returns to a state where it is not pressed by the action of the lock pin 230, the DLS 70 returns to a state where the B contact is turned on and the A contact is turned off.

[0048] For example, the door control device 100 can grasp the on / off state of the B contact of the DLS 70 based on the signal input through the wiring 102. Also, for example, the door control device 100 can grasp the on / off state of the A contact of the DLS 70 by inverting the signal input through the wiring 102.

[0049] When the door 80 is fully closed and locked, and the A contacts of the DCS 60 and the DLS 70 are both turned on, the wiring 13 becomes conductive, and the interlock signal goes to H level.

[0050] The switch 75 is used to permit the opening of a door 80 on the left or right side of the railcar 1. A switch 75 is provided for each of the door 80 on the left side and the door 80 on the right side of the railcar 1. For example, the switch 75 is provided in at least one of the driver's cab and the conductor's cab of the railcar 1, and is turned on / off according to the operation of the driver or the conductor. For example, the driver or the conductor turns on the switch 75 for the left door 80 just before the railcar 1 stops at a station adjacent to a platform for boarding and alighting on the left side of the railcar 1, and turns on the switch 75 for the right door 80 just before the railcar 1 stops at a station adjacent to a platform for boarding and alighting on the right side of the railcar 1.

[0051] Specifically, the switch 75 switches the signal line 76 between a connected state and a disconnected state in response to an operation by a driver or a conductor. The signal line 76 is provided for each of the left door 80 and the right door 80 of the railcar 1. The signal line 76 for the left door 80 is connected from a predetermined DC power source to each of the door control devices 100 that control the left door 80 via the switch 75 for the left door 80. As a result, when the switch 75 for the left door 80 is in an off state, a signal of L (Low) level (off signal) is input to the door control device 100 that controls the left door 80. On the other hand, when the switch 75 for the right door 80 is in an on state, a signal of H (High) level (on signal) is input to the door control device 100 that controls the right door 80. Similarly, when the switch 75 for the right door 80 is in the OFF state, an L (Low) level signal (OFF signal) is input to the door control device 100 that controls the right door 80. On the other hand, when the switch 75 for the right door 80 is in the ON state, an H (High) level signal (ON signal) is input to the door control device 100 that controls the right door 80. Therefore, the signal line 76 can transmit to the door control device 100 a signal according to the ON / OFF state of the switch 75 (hereinafter, "platform side signal"), that is, a signal indicating whether or not the door 80 that is the control target of the door control device 100 is on the side adjacent to the platform of the next stop station.

[0052] The door 80 is provided in openings (hereinafter, "door openings") on the left and right sides of the body of the railcar 1. The door 80 is, for example, a double-opening sliding door, and includes door panels 80A and 80B.

[0053] The door panels 80A, 80B open and close the door 80 (the door opening of the vehicle body) via the door drive mechanism 200 by the power of the motor 30. Specifically, the door panels 80A, 80B can close and open the door opening of the vehicle body by performing symmetrical operations in the front-to-rear direction around the center of the front-to-rear direction of the door opening of the vehicle body.

[0054] Door end rubbers 81A and 81B are provided at the portions of the door panels 80A and 80B that abut against each other when the door 80 is in a fully closed state. The door end rubbers 81A and 81B are provided in the ranges from the upper end to the lower end at the joints of the door panels 80A and 80B.

[0055] The door 80 may be a single-leaf sliding door. In this case, the door 80 includes one door panel.

[0056] The door control device 100 controls the opening and closing operations of the doors 80. The door control device 100 is provided for each of the multiple doors 80 provided on the railway vehicle 1.

[0057] The functions of the door control device 100 are realized by any hardware or a combination of any hardware and software. The door control device 100 is mainly configured with a computer including, for example, a CPU, a memory device, an auxiliary storage device, and an interface device for inputting and outputting data to and from the outside. The memory device is, for example, an SRAM. The auxiliary storage device is, for example, an EEPROM or a flash memory. The interface device includes, for example, a communication interface for connecting to a communication line inside the railway vehicle 1. The interface device may also include an external interface for connecting to an external recording medium. This allows, for example, in a manufacturing process, an operator to install a program and various data used in processing related to the control of the door 80 from an external recording medium into the auxiliary storage device of the door control device 100. The program and various data used in processing related to the control of the door 80 may also be downloaded from the upper device 10 through the communication interface. The interface device may also include a plurality of different types of interface devices according to the type of communication line to be connected.

[0058] The door control device 100 includes a normal system control unit 110 , a standby system control unit 120 , a switching circuit unit 130 , a switching circuit unit 140 , and a switching circuit unit 145 .

[0059] The normal system control unit 110 controls the opening and closing operation of the door 80. The normal system control unit 110 includes a power supply circuit 111, a communication unit 112, an input signal detection unit 113, a sequence unit 114, a motor control unit 115, a motor drive unit 116, a lock / unlock drive unit 117, an airtightness control unit 118, and an airtightness drive unit 119.

[0060] The power supply circuit 111 functions as a driving power source for various devices of the normal system control unit 110. The power supply circuit 111 generates relatively low voltage (e.g., 5 V or less) power for driving the devices of the normal system control unit 110, using relatively high voltage (e.g., 100 V) power supplied from the power source 150 to the door control device 100.

[0061] The communication unit 112 performs bidirectional communication with the transmission device 16 outside the door control device 100 .

[0062] The input signal detection unit 113 detects various signals input from outside the door control device 100 .

[0063] Furthermore, the input signal detection unit 113 may perform various processes based on the detected signal.

[0064] For example, when the input signal detection unit 113 detects a predetermined signal from among the input signals, it sends the predetermined signal to the sequence unit 114, the motor control unit 115, and the airtightness maintenance control unit 118. That is, the input signal detection unit 113 extracts (selects) a signal required for the control of the sequence unit 114 and the motor control unit 115 from the multiple types of input signals, and sends it to the sequence unit 114 and the motor control unit 115. This allows the sequence unit 114 and the motor control unit 115 to appropriately execute sequence control and drive control of the motor 30, which will be described later, based on the signal input from the input signal detection unit 113.

[0065] Furthermore, the input signal detection unit 113 may diagnose abnormalities in at least one of the components related to the opening and closing operation of the door 80, such as the door 80, the motor 30, the locking device 50, and the airtightness maintaining device 55, based on the input signal. The abnormality diagnosis may include, for example, a diagnosis of the presence or absence of an abnormality. The abnormality diagnosis may also include a diagnosis of the degree of the abnormality (degree of abnormality).

[0066] For example, the input signal detection unit 113 diagnoses an abnormality of the airtightness maintaining device 55 based on a signal representing information on the operating state of the airtightness maintaining device 55, which is included in the input signal. The information on the operating state of the airtightness maintaining device 55 includes measurement information on the operating speed, operating distance, operating time, etc., and information on electrical characteristics such as the current and voltage of the servo motor 56. Specifically, the input signal detection unit 113 may diagnose the presence or absence of an abnormality of the airtightness maintaining device 55 and the degree of abnormality by comparing the information on the operating state of the airtightness maintaining device 55 with reference information corresponding to the normal state or abnormal state of the airtightness maintaining device 55. For example, the input signal detection unit 113 diagnoses an abnormality or the degree of abnormality related to grease depletion of the motion conversion unit 57 or the rotating shaft 59a based on the fact that the operating speed of the airtightness maintaining device 55 is lower than the reference information and the operating time is longer than the reference information. Furthermore, when the moving distance of the airtightness device 55 does not reach the reference information, the input signal detection unit 113 may diagnose whether or not a foreign object is caught between the sealing members 90A, 90B and the structural member 90, or whether or not there is an abnormality related to the sealing members 90A, 90B, and the degree of abnormality. Furthermore, the input signal detection unit 113 may diagnose whether or not there is an abnormality in the airtightness device 55, based on information related to the operating state of the airtightness device 55, by using a trained model (classifier) ​​generated by supervised learning.

[0067] Similarly, the input signal detection unit 113 may diagnose abnormalities in the motor 30, the door 80, or the locking device 50 based on signals contained in the input signal that represent information regarding the operating status of the motor 30, the door 80, or the locking device 50.

[0068] Furthermore, the input signal detection unit 113 may perform a diagnosis of abnormal signs of at least one of the door 80, the motor 30, the locking device 50, and the airtightness maintaining device 55 based on the input signal. The diagnosis of abnormal signs includes, for example, a diagnosis of the presence or absence of abnormal signs. The diagnosis of abnormal signs may also include a diagnosis of the severity of the abnormal signs.

[0069] For example, the input signal detection unit 113 diagnoses signs of abnormality in the airtightness device 55 based on a history of a signal (data) that is included in the input signal and indicates information about the operating state of the airtightness device 55. Specifically, the input signal detection unit 113 may diagnose signs of abnormality in the airtightness device 55 based on a trend of change in the information about the operating state of the airtightness device 55.

[0070] Similarly, the input signal detection unit 113 may diagnose signs of abnormality in the motor 30, the door 80, or the locking device 50 based on the signal history contained in the input signal, which represents information regarding the operating status of the motor 30, the door 80, or the locking device 50.

[0071] Furthermore, the input signal detection unit 113 may diagnose the presence or absence of an abnormality and the degree of abnormality in at least one of the door 80, the motor 30, the locking device 50, and the airtightness maintaining device 55 based on the consistency of the multiple input signals. For example, the input signal detection unit 113 diagnoses the presence or absence of an abnormality and the degree of abnormality in the airtightness maintaining device 55 based on the consistency between the contact information of the DCS 60 and the DLS 70 and the airtightness maintaining device 55. If the airtightness maintaining device 55 is in an operating state while the DCS 60 and the DLS 70 are outputting signals indicating that the door 80 is open, the input signal detection unit 113 can diagnose that there is an abnormality in the airtightness maintaining device 55 or that the degree of abnormality in the airtightness maintaining device 55 is relatively high.

[0072] Incidentally, the diagnosis of abnormalities or signs of abnormalities in the configurations related to the opening and closing operation of the door 80, such as the door 80, the motor 30, the locking device 50, and the airtightness maintaining device 55, may be performed by an information processing device (e.g., a server device) external to the vehicle control device 12 or the railway vehicle 1. In this case, it may be possible to use the results of the diagnosis of abnormalities in the configurations related to the opening and closing operation of a large number of doors 80 or data used for the diagnosis of abnormalities, which corresponds to big data. In this case, the vehicle control device 12 or the like may apply machine learning (unsupervised learning) such as clustering based on the information on the results of the diagnosis of abnormalities in the configurations related to the opening and closing operation of a large number of doors 80 or the data used for the diagnosis, to diagnose the presence or absence of signs of abnormalities in the configurations related to the opening and closing operation of the target door 80.

[0073] The sequence unit 114 performs sequence control regarding the opening and closing operation of the door 80 based on a signal input from the input signal detection unit 113. Specifically, the sequence unit 114 performs sequence control regarding the opening and closing operation of the door 80 in response to a stop signal, an open command, a close command, and the like from the vehicle control device 12. In addition, the sequence unit 114 performs sequence control regarding the opening and closing operation of the door 80 while grasping the open / closed state of the door 80, the position of the door 80 in the opening and closing direction, whether the door 80 is locked, and the like, using signals from the encoder 31, the DCS 60, the DLS 70, and the like.

[0074] The motor control unit 115 performs drive control of the motor 30 in response to a control command from the sequence unit 114 regarding the opening and closing operation of the door 80 so as to realize the opening and closing operation of the door 80 corresponding to the control command. The motor control unit 115 generates a PWM (Pulse Width Modulation) signal for driving the motor 30 based on, for example, a speed command and a thrust command of the motor 30 input from the sequence unit 114, and outputs the PWM signal to the motor drive unit 116. Specifically, the motor control unit 115 may generate a PWM signal that matches the speed command and thrust command while grasping the current of the motor 30, the rotational position of the rotating shaft, and the like, using detection signals of the encoder 31, the current sensor 32, and the like input from the input signal detection unit 113.

[0075] The motor drive unit 116 uses the DC input from the power supply 150 to generate and output a three-phase AC for driving the motor 30. The motor drive unit 116 includes, for example, an inverter circuit that converts the DC into a three-phase AC of a predetermined voltage and a predetermined frequency. The motor drive unit 116 has two DC power lines on its input side connected to the power supply 150 via an input contactor 151, and three power lines on its output side connected to the motor 30 via a switching circuit unit 130.

[0076] The locking / unlocking driving unit 117 energizes the coils 52, 53 of the locking device 50 in response to a locking command or an unlocking command input from the sequence unit 114, and drives the locking device 50 (pin 51) in the locking or unlocking direction of the door 80. The locking / unlocking driving unit 117 has DC power lines of positive and negative lines on its input side connected to a power source 150 through an input contactor 151. The locking / unlocking driving unit 117 has two sets of DC power lines of positive and negative lines on its output side, one set of which is connected to the coil 52 through a switching circuit unit 140, and the other set of which is connected to the coil 53 through the switching circuit unit 140. For example, the locking / unlocking driving unit 117 has a semiconductor switch capable of switching between conduction and non-conduction between the DC power line on the input side and each of the DC power lines of one set and the DC power line of the other set on the output side, and switches the semiconductor switch between on and off. Specifically, when an unlock command is input from the sequence unit 114, the lock / unlock drive unit 117 may transition the state between the DC power line on the input side and one set of DC power lines on the output side to a conductive state, and energize the coil 52 of the locking device 50 through the switching circuit unit 140. Also, when a lock command is input from the sequence unit 114, the lock / unlock drive unit 117 may transition the state between the DC power line on the input side and the other set of DC power lines to a conductive state, and energize the coil 53 of the locking device 50 through the switching circuit unit 140.

[0077] The airtightness control unit 118 controls the driving of the airtightness device 55 by outputting a control command to the airtightness control drive unit 129 based on a signal input from the input signal detection unit 113. Specifically, the airtightness control unit 118 determines whether or not there is a possibility of an opening operation immediately adjacent to the door 80 based on, for example, a signal input from the input signal detection unit 113, and controls the driving of the airtightness device 55. Specifically, when the airtightness control unit 118 determines that there is a possibility of an opening operation immediately adjacent to the door 80 based on a signal input from the input signal detection unit 113, the airtightness control unit 118 may shift the airtightness control unit 118 from an operating state to a released state as a preliminary step of the opening operation of the door 80. Furthermore, when there is no longer a possibility of an opening operation immediately adjacent to the door 80 based on a signal input from the input signal detection unit 113, the airtightness control unit 118 may shift the airtightness control unit 118 from a released state to an operating state.

[0078] The airtightness keeping drive unit 119 generates and outputs a three-phase AC voltage for driving the servo motor 56 from the DC voltage input from the power source 150 in response to a control command from the airtightness keeping control unit 118. The airtightness keeping drive unit 119 includes, for example, an inverter circuit that converts the DC voltage into a three-phase AC voltage of a predetermined voltage and a predetermined frequency. The two DC power lines on the input side of the airtightness keeping drive unit 119 are connected to the power source 150 via the input contactor 151, and the three power lines on the output side are connected to the motor 30 via the switching circuit unit 145.

[0079] The standby control unit 120 is configured to be able to execute control related to the opening and closing operation of the door 80, and fulfills a backup function for the normal control unit 110. Thus, the door control device 100, by being provided with the standby control unit 120 in addition to the normal control unit 110, can achieve redundancy of the control system related to the opening and closing operation of the door 80. Specifically, when an abnormality occurs in the normal control unit 110, the standby control unit 120 controls the opening and closing operation of the door 80 in place of the normal control unit 110.

[0080] The standby system control unit 120 includes the same components as the normal system control unit 110. Specifically, the standby system control unit 120 includes a power supply circuit 121, a communication unit 122, an input signal detection unit 123, a sequence unit 124, a motor control unit 125, a motor drive unit 126, a lock / unlock drive unit 127, an airtightness control unit 128, and an airtightness drive unit 129.

[0081] The power supply circuit 121 has the same hardware configuration and function as the power supply circuit 111 of the everyday system control unit 110. The communication unit 122 has the same hardware configuration and function as the communication unit 112 of the everyday system control unit 110. The input signal detection unit 123 has the same hardware configuration and function as the input signal detection unit 113 of the everyday system control unit 110. The sequence unit 124 has the same hardware configuration and function as the sequence unit 114 of the everyday system control unit 110. The motor control unit 125 has the same hardware configuration and function as the motor control unit 115 of the everyday system control unit 110. The motor drive unit 126 has the same hardware configuration and function as the motor drive unit 116 of the everyday system control unit 110. The locking / unlocking drive unit 127 has the same hardware configuration and function as the locking / unlocking drive unit 117 of the everyday system control unit 110. Therefore, detailed description will be omitted. The airtightness control unit 128 has the same hardware configuration and functions as the airtightness control unit 118 of the normal system control unit 110. The airtightness control drive unit 129 has the same hardware configuration and functions as the airtightness control unit 119 of the normal system control unit 110.

[0082] The switching circuit unit 130 switches between a state in which the motor driving unit 116 and the motor 30 are electrically connected and a state in which the motor driving unit 126 and the motor 30 are electrically connected. Specifically, the switching circuit unit 130 has its input side connected to the three-phase AC output power lines of the motor driving units 116 and 126, and its output side connected to the three-phase AC input power line extending from the motor 30. The switching circuit unit 130 switches between a state in which the output power line of the motor driving unit 116 and the input power line of the motor 30 are electrically connected to each other and a state in which the output power line of the motor driving unit 126 and the input power line of the motor 30 are electrically connected to each other.

[0083] When the normal system control unit 110 controls the opening and closing operation of the door 80, the switching circuit unit 130 maintains the state in which the motor drive unit 116 and the motor 30 are electrically connected. On the other hand, when an abnormality occurs in the normal system control unit 110 and the state transitions to a state in which the opening and closing operation of the door 80 is controlled by the standby system control unit 120, the switching circuit unit 130 switches to a state in which the motor drive unit 126 and the motor 30 are electrically connected.

[0084] The switching circuit unit 140 switches between a state in which the locking / unlocking drive unit 117 and the locking device 50 (coils 52, 53) are connected and a state in which the locking / unlocking drive unit 127 and the locking device 50 (coils 52, 53) are connected. Specifically, the switching circuit unit 140 has two sets of output power lines of the locking / unlocking drive unit 117 and the locking / unlocking drive unit 127 connected to its input side, and has two sets of input power lines extending from the locking device 50 (coils 52, 53) connected to its output side. The switching circuit unit 140 switches between a state in which the two sets of output power lines of the locking / unlocking drive unit 117 and the two sets of input power lines of the locking device 50 are connected and a state in which the two sets of output power lines of the locking / unlocking drive unit 127 and the two sets of input power lines of the locking device 50 are connected.

[0085] When the normal system control unit 110 controls the opening and closing operation of the door 80, the switching circuit unit 140 maintains the state in which the locking / unlocking drive unit 117 and the locking device 50 (coils 52, 53) are electrically connected. On the other hand, when an abnormality occurs in the normal system control unit 110 and the state transitions to a state in which the opening and closing operation of the door 80 is controlled by the standby system control unit 120, the switching circuit unit 140 switches to a state in which the locking / unlocking drive unit 127 and the locking device 50 (coils 52, 53) are electrically connected.

[0086] The switching circuit unit 145 switches between a state in which the airtightness keeping drive unit 119 and the airtightness keeping device 55 are electrically connected and a state in which the airtightness keeping drive unit 129 and the airtightness keeping device 55 are electrically connected. Specifically, the switching circuit unit 145 has the three-phase AC output power lines of the airtightness keeping drive unit 119 and the airtightness keeping drive unit 129 connected to its input side, and has the three-phase AC input power line extending from the airtightness keeping device 55 connected to its output side. The switching circuit unit 145 switches between a state in which the output power line of the airtightness keeping drive unit 119 and the input power line of the airtightness keeping device 55 are electrically connected to each other and a state in which the output power line of the airtightness keeping drive unit 129 and the input power line of the airtightness keeping device 55 are electrically connected to each other.

[0087] When the normal system control unit 110 controls the opening and closing operation of the door 80, the switching circuit unit 145 maintains a state in which the airtightness keeping drive unit 119 and the airtightness keeping device 55 are electrically connected. On the other hand, when an abnormality occurs in the normal system control unit 110 and the state transitions to a state in which the opening and closing operation of the door 80 is controlled by the standby system control unit 120, the switching circuit unit 145 switches to a state in which the airtightness keeping drive unit 129 and the airtightness keeping device 55 are electrically connected.

[0088] The drive power supply for the main body of servo motor 56 of airtightness maintaining device 55 and the power supply for releasing the non-excitation actuated brake built into servo motor 56 may be the same or different. In the latter case, for example, by making only the brake release power supply redundant, it is possible to reduce the current capacity of switching circuit section 145 and achieve both reliability and compact and lightweight equipment.

[0089] The power source 150 supplies DC of a predetermined voltage (e.g., 100 volts) to various devices of the railcar 1, including the motor 30, the locking device 50, the airtightness maintaining device 55, and the door control device 100. The power source 150 includes, for example, a battery and an auxiliary power supply. The battery supplies DC power to various devices of the railcar 1 when the pantograph of the railcar 1 is not connected to the overhead line. The auxiliary power supply generates DC based on power supplied from the overhead line through the pantograph when the pantograph of the railcar 1 is connected to the overhead line, and supplies the DC to various devices of the railcar 1.

[0090] The input contactor 151 is provided in a power circuit between the power source 150 and various devices including the door control device 100, and switches on / off the power supply to the various devices of the railway vehicle 1 by opening and closing the power circuit. The input contactor 151 is closed, for example, in response to a predetermined operation equivalent to turning on the power in the driver's cab of the railway vehicle 1. This starts the power supply to the various devices of the railway vehicle 1 including the door control device 100, and the railway vehicle 1 starts up. The input contactor 151 is also opened, for example, in response to a predetermined operation equivalent to turning off the power in the driver's cab of the railway vehicle 1. This stops (shuts off) the power supply to the various devices of the railway vehicle 1 including the door control device 100, and the railway vehicle 1 stops.

[0091] The door drive mechanism 200 transmits the power of the motor 30 to the door 80 to open and close the door 80 (door panels 80A, 80B). The door drive mechanism 200 also realizes the locked and unlocked states of the door 80 in accordance with the operation of the locking device 50 (pin 51).

[0092] The door drive mechanism 200 includes racks 210 , 220 and a lock pin 230 .

[0093] The rack 210 is attached to the upper end of the door panel 80 A. The rack 210 includes a rack portion 211 and a connecting portion 212.

[0094] The rack portion 211 is a member extending in the front-rear direction of the railway vehicle 1. A rack gear 211A is provided on the lower surface of the rack portion 211. The rack portion 211 is disposed above the door opening of the railway vehicle 1 (car body) and slightly above the rotation shaft of the motor 30, which is disposed so that the rotation shaft is along the width direction (left-right direction) of the railway vehicle 1. This allows a pinion gear that is disposed coaxially with the rotation shaft of the motor 30 to engage with the rack gear 211A on the lower surface of the rack portion 211. Therefore, the rack portion 211 can be moved in the front-rear direction of the railway vehicle 1 in accordance with the rotation of the motor 30.

[0095] The connecting portion 212 connects the door panel 80A and the rack portion 211. The connecting portion 212 is provided so as to extend upward from the upper end of the door panel 80A, and the rack portion 211 is connected to the upper end thereof. As a result, the door panel 80A moves in the fore-and-aft direction of the railway vehicle 1 in conjunction with the movement of the rack portion 211 in accordance with the rotation of the motor 30, thereby realizing the opening and closing operation of the door 80. At this time, the movement of the door panel 80A in the fore-and-aft direction is guided by a slide rail (hereinafter referred to as the "door rail").

[0096] The connecting portion 212 is provided with a DCS abutment portion 213 .

[0097] 2 and 3, when the door panels 80A, 80B transition to a fully closed state in which they are completely closed, the DCS abutment portion 213 abuts against the movable contact 62 of the DCS 60, and the movable contact 62 is pressed. This presses the movable contact and turns on the DCS 60. On the other hand, as shown in FIGS. 4 to 6, when the door panel 80A transitions to a state other than the fully closed state in which it is completely closed, the DCS abutment portion 213 transitions to a state where it does not abut against the movable contact 62 of the DCS 60, and the DCS 60 is turned off.

[0098] The rack 220 is attached to the upper end portion of the door panel 80B. The rack 220 includes a rack portion 221, a connecting portion 212, and a lock pin abutment portion 223.

[0099] The rack portion 221 is a member extending in the fore-and-aft direction of the railway vehicle 1. A rack gear 221A is provided on the upper surface of the rack portion 221. The rack portion 221 is disposed above the door opening of the railway vehicle 1 and slightly below the rotation shaft of the motor 30. This allows a pinion gear that is disposed coaxially with the rotation shaft of the motor 30 to be engaged with the rack gear 211A on the upper surface of the rack portion 221. Therefore, the rack portion 221 can be moved in the fore-and-aft direction of the railway vehicle 1 in accordance with the rotation of the motor 30.

[0100] The connecting portion 222 connects the door panel 80B and the rack portion 221. The connecting portion 222 is provided so as to extend upward from the upper end of the door panel 80B, and the rack portion 221 is connected to the upper end of the connecting portion 222. As a result, the door panel 80B moves in the fore-and-aft direction of the railcar 1 in conjunction with the movement of the rack portion 221 in accordance with the rotation of the motor 30, thereby realizing the opening and closing operation of the door 80. At this time, the movement of the door panel 80B in the fore-and-aft direction is guided by a slide rail (door rail).

[0101] Here, the rack gear 211A engages with the pinion gear coaxial with the motor 30 from above, and the rack gear 221A engages with it from below, so that the racks 210, 220 can be moved in opposite directions in response to the rotation of the motor 30. Therefore, the opening and closing operations of the two door panels 80A, 80B can be realized with one motor 30.

[0102] An inclined portion 222A is provided at an upper end of the connecting portion 222, and is inclined downward toward the center of the door opening in the front-rear direction of the railway car 1.

[0103] The lock pin 230 abuts against the lock pin abutment portion 223 when the door 80 is in a locked state. The lock pin abutment portion 223 is provided so as to protrude from the connecting portion 222 in a direction opposite to the direction in which the rack portion 221 extends. The lock pin abutment portion 223 is provided with a lock hole 223A.

[0104] The lock hole 223A is a recess provided in the upper surface of the lock pin abutment portion 223. When the door 80 is locked, the lower end of the lock pin 230 (a pin portion 231 described below) is inserted into the lock hole 223A.

[0105] The lock pin 230 is provided above the lock pin abutment portion 223 of the rack 220. The lock pin 230 includes a pin portion 231 and a locking device abutment portion 232.

[0106] The pin portion 231 is provided so as to extend in the vertical direction.

[0107] The locking device abutment portion 232 is attached to the upper end of the pin portion 231, and is provided so as to extend from the connecting portion with the pin portion 231 in the horizontal direction, specifically, in the opposite direction to the door opening in the longitudinal direction of the railway vehicle 1. The locking device 50 is fixedly disposed below the locking device abutment portion 232, and the upper end of the pin 51 of the locking device 50 abuts against the lower surface of the locking device abutment portion 232. As a result, when the pin 51 of the locking device 50 protrudes upward, the locking device abutment portion 232 is lifted upward, and when the pin 51 of the locking device 50 is retracted downward, the locking device abutment portion 232 moves downward under the weight of the lock pin 230.

[0108] 3 to 6, when the pin 51 of the locking device 50 is in a protruding state, the lower end of the pin portion 231 connected to the locking device abutment portion 232 is located above the inclined portion 222A of the rack 220, and the pin portion 231 does not engage with the lock hole 223A. Therefore, the rack 220 can move without being affected by the arrangement of the lock pin 230, and the door 80 (door panels 80A, 80B) is in a state where it can move in the opening and closing direction.

[0109] 2, when the pin 51 of the locking device 50 is retracted, the lower end of the pin portion 231 is located below the inclined portion 222A of the rack 220. When the door 80 is fully closed, the pin portion 231 is located closer to the lock pin abutment portion 223 than the inclined portion 222A in the front-rear direction of the railcar 1. Therefore, when the pin 51 of the locking device 50 is retracted when the door 80 is fully closed, the locking device abutment portion 232 moves downward, and the pin portion 231 engages with the lock hole 223A (recess) of the rack 220. This restricts the movement of the rack 220 and restricts the rotation of the pinion gear engaged with the rack gear of the rack 220, resulting in restricting the movement of the rack 210 having the rack gear 211A engaged with the pinion gear. Therefore, the movement of the door panels 80A, 80B connected to the racks 210, 220 is restricted, and the door panels 80A, 80B are locked.

[0110] [First example of a sequence of operations related to door opening and closing operations] Next, a first example of an operation sequence of the configuration related to the opening and closing operation of the door 80 will be described with reference to FIG.

[0111] Fig. 8 is a diagram showing a first example of an operation sequence of the configuration related to the opening and closing operation of the door 80 of the railway vehicle 1. Specifically, Fig. 8 shows a specific example of an operation sequence of the door 80, the locking device 50, and the airtightness maintaining device 55 for the door 80 on the side adjacent to the platform of the next stop station, from when the railway vehicle 1 decelerates from a normal running state to stop at the station, and then when the railway vehicle 1 departs from the station and returns to a normal running state.

[0112] In the following, in this example, the explanation will be given on the assumption that the control relating to the opening and closing operation of the door 80 is performed by the normal system control unit 110.

[0113] <During steady driving> During steady running of the railway vehicle 1, the door 80 is maintained in a fully closed state by the thrust-off state of the motor 30. The door 80 may also be maintained in a fully closed state by the motor 30 outputting a predetermined thrust in the direction of pressing the door panels 80A, 80B together under the control of the normal system control unit 110. The locking device 50 maintains the door 80 in a locked state by the action of a bidirectional self-holding solenoid in a non-excited (non-energized) state. The airtightness maintaining device 55 maintains an activated state by the action of a non-excited brake of the servo motor 56 in a non-energized (non-energized) state.

[0114] <Normal driving - deceleration - stopping> When the railway vehicle 1 begins to decelerate toward the next station, the driver or conductor turns on the switch 75 or the vehicle control device 12 outputs a signal, causing the platform side signal input to the door control device 100 to switch from "OFF" to "ON."

[0115] When the platform side signal is ON and the railway vehicle 1 decelerates to a speed equal to or lower than a predetermined threshold value Vth1, the airtightness device 55 transitions from an operating state to a released state under the control of the normal system control unit 110. Specifically, when the platform side signal is ON and the speed of the railway vehicle 1 becomes equal to or lower than the threshold value Vth1, the airtightness control unit 118 energizes the servo motor 56 via the airtightness drive unit 119 to transition the airtightness device 55 from an operating state to a released state. The threshold value Vth1 may be a value greater than zero or may be zero. Information regarding the speed of the railway vehicle 1 is input from the vehicle control device 12 to the door control device 100 via the transmission device 16. When energized, the servo motor 56 releases the non-excitation actuated brake, and moves the support part 58 downward from the uppermost position to the lowermost position via the motion conversion part 57, thereby transitioning the airtightness device 55 to the released state.

[0116] When the door control device 100 cannot detect the released state of the airtight device 55, it may prohibit an opening operation of the door 80 corresponding to the airtight device 55, which will be described later. Furthermore, the door control device 100 may notify stopping stations and passengers that the opening operation of the corresponding door 80 is prohibited. By notifying that the opening operation of the door 80 is prohibited, passengers who are on board the railway car 1 and passengers who plan to board at stopping stations can get on and off more smoothly than if no notification is given.

[0117] During the process of deceleration of the railway vehicle 1 and stopping upon arrival at the station, the servo motor 56 is de-energized under the control of the door control device 100 after the airtight device 55 transitions to the released state. This allows the servo motor 56 to maintain the released state of the airtight device 55 by the action of a non-excitation actuated brake.

[0118] <Stopping ~ Door opening operation> After the railway vehicle 1 stops, when an open command is input to the door control device 100 in response to the operation of the open switch 14A by the driver, conductor, or the like, the locking device 50 switches the door 80 from a locked state to an unlocked state by energizing (exciting) the solenoid under the control of the normal system control unit 110. Then, under the control of the normal system control unit 110, the motor 30 outputs a thrust force, and the door 80 performs an opening operation.

[0119] <Door opening operation ~ fully open state> When the door 80 reaches the fully open state, the opening operation is completed, and the motor 30 is turned off under the control of the normal system control unit 110, thereby maintaining the fully open state. After the door 80 transitions from the locked state to the unlocked state, the locking device 50 is de-energized under the control of the normal system control unit 110, and the door 80 is maintained in the unlocked state by being de-energized (de-energized) due to the action of the bidirectional self-holding solenoid.

[0120] During the opening operation of the door 80, various functions related to safety confirmation are executed in parallel under the control of the normal system control unit 110. For example, the normal system control unit 110 monitors whether or not a foreign object is caught between the door 80 and a door pocket (not shown) in which the door 80 is stored, based on the measured value of the current of the motor 30. The foreign object is, for example, a passenger getting on or off, or the passenger's belongings. If it is determined that a foreign object is caught between the door 80 and the door pocket, for example, under the control of the normal system control unit 110, the door 80 stops the opening operation or reverses and performs a closing operation to realize a state in which the foreign object can be removed, and then performs the opening operation again.

[0121] <Door fully open to closing> When a close command is input to the door control device 100 in response to the operation of the close switch 14B by a driver, conductor, or the like, the motor 30 outputs a thrust under the control of the normal system control unit 110, and the door 80 performs a closing operation.

[0122] When the door 80 is closed, various functions related to safety confirmation are executed in parallel under the control of the normal system control unit 110, similar to when the door 80 is opened. For example, the normal system control unit 110 monitors whether or not a foreign object is caught in the door 80 based on the measured value of the current of the motor 30. When it is determined that a foreign object is caught in the door 80, for example, under the control of the normal system control unit 110, the door 80 performs an opening operation in a reverse direction, thereby realizing a state in which the foreign object can be removed, and then performs a closing operation again.

[0123] <Door closing operation ~ fully closed state> When the door 80 reaches the fully closed state, the closing operation is completed. Then, the locking device 50, under the control of the normal system control unit 110, switches the state of the door 80 from the unlocked state to the locked state by energizing (exciting) the solenoid. The door 80 maintains the fully closed state by turning the motor 30 to the thrust-off state under the control of the normal system control unit 110. The door 80 may also maintain the fully closed state by controlling the motor 30 to output a predetermined thrust in the direction of pressing the door panels 80A, 80B against each other.

[0124] Incidentally, even when the fully closed state is maintained by turning off the thrust of the motor 30, the thrust of the motor 30 in the closing direction of the door 80 may be continued for a certain period of time even after the door 80 reaches the fully closed state. Specifically, the thrust of the motor 30 may be turned off after the railcar starts moving. For example, after the railcar 1 reaches or exceeds a predetermined threshold value Vth2 described below and the airtightness device 55 changes from the released state to the activated state, the thrust of the motor 30 is turned off under the control of the door control device 100.

[0125] <Train car departs> After the closing operation of the door 80 is completed, the driver, conductor, etc. perform a final safety check, and then the railway car 1 departs from the station. When the railway car 1 departs, the driver, conductor, etc. turns off the switch 75, and the platform side signal input to the door control device 100 is switched to OFF.

[0126] Incidentally, the switch 75 may be turned off at a different timing.

[0127] <Railway vehicle departure - acceleration - steady running> When the railcar 1 departs from the station, it accelerates toward a steady running state. In the process of accelerating the railcar 1, when the railcar 1 accelerates to a speed equal to or higher than a predetermined threshold value Vth2, the airtightness device 55 transitions from the released state to the activated state under the control of the normal system control unit 110. Specifically, when the speed of the railcar 1 reaches the threshold value Vth2 or higher, the airtightness control unit 118 energizes the servo motor 56 via the airtightness drive unit 119 to transition the airtightness device 55 from the released state to the activated state. The threshold value Vth2 is set to a value greater than zero, for example. The threshold value Vth2 may also be a value greater than the threshold value Vth1 or a threshold value Vth3 described below. As a result, for example, the normal system control unit 110 can extend the time for monitoring whether or not a relatively thin foreign object is caught in the door 80, thereby reducing the probability of missing detection of the foreign object. When energized, the servo motor 56 releases the non-excitation operated brake, and moves the support part 58 upward from the lowest position to the highest position through the motion conversion part 57, thereby transitioning the airtightness keeping device 55 to an operating state.

[0128] In addition, when the door control device 100 cannot detect the operation state of the airtightness device 55, the speed of the steady running of the railway vehicle 1 may be limited. By limiting the speed of the steady running, even if an abnormality occurs in the airtightness device 55, it is possible to suppress the change in air pressure that occurs when the railway vehicle 1 enters a tunnel. As a limit to the speed of the steady running, for example, acceleration to a speed equal to or higher than the threshold value Vth2 is limited. In addition, when the door control device 100 cannot detect the operation state of the airtightness device 55, the door control device 100 may increase the thrust force by the motor 30 in the direction of pressing the door panels 80A, 80B against each other. This makes it possible to prevent the door 80 from being in an open state during traveling. Furthermore, when the door control device 100 cannot detect the operation state of the airtightness device 55, both of the above-mentioned operations may be performed.

[0129] [Second example of a sequence of operations related to door opening and closing operations] Next, a second example of the operation sequence of the configuration related to the opening and closing operation of the door 80 will be described with reference to Fig. 9. Specifically, Fig. 9 shows a specific example of the operation sequence of the door 80, the locking device 50, and the airtightness maintaining device 55 for the door 80 located on the opposite side (non-platform side) from the platform of the next stop station, from when the railcar 1 decelerates from a normal running state to stop at the station, and then when the railcar leaves the station and returns to a normal running state.

[0130] In the following, in this example, the explanation will be given on the assumption that the control relating to the opening and closing operation of the door 80 is performed by the normal system control unit 110.

[0131] In this example, since the target door 80 is on the non-platform side, the door 80 is not opened or closed, and the locking device 50 is not unlocked or locked when the railway vehicle 1 stops at the station.

[0132] The airtightness device 55 also does not transition from an active state to a deactivated state when the railway vehicle 1 stops at a station, but maintains its active state under the control of the normal system control unit 110. Specifically, even if the railway vehicle 1 decelerates to a speed equal to or lower than the threshold value Vth1, the normal system control unit 110 maintains the active state of the airtightness device 55 when the platform signal is "OFF". In other words, the normal system control unit 110 maintains the active state of the airtightness device 55 when the platform signal is "OFF", even if the speed of the railway vehicle 1 becomes equal to or lower than the threshold value Vth.

[0133] [Third example of a sequence of operations related to door opening and closing operations] Next, a third example of an operation sequence of the configuration related to the opening and closing operation of the door 80 will be described with reference to FIG.

[0134] Fig. 10 is a diagram showing a third example of an operation sequence of the configuration related to the opening and closing operation of the door 80 of the railway vehicle 1. Specifically, Fig. 10 shows a specific example of an operation sequence of the door 80, the locking device 50, and the airtightness maintaining device 55 from when the railway vehicle 1 is in a steady running state and decelerates to stop between stations, and then departs and returns to a steady running state.

[0135] In the following, in this example, the explanation will be given on the assumption that the control relating to the opening and closing operation of the door 80 is performed by the normal system control unit 110.

[0136] In this example, since the train is stopped between stations, the doors 80 are not opened or closed, and the locking devices 50 are not unlocked or locked when the train 1 is stopped.

[0137] The airtightness device 55 also does not transition from an activated state to a deactivated state when the railway vehicle 1 stops between stations, but maintains its activated state under the control of the normal system control unit 110. Specifically, even if the railway vehicle 1 decelerates to a speed equal to or lower than the threshold value Vth1, the normal system control unit 110 maintains the activated state of the airtightness device 55 when the platform signal is "OFF". In other words, the normal system control unit 110 maintains the activated state of the airtightness device 55 when the platform signal is "OFF", even if the speed of the railway vehicle 1 becomes equal to or lower than the threshold value Vth1.

[0138] [Fourth example of an operation sequence related to door opening and closing operations] Next, a fourth example of an operation sequence of the configuration related to the opening and closing operation of the door 80 will be described with reference to FIG.

[0139] Fig. 11 is a diagram showing a fourth example of an operation sequence of the configuration related to the opening and closing operation of the door 80 of the railway vehicle 1. Specifically, Fig. 11 shows a specific example of an operation sequence of the door 80, the locking device 50, and the airtightness maintaining device 55 when the railway vehicle 1 detects an emergency state by receiving an emergency stop signal from the outside, etc., and suddenly decelerates from a normal running state to stop between stations.

[0140] In the following, in this example, the explanation will be given on the assumption that the control relating to the opening and closing operation of the door 80 is performed by the normal system control unit 110.

[0141] When the vehicle control device 12 detects an emergency state by receiving an emergency stop signal from the outside, for example, it rapidly decelerates the railway vehicle 1 to stop the railway vehicle 1. Then, the vehicle control device 12 transmits the emergency stop signal to the door control device 100 via the transmission device 16.

[0142] When the emergency stop signal is ON and the railway vehicle 1 decelerates to a speed equal to or lower than a predetermined threshold value Vth3, the airtightness device 55 transitions from an operating state to a released state under the control of the normal system control unit 110. Specifically, when the emergency stop signal is ON and the speed of the railway vehicle 1 becomes equal to or lower than the threshold value Vth3, the airtightness control unit 118 energizes the servo motor 56 via the airtightness drive unit 119, thereby transitioning the airtightness device 55 from an operating state to a released state. The threshold value Vth3 may be a value greater than zero or may be zero. Furthermore, the threshold value Vth3 may be the same as or different from the above-mentioned threshold value Vth1.

[0143] Even if the railway vehicle 1 is suddenly stopped due to an emergency, the doors 80 remain fully closed and the locking devices 50 remain locked at the time of stopping. However, if it is necessary to evacuate the railway vehicle 1 to the outside, the locking devices 50 may be switched to the unlocked state and the doors 80 may be opened by the driver or conductor, or manually by passengers. Therefore, by previously switching the airtightness device 55 from the activated state to the released state at the time of a sudden stop due to an emergency, it is possible to smoothly evacuate passengers to the outside of the railway vehicle 1.

[0144] [Fifth example of an operation sequence related to door opening and closing operations] Next, a fifth example of an operation sequence of the configuration related to the opening and closing operation of the door 80 will be described with reference to FIG.

[0145] In the following, in this example, the explanation will be given on the assumption that the control relating to the opening and closing operation of the door 80 is performed by the normal system control unit 110.

[0146] An operation sequence similar to that of the fourth example (FIG. 11) described above may be adopted when the railcar 1 stops at a stop such as a rail depot. In this case, when the railcar 1 stops, a signal indicating that the railcar 1 is stopping at the stop is input from the vehicle control device 12 to the door control device 100 via the transmission device 16.

[0147] When a signal indicating that the train is stopping at a station is ON and the speed of the railway vehicle 1 is equal to or lower than a threshold value Vth4, the airtightness control unit 118 energizes the servo motor 56 via the airtightness drive unit 119, thereby transitioning the airtightness device 55 from an operating state to a released state. The threshold value Vth4 may be a value greater than zero or may be zero. Furthermore, the threshold value Vth4 may be the same as or different from the above-mentioned threshold value Vth1 and threshold value Vth3.

[0148] When the railcar 1 stops at a stop, the railcar 1 is stopped, so that it is possible to manually transition the locking device 50 from a locked state to an unlocked state and to open and close the door 80, but if the airtightness device 55 remains in an activated state, the door 80 cannot be opened. In contrast, by transitioning the airtightness device 55 from an activated state to a released state when the railcar 1 stops at a stop, it is possible to smoothly open and close the door 80 at the stop.

[0149] [Another example of a sequence of operations related to door opening and closing operations] Next, another example of the operation sequence of the configuration related to the opening and closing operation of the door 80 will be described.

[0150] The operation sequences of the first to fifth examples described above may be modified or changed as appropriate.

[0151] For example, in the above-mentioned first example, the airtightness device 55 may be shifted from the operating state to the released state or from the released state to the operating state by inputting an open command to the door control device 100 in response to an operation of the open switch 14A by the driver, conductor, or the like when the railroad vehicle 1 stops at a station. The input of the open command represents the opening operation of the door 80 immediately before (specifically, immediately after) the door 80, and the door control device 100 may control the opening operation of the door 80 after shifting the airtightness device 55 from the operating state to the released state in response to the input, without any problem. Specifically, when the platform side signal is ON and an open command is input, the normal system control unit 110 may cause the airtightness device 55 to transition from the operating state to the released state by energizing the servo motor 56 via the airtightness drive unit 119. In this case, the normal system control unit 110 advances the operation sequence in the order of releasing the airtightness device 55, unlocking the locking device 50, and opening the door 80 in response to the input of the open command. Similarly, the airtightness device 55 may transition from the released state to the activated state when a close command is input to the door control device 100 in response to the operation of the open switch 14A by the driver, conductor, or the like when the railroad vehicle 1 stops at a station. The input of the close command indicates that there is no opening operation of the door 80 in the immediate vicinity of the door 80, and the door control device 100 can transition the airtightness device 55 from the released state to the activated state after completing control of the closing operation of the door 80 in response to the input. Specifically, the normal system control unit 110 advances the operation sequence in the order of closing the door 80, locking the locking device 50, and operating the airtightness device 55 in response to the input of the close command. In this case, if the normal system control unit 110 detects an abnormality in either or both of the locking device 50 and the airtightness maintaining device 55, the railway vehicle 1 may be prohibited from traveling, or an operation similar to that in the first example described above may be performed.

[0152] The transition of the operating state of the airtightness device 55 may be performed simultaneously with the unlocking or locking of the locking device 50. In this case, the opening operation of the door 80 is performed after both the release of the airtightness of the airtightness device 55 and the unlocking of the locking device 50 are detected. By performing the operations of the airtightness device 55 and the locking device 50 simultaneously, the time required for the opening and closing operation of the door 80 can be shortened.

[0153] Furthermore, airtightness maintaining device 55 may have a built-in emergency battery, and may be able to transition from an activated state to an unlocked state by manual operation even in a situation where there is no external power supply to railway vehicle 1. In this case, in the fourth and fifth examples described above, airtightness maintaining device 55 may maintain the activated state under the control of normal system control unit 110 when railway vehicle 1 stops due to an emergency or stops at a station.

[0154] Furthermore, when an emergency door cock of the door 80 is operated, the airtightness maintaining device 55 may transition from an activated state to a deactivated state under the control of the door control device 100. This allows the door 80 to be manually opened in an emergency.

[0155] Furthermore, when the railcar 1 experiences a power outage, the airtightness maintaining device 55 may transition from an activated state to a deactivated state under the control of the door control device 100. This allows the door 80 to be manually opened in an emergency.

[0156] In addition, in the event of a power outage, the railway vehicle 1 transitions to a state in which only the minimum components are operating using the emergency power supply.

[0157] [Effect] Next, the operation of the control device and the control method according to the present embodiment will be described.

[0158] In this embodiment, the control device activates and releases an electrically driven retaining device for maintaining airtightness between the door and the opening, depending on whether there is a possibility of an opening operation immediately adjacent to the door of the railway vehicle. The control device is, for example, the above-mentioned door control device 100. The railway vehicle is, for example, the above-mentioned railway vehicle 1. The door is, for example, the above-mentioned door 80. The retaining device is, for example, the airtight retaining device 55.

[0159] In addition, in the control method of this embodiment, the control device activates and deactivates an electrically driven retaining device for maintaining airtightness between the door and the opening, depending on whether or not there is a possibility of an opening operation occurring immediately adjacent to the door of the railway vehicle.

[0160] Thereby, for example, the control device can transition the holding device from an activated state to a released state when there is a possibility of an opening operation in the immediate vicinity of the door of the railroad car, and transition from the released state to the activated state when the possibility disappears. Therefore, the control device can appropriately control the activation and release of the holding device according to the opening and closing status of the door of the railroad car. In particular, since the door does not open when the holding device is in the activated state, mechanical failure of the door can be reliably avoided.

[0161] In addition, in this embodiment, the control device may activate and release the holding device depending on the speed of the railway vehicle.

[0162] This enables the control device to determine the possibility of an opening operation immediately adjacent to the railway vehicle door in accordance with the speed of the railway vehicle, and to appropriately control the activation and release of the retention device.

[0163] In the present embodiment, the control device may transition the holding device from the activated state to the released state when the speed of the railway vehicle becomes relatively low with respect to a first threshold value. The first threshold value is, for example, the threshold value Vth1 described above.

[0164] This enables the control device to appropriately transition the holding device from an activated state to a released state in a situation where the railway vehicle has decelerated to a certain extent and there is a possibility of an opening operation occurring immediately adjacent to the vehicle doors at a stopping station.

[0165] In addition, in this embodiment, the control device may transition the holding device from the activated state to the released state when the speed of the railway vehicle becomes relatively low with respect to the first threshold value and the door is on the platform side of the station.

[0166] This allows the control device to appropriately transition only the holding device corresponding to the door on the platform side from an activated state to a released state when the railway vehicle has decelerated to a certain extent and there is a possibility of the vehicle doors opening immediately adjacent to the station.

[0167] In addition, in this embodiment, the control device may maintain the operating state of the holding device when the speed of the railcar becomes relatively low with respect to the first threshold value and the railcar is between stations.

[0168] This allows the control device to properly maintain the operating state of the holding device even when the railway vehicle decelerates to a certain extent, when the railway vehicle is between stations and there is no possibility of an opening operation occurring in the immediate vicinity of the doors.

[0169] In addition, in this embodiment, the control device may transition the holding device from an activated state to a released state when the railway vehicle is stopped due to an emergency.

[0170] This enables the control device to appropriately transition the holding device from an activated state to a released state in a situation where the railway vehicle has stopped due to an emergency and there is a possibility that the doors may be opened in the immediate future.

[0171] In the present embodiment, the control device may transition the holding device from the released state to the activated state when the speed of the railway vehicle becomes relatively high with respect to a second threshold value. The second threshold value is, for example, the above-mentioned threshold value Vth2.

[0172] This enables the control device to appropriately transition the holding device from a released state to an activated state, for example, in a situation where the railway vehicle has accelerated to a certain extent from a stopped station and there is no possibility that the doors will be opened in the immediate future.

[0173] Also, in this embodiment, the control device may transition the holding device from the released state to the activated state when the speed of the railway vehicle becomes high relative to a second threshold value that is greater than the first threshold value.

[0174] This allows the control device to secure a relatively long period of time between when the door is fully closed and when the retention device transitions to an operating state, and therefore the control device can extend the time for monitoring whether or not a relatively thin foreign object is caught in the door, thereby reducing the probability of missing a foreign object.

[0175] In addition, in this embodiment, the control device may transition the holding device from an activated state to a released state when the railway vehicle experiences a power outage.

[0176] This allows the control device to allow the doors to be manually opened in an emergency during a power outage condition on the rail vehicle.

[0177] In addition, in this embodiment, the control device may transition the holding device between an activated state and a released state by passing current through the holding device, and may maintain the holding device in the activated state or released state by de-energizing the holding device.

[0178] This enables the control device to reduce power consumption related to activation and release of the holding device.

[0179] In addition, in this embodiment, the control device may obtain information regarding the operating state of the holding device and perform a diagnosis regarding any signs of abnormality in the holding device.

[0180] Thereby, the control device can, for example, acquire electrical characteristic quantities of the holding device and diagnose the presence or absence of signs of abnormality in the holding device, the severity of the signs of abnormality, etc. Therefore, the control device can grasp the signs before a failure of the holding device occurs and urge an operator or the like to take measures in advance.

[0181] Although the embodiments have been described in detail above, the present disclosure is not limited to such specific embodiments, and various modifications and variations are possible within the scope of the gist described in the claims. [Explanation of symbols]

[0182] 1. Railway vehicles 10 Upper device 12 Vehicle control device 13 Wiring 14 Door opening and closing device 14A Open Switch 14B Close switch 16 Transmission Equipment 30 Motor 31 Encoder 32, 32A, 32B Current Sensor 50 Locking device 51 pin 52,53 Coil 55 Airtight device 56 Servo motor 57 Motion conversion unit 58 Support part 59 Lever section 60 DCS 70 DLS 75 Switch 76 Signal Line 80 Doors 80A, 80B Door Panel 81A, 81B Door end rubber 90 Structural members 90A, 90B Sealing material 100 Door control device 101,102 Wiring 110 Normal system control section 111 Power supply circuit 112 Communications Department 113 Input signal detection section 114 Sequence section 115 Motor control unit 116 Motor drive unit 117 Locking / Unlocking Drive Unit 118 Airtightness control unit 119 Airtight drive unit 120 Standby system control unit 121 Power supply circuit 122 Communications Department 123 Input signal detection section 124 Sequence section 125 Motor control unit 126 Motor drive unit 127 Locking / Unlocking Drive Unit 128 Airtightness control section 129 Airtight drive unit 130,140,145 Switching circuit section 150 Power supply 151 Input Contactor 200 Door drive mechanism 210 Rack 211 Rack section 211A Rack Gear 212 Connecting part 213 DCS contact part 220 Rack 221 Rack section 221A Rack Gear 222 Connecting part 222A Inclined section 223 Lock pin contact part 223A Rock Hall 230 Lock pin 231 Pin section 232 Locking device contact part

Claims

1. Activating and deactivating an electrically driven retaining device for maintaining airtightness between the door and the opening depending on the possibility of an opening operation of the door of the railway vehicle in the immediate vicinity of the door. Control device.

2. Activating and deactivating the holding device depending on the speed of the railway vehicle. The control device according to claim 1 .

3. transitioning the retention device from an activated state to a released state when the speed of the rail vehicle becomes low relative to a first threshold value; The control device according to claim 2.

4. when the speed of the rail vehicle becomes relatively low with respect to the first threshold value and the door is on the platform side of a station, transitioning the holding device from an activated state to a released state; The control device according to claim 3.

5. maintaining the retention device in an activated state when the speed of the rail vehicle is low relative to the first threshold and the rail vehicle is between stations; The control device according to claim 3 or 4.

6. transitioning the retention device from a released state to an activated state when the speed of the rail vehicle becomes high relative to a second threshold. A control device according to any one of claims 2 to 4.

7. transitioning the retention device from a released state to an activated state when a speed of the rail vehicle becomes high relative to a second threshold value that is greater than the first threshold value; The control device according to claim 3 or 4.

8. When the rail vehicle is stopped due to an emergency, the holding device is transitioned from an activated state to a released state. A control device according to any one of claims 1 to 4.

9. When the railcar experiences a power outage, the holding device is transitioned from an activated state to a released state. A control device according to any one of claims 1 to 4.

10. A transition between an activated state and a released state of the holding device is performed by energizing the holding device, and the activated state or the released state of the holding device is maintained by de-energizing the holding device. A control device according to any one of claims 1 to 4.

11. Obtaining information regarding the operating state of the holding device and diagnosing any signs of abnormality in the holding device; A control device according to any one of claims 1 to 4.

12. The control device activates and deactivates an electrically driven holding device for maintaining airtightness between the door and the opening depending on whether or not there is a possibility of an opening operation immediately adjacent to the door of the railway vehicle. Control methods.

Images