Double-acting and double-insurance railway vehicle cab door and method

Abstract

The invention discloses a double-acting double-insurance railway vehicle cab door in the field of railway vehicle equipment, which comprises a door frame arranged on a partition wall of a railway vehicle cab; the door body is rotationally connected in the door frame and is fixed with the door frame through a locking structure; the electromagnetic lock structures are correspondingly arranged on the door frame and the door body and used for further locking the door frame and the door body, and the electromagnetic lock structure on the door frame and the electromagnetic lock structure on the door body have ferromagnetism when not powered on; the sensing assembly is arranged in the door frame, monitors the locking state of the locking structure and gives an alarm, and the sensing assembly is electrically connected with the electromagnetic lock structure; the invention further discloses a control method. The anti-vibration locking structure has the beneficial effects that the door frame and the door body are attracted by arranging the electromagnetic lock structures on the door frame and the door body, the influence of vibration in the advancing process of the railway vehicle on the locking structure can be greatly reduced, the service life of the locking structure is effectively prolonged, and the anti-vibration locking structure is simple in structure and convenient to use.

Description

Technical Field

[0001] The present invention relates to the field of rail vehicle equipment, and particularly to a double-acting and double-insurance cab door for rail vehicles and a method thereof. Background Art

[0002] The cab door of an urban rail transit rail vehicle is an important passage for the driver to enter and exit the rail vehicle and to stand guard and operate at each station every day. Door failures will not only affect the personal safety of the driver, but also cause delays to the rail vehicle. Delays will affect many important operation assessment indicators such as punctuality rate, service reliability, train delay incidents, passenger clearing frequency, passenger satisfaction, and safety indicators. Taking a certain urban rail transit Line 1 as an example, among 21 stations, cab door failures account for 16% of the total vehicle failures, and there are many types of failures, with the involved parts widely distributed.

[0003] The cab door is located on the vibrating car body and has a high number of door openings every day. Taking a certain rail transit Line 1 as an example, the door is opened and closed once every 2 - 3 minutes. An average rail vehicle runs online for 18 hours a day, and the door is opened and closed up to 400 times a day. The door lock is a pure mechanical type, with a very high failure rate. As the service time extends, within less than 1 year, the failures account for 15% or even higher of the rail vehicle failures. The main manifestations are: one is that the door cannot be opened, and the driver is absent from the small platform for standing guard and operation; the other is that the door cannot be closed, and the multiple unit train cannot start and run normally. It requires platform personnel to get on the train and block the door with their bodies, which is very dangerous and seriously affects the normal subway operation, resulting in operation index assessment. The main types of failures include wear, deformation, jamming of the main components, a decrease in the stiffness of the return spring, inability to open and close the door, improper movement of the locking tongue, and the door vibrating open by itself, etc. The main reason for the failures is that during the operation of the rail transit rail vehicle, the door will collide and vibrate with the door frame when the locking tongue is in the locked state. Such collision vibrations will cause deformation of the locking tongue or the top and bottom locks after a long time, thus triggering failures.

[0004] Therefore, we propose a double-acting and double-insurance cab door for rail vehicles and a method thereof. Summary of the Invention

[0005] In view of the above deficiencies of the prior art, the present invention provides a double-acting and double-insurance cab door for rail vehicles and a method thereof.

[0006] To achieve the above invention objective, the technical solution adopted by the present invention is as follows: A double-acting and double-protection cab door for rail vehicles, comprising: a door frame, which is opened on the partition wall of the cab of the rail vehicle; a door body, which is rotatably connected within the door frame and fixed to the door frame through a locking structure; an electromagnetic lock structure, which is correspondingly arranged on the door frame and the door body and is used to further lock the door frame and the door body. The electromagnetic lock structures on the door frame and the door body are ferromagnetic even when not powered on; a sensing component, which is arranged on the door frame to monitor the locking state of the locking structure and give a warning, and the sensing component is electrically connected to the electromagnetic lock structure.

[0007] By arranging electromagnetic lock structures on the door frame and the door body, and the electromagnetic lock structures on the door frame and the door body are ferromagnetic even when not powered on. In this way, during use, the electromagnetic lock structure on the door frame or the door body can be activated, which can make the door frame and the door body fit tightly, reduce the influence of the vibration generated during the running of the rail vehicle on the door frame and the door body, greatly limit the relative displacement between the door frame and the door body, ensure safety, reduce the influence of vibration on the original locking structure on the door body and the door frame, and greatly improve the service life of the locking structure.

[0008] Further defined, the locking structure includes a lock housing, a transmission structure, a main locking tongue, a safety locking tongue, a turning handle, a safety knob, a push rod and a top-and-bottom locking tongue; the transmission structure, the main locking tongue and the safety locking tongue are all integrally arranged within the lock housing. The lock housing is fixed on the door body. The keyhole of the transmission structure is opened on the lock housing on the outer side of the door body. The safety knob is also fixedly connected to the transmission structure to control the expansion and contraction of the safety locking tongue. The turning handle is fixedly connected to the transmission structure to control the expansion and contraction of the main locking tongue and the push rod. The push rod slides vertically within the door body, and the inner end is fixedly connected to the transmission structure. The top-and-bottom locking tongue is fixedly connected to the outer end of the push rod.

[0009] By adopting a locking structure with a top-and-bottom locking tongue and a safety locking tongue, the locking points between the door body and the door frame can be made more abundant, and multiple guarantees can improve safety.

[0010] Further defined, the electromagnetic lock structure includes a housing, a silicon steel iron core, a magnetic induction coil and a wiring terminal; the housing is a rectangular housing with an open top. The silicon steel iron core and the wiring terminal are arranged side by side along the length direction of the housing within the housing, and the top height of the silicon steel iron core in the installed state is the same as the top height of the housing. The cross-section of the silicon steel iron core is in an E shape and includes three core bodies along its width direction. The magnetic induction coil is wound around the middle core body of the silicon steel iron core, and the ends are electrically connected to the wiring terminal. The wiring terminal is electrically connected to the VCU of the rail vehicle.

[0011] By winding the magnetic induction coil around the middle core body of the silicon steel iron core, when the magnetic induction coil is powered on, the silicon steel iron core is magnetized to make it magnetic, and the door frame and the door body are attracted to each other. The structure is simple and easy to use.

[0012] Further defined, the sensing component includes a displacement sensor, a warning light and a buzzer. The displacement sensor is embedded in the door frame corresponding to the safety lock tongue, and the detection end is arranged opposite to the safety lock tongue. When the safety lock tongue is in the fully extended state, it presses against the detection end of the displacement sensor. The warning light and the buzzer are integrally arranged and are both fixedly arranged on the surface of the driver's cab side of the door frame. The warning light, the buzzer and the displacement sensor are all electrically connected to the VCU on the rail vehicle. By setting the displacement sensor, when the safety lock tongue on the door body extends and presses against the detection end of the displacement sensor, the displacement sensor sends a in-place signal, and the VCU of the rail vehicle controls the electromagnetic lock structure to start, and the whole system starts to operate. The warning light and the buzzer are used as alarm devices to warn the driver and prevent the driver from failing to detect problems in time.

[0013] Further defined, first installation grooves are recessed inward on the door surfaces on the upper and lower sides of the door body. Second installation grooves are correspondingly recessed on the door frame opposite to the first installation grooves. The depths of the first installation grooves and the second installation grooves are the same as the height of the housing. Installation holes are correspondingly opened on the bottom surfaces of the first installation grooves, the second installation grooves and the housing. The electromagnetic lock structure is fixed in the first installation groove and the second installation groove by bolts screwed into the installation holes.

[0014] Setting the electromagnetic lock structure on the upper and lower sides of the door frame and the door body can make the force on the door frame and the door body more uniform and the suction more stable. Recessing the installation grooves can make the electromagnetic lock structure embed into the door frame and the door body, making the surfaces of the door frame and the door body smoother and the fitting effect better.

[0015] Further defined, fixing holes are correspondingly opened on the side cores of the silicon steel core and the side wall of the housing in contact. Fixing bolts are inserted into the fixing holes to fix the silicon steel core in the housing. The side iron core of the silicon steel core is fixedly connected to the housing by bolts, and the structure is stable.

[0016] A control method is used to control the driver's cab door of the above-mentioned double-acting and double-insurance rail vehicle, including the following steps: S1. Close the door body to make the door body fit tightly with the door frame, and control the safety lock tongue to extend through the safety knob to press against the detection end of the displacement sensor; S2. After the safety lock tongue presses against the detection end of the displacement sensor, the VCU on the rail vehicle controls the electromagnetic lock structure on the door body or the door frame to start. The silicon steel core on the electromagnetic lock structure that has not been started acts as a magnet to make the door body and the door frame suck together. At this time, the VCU on the rail vehicle controls the warning light to display green, and enter step S4; S3. If the electromagnetic lock structures on the door body and the door frame in step S2 are not started, and the running speed of the rail vehicle is greater than or equal to 10 km / h, the VCU on the rail vehicle controls the buzzer to give an alarm; S4. If the electromagnetic lock structure that is activated malfunctions, causing the door body and the door frame to fail to attract each other, the VCU of the rail vehicle controls the electromagnetic lock structure that was not activated in step S2 to start, and attracts the door body and the door frame again. At this time, the VCU on the rail vehicle controls the warning light to give a yellow warning; S5. If the electromagnetic lock structures activated on both the door body and the door frame malfunction, the VCU on the rail vehicle controls the warning light to give a red warning and controls the buzzer to sound an alarm.

[0017] Through this control method, the VCU controls one of the electromagnetic lock structures on the door frame and the door body to open, so that the two can serve as insurance measures for each other. When the electromagnetic lock structure on the door frame is activated, the electromagnetic lock structure on the door body is adsorbed by the electromagnetic lock structure on the door frame as a magnet. If the electromagnetic lock structure on the door frame fails, the electromagnetic lock structure on the door body is activated to adsorb the electromagnetic lock structure on the door frame, achieving double insurance and greatly ensuring the fixing effect between the door body and the door frame.

[0018] The beneficial effects of the present invention are as follows: By setting electromagnetic lock structures on the door frame and the door body to attract the door frame and the door body, the influence of vibration during the running of the rail vehicle on the locking structure can be greatly reduced, the service life of the locking structure can be effectively extended, the structure is simple, and it is convenient to use. Description of the Drawings

[0019] Figure 1 It is a partial perspective structure diagram of the present invention; Figure 2 It is a partial perspective structure diagram of the door body; Figure 3 It is a partial perspective view of the electromagnetic lock structure from a top view; Figure 4 It is a perspective view of a partial state where the door body and the door frame are attached; Figure 5 It is a connection diagram of the electrical components in the present invention.

[0020] The symbols of each component are as follows: Door frame 1, second installation groove 11, door body 2, first installation groove 21, locking structure 3, lock shell 31, main lock tongue 32, safety lock tongue 33, turning handle 34, safety knob 35, push rod 36, top and bottom lock tongue 37, electromagnetic lock structure 4, housing 41, silicon steel core 42, magnetic induction coil 43, wiring terminal 44, sensing component 5, displacement sensor 51, warning light 52, buzzer 53, VCU 6. Detailed Embodiment

[0021] The following describes the specific embodiments of the present invention to facilitate understanding by those skilled in the art of this technology. However, it should be clear that the present invention is not limited to the scope of the specific embodiments. For those of ordinary skill in the art of this technology, as long as various changes are within the spirit and scope of the present invention defined and determined by the appended claims, these changes are obvious, and all inventions created using the concept of the present invention are within the scope of protection.

[0022] Example: Such as Figures 1 - 5As shown in the figure, a double-acting and double-insurance cab door for rail vehicles includes a door frame 1, a door body 2, a locking structure 3, an electromagnetic lock structure 4, and a sensing component 5. The door frame 1 is opened on the partition wall of the cab of the rail vehicle. The door body 2 is rotatably connected within the door frame 1 and fixed to the door frame 1 through the locking structure 3. The locking structure 3 includes a lock housing 31, a transmission structure, a main lock tongue 32, a safety lock tongue 33, a turning handle 34, a safety knob 35, a push rod 36, and a top and bottom lock tongue 37. The transmission structure, the main lock tongue 32, and the safety lock tongue 33 are all integrated within the lock housing 31. The lock housing 31 is fixed to the door body 2. The keyhole of the transmission structure is opened on the lock housing 31 on the outer side of the door body 2. The safety knob 35 is also fixedly connected to the transmission structure to control the extension and retraction of the safety lock tongue 33. The turning handle 34 is fixedly connected to the transmission structure to control the extension and retraction of the main lock tongue 32 and the push rod 36. The push rod 36 is vertically slidably arranged within the door body 2, and the inner end is fixedly connected to the transmission structure. The top and bottom lock tongue 37 is fixedly connected to the outer end of the push rod 36. The electromagnetic lock structure 4 is correspondingly arranged on the door frame 1 and the door body 2 to further lock the door frame 1 and the door body 2. The electromagnetic lock structure 4 on the door frame 1 and the electromagnetic lock structure 4 on the door body 2 also have ferromagnetism when not powered on. The electromagnetic lock structure 4 includes a housing 41, a silicon steel core 42, a magnetic induction coil 43, and a wiring terminal 44. The housing 41 is a rectangular housing with an open top. The silicon steel core 42 and the wiring terminal 44 are arranged side by side along the length direction of the housing 41 within the housing 41, and the top height of the silicon steel core 42 in the installed state is the same as the top height of the housing 41. The cross-section of the silicon steel core 42 is in an E shape and includes three core bodies along its width direction. The magnetic induction coil 43 is wound around the middle core body of the silicon steel core 42, and the ends are electrically connected to the wiring terminal 44. The wiring terminal 44 is electrically connected to the VCU6 of the rail vehicle. Fixed holes are correspondingly opened on the side wall of the housing 41 in contact with the side core body of the silicon steel core 42, and fixing bolts are inserted into the fixed holes to fix the silicon steel core 42 within the housing 41. First installation grooves 21 are concavely provided inwardly on the door surfaces on the upper and lower sides of the door body 2. Second installation grooves 11 are concavely provided on the door frame 1 corresponding to the first installation grooves 21 and opposite to the first installation grooves 21. The depths of the first installation grooves 21 and the second installation grooves 11 are the same as the height of the housing 41. Installation holes are correspondingly opened on the first installation grooves 21, the second installation grooves 11, and the bottom surface of the housing 41. The electromagnetic lock structure 4 is fixed within the first installation grooves 21 and the second installation grooves 11 by bolts screwed into the installation holes. The sensing component 5 includes a displacement sensor 51, a warning light 52, and a buzzer 53. The displacement sensor 51 is embedded within the door frame 1 corresponding to the safety lock tongue 33, and the detection end is arranged opposite to the safety lock tongue 33. When the safety lock tongue 33 is in the fully extended state, it presses against the detection end of the displacement sensor 51. The warning light 52 and the buzzer 53 are integrally arranged and are both fixed on the surface of the cab side of the door frame 1. The warning light 52, the buzzer 53, and the displacement sensor 51 are all electrically connected to the VCU6 on the rail vehicle.

[0023] In this application, the displacement sensor 51 used is Schneider XCMN2102T1. The transmission structure inside the locking structure 3 is a general term for the structure that drives the main lock tongue, the top and bottom locks, and the safety lock tongue inside the existing door lock, and no improvement has been made to it. The transmission structure inside the existing door lock can be directly applied to this application to implement this application, so it is not described in the document.

[0024] By providing the electromagnetic lock structures 4 on the door frame 1 and the door body 2, and the electromagnetic lock structures 4 on the door frame 1 and the door body 2 also being ferromagnetic when not energized. In this way, during use, when the electromagnetic lock structure 4 on the door frame 1 or the door body 2 is activated, the door frame 1 and the door body 2 can be closely attached, reducing the influence of the vibration generated during the running of the rail vehicle on the door frame 1 and the door body 2, greatly limiting the relative displacement between the door frame 1 and the door body 2, ensuring safety, reducing the influence of vibration on the original locking structure 3 on the door body 2 and the door frame 1, and greatly extending the service life of the locking structure 3; by adopting the locking structure 3 with the top and bottom lock tongues 37 and the safety lock tongue, the locking points between the door body 2 and the door frame 1 can be made more abundant, providing multiple guarantees to enhance safety; by winding the magnetic induction coil 43 around the middle core of the silicon steel core 42, when the magnetic induction coil 43 is energized, the silicon steel core 42 is magnetized to make it magnetic, achieving the attraction of the door frame 1 and the door body 2, with a simple structure and convenient use; by providing the displacement sensor 51, when the safety lock tongue 33 on the door body 2 extends and presses the detection end of the displacement sensor 51, the displacement sensor 51 emits an in-place signal, and the VCU 6 of the rail vehicle controls the electromagnetic lock structure 4 to start, and the entire system starts to operate. The warning light 52 and the buzzer 53 are used as warning devices to warn the driver and prevent problems that the driver cannot detect in time; by arranging the electromagnetic lock structures 4 on the upper and lower sides of the door frame 1 and the door body 2, the forces on the door frame 1 and the door body 2 can be made more uniform, and the attraction is more stable. The recessed installation groove allows the electromagnetic lock structure 4 to be embedded in the door frame 1 and the door body 2, making the surfaces of the door frame 1 and the door body 2 smoother and the fitting effect better; by fixing the side cores of the silicon steel core 42 to the housing 41 with bolts, the structure is stable.

[0025] A control method for controlling the above-mentioned double-acting and double-insurance cab door of a rail vehicle, including the following steps: S1. Close the door body 2 to make the door body 2 closely fit with the door frame 1, and control the safety lock tongue 33 to extend through the safety knob 35 to press the detection end of the displacement sensor 51; S2. After the detection end of the displacement sensor 51 is pressed by the safety locking tongue 33, the VCU6 on the rail vehicle controls the electromagnetic lock structure 4 on the door body 2 or the door frame 1 to start. The silicon steel core 42 on the unstarted electromagnetic lock structure 4 serves as a magnet, causing the door body 2 and the door frame 1 to be attracted to each other. At this time, the VCU6 on the rail vehicle controls the warning light 52 to display a green light, and enters step S4; S3. If neither of the electromagnetic lock structures 4 on the door body 2 and the door frame 1 is started in step S2, and the running speed of the rail vehicle is greater than or equal to 10 km / h, then the VCU6 on the rail vehicle controls the buzzer 53 to give an alarm; S4. If the started electromagnetic lock structure 4 fails, causing the attraction between the door body 2 and the door frame 1 to fail, the VCU6 of the rail vehicle controls the unstarted electromagnetic lock structure 4 in step S2 to start, and attracts the door body 2 and the door frame 1 again. At this time, the VCU6 on the rail vehicle controls the warning light 52 to give a yellow warning; S5. If both of the started electromagnetic lock structures 4 on the door body 2 and the door frame 1 fail, the VCU6 on the rail vehicle controls the warning light 52 to give a red warning and controls the buzzer 53 to give an alarm.

[0026] Through this control method, the VCU6 controls one of the electromagnetic lock structures 4 on the door frame 1 and the door body 2 to open, so that the two can be insurance measures for each other. When the electromagnetic lock structure 4 on the door frame 1 is started, the electromagnetic lock structure 4 on the door body 2 is adsorbed by the electromagnetic lock structure 4 on the door frame 1 as a magnet. If the electromagnetic lock structure 4 on the door frame 1 fails, the electromagnetic lock structure 4 on the door body 2 is started to adsorb the electromagnetic lock structure 4 on the door frame 1, achieving double insurance and greatly ensuring the fixing effect between the door body 2 and the door frame 1.

Claims

1. A double-acting and double-insurance cab door for rail vehicles, characterized in that, Comprising: A door frame (1), provided on the partition wall of the driver's cab of the rail vehicle; A door body (2), rotatably connected within the door frame (1) and fixed to the door frame (1) through a locking structure (3); An electromagnetic lock structure (4), correspondingly provided on the door frame (1) and the door body (2) for further locking the door frame (1) and the door body (2). The electromagnetic lock structures (4) on the door frame (1) and the door body (2) are ferromagnetic even when not energized; A sensing assembly (5), provided on the door frame (1) to monitor the locking state of the locking structure (3) and give a warning. The sensing assembly (5) is electrically connected to the electromagnetic lock structure (4).

2. The double-acting and double-insurance cab door for rail vehicles according to claim 1, characterized in that The locking structure (3) includes a lock housing (31), a transmission structure, a main lock tongue (32), a safety lock tongue (33), a turning handle (34), a safety knob (35), a push rod (36) and a top-and-bottom lock tongue (37). The transmission structure, the main lock tongue (32) and the safety lock tongue (33) are all integrally provided within the lock housing (31). The lock housing (31) is fixedly provided on the door body (2). The keyhole of the transmission structure is provided on the lock housing (31) on the outer side of the door body (2). The safety knob (35) is also fixedly connected to the transmission structure to control the extension and retraction of the safety lock tongue (33). The turning handle (34) is fixedly connected to the transmission structure to control the extension and retraction of the main lock tongue (32) and the push rod (36). The push rod (36) is vertically slidably provided within the door body (2), and its inner end is fixedly connected to the transmission structure. The top-and-bottom lock tongue (37) is fixedly connected to the outer end of the push rod (36).

3. The double-acting and double-insurance cab door for rail vehicles according to claim 2, characterized in that The electromagnetic lock structure (4) includes a housing (41), a silicon steel core (42), a magnetic induction coil (43) and a wiring terminal (44). The housing (41) is a rectangular housing with an open top. The silicon steel core (42) and the wiring terminal (44) are arranged side by side along the length direction of the housing (41) within the housing (41), and the top height of the silicon steel core (42) in the installed state is the same as the top height of the housing (41). The cross-section of the silicon steel core (42) is E-shaped and includes three core bodies along its width direction. The magnetic induction coil (43) is wound around the middle core body of the silicon steel core (42), and its ends are electrically connected to the wiring terminal (44). The wiring terminal (44) is electrically connected to the VCU (6) of the rail vehicle.

4. The double-acting and double-insurance cab door for rail vehicles according to claim 3, characterized in that, The sensing component (5) includes a displacement sensor (51), a warning light (52) and a buzzer (53). The displacement sensor (51) is embedded in the door frame (1) corresponding to the safety lock tongue (33), and the detection end is arranged opposite to the safety lock tongue (33). When the safety lock tongue (33) is in the fully extended state, it presses against the detection end of the displacement sensor (51). The warning light (52) and the buzzer (53) are integrally arranged and are both fixedly arranged on the surface of the driver's cab side of the door frame (1). The warning light (52), the buzzer (53) and the displacement sensor (51) are all electrically connected to the VCU (6) on the rail vehicle.

5. The double-acting and double-insurance cab door for rail vehicles according to claim 4, characterized in that On the upper and lower sides of the door surface of the door body (2), first mounting grooves (21) are recessed inward. On the door frame (1) corresponding to the first mounting grooves (21), second mounting grooves (11) are recessed opposite to the first mounting grooves (21). The depths of the first mounting grooves (21) and the second mounting grooves (11) are the same as the height of the housing (41). Mounting holes are correspondingly opened on the bottom surfaces of the first mounting grooves (21), the second mounting grooves (11) and the housing (41). The electromagnetic lock structure (4) is fixed in the first mounting grooves (21) and the second mounting grooves (11) by bolts screwed into the mounting holes.

6. The double-acting and double-insurance cab door for rail vehicles according to claim 5, characterized in that, On the side cores of the silicon steel core (42), fixing holes are correspondingly opened on the side walls of the housing (41) in contact therewith, and fixing bolts are inserted into the fixing holes to fix the silicon steel core (42) in the housing (41).

7. A control method for controlling the double-acting and double-insurance cab door of a rail vehicle as claimed in claim 6, characterized in that, It includes the following steps: S1. Close the door body (2) to make the door body (2) fit tightly with the door frame (1), and control the safety lock tongue (33) to extend through the safety knob (35) to press against the detection end of the displacement sensor (51); S2. After the safety lock tongue (33) presses against the detection end of the displacement sensor (51), the VCU (6) on the rail vehicle controls the electromagnetic lock structure (4) on the door body (2) or the door frame (1) to start. The silicon steel core (42) on the electromagnetic lock structure (4) that has not been started serves as a magnet, so that the door body (2) and the door frame (1) are attracted. At this time, the VCU (6) on the rail vehicle controls the warning light (52) to display green, and enter step S4; S3. If both electromagnetic lock structures (4) on the door body (2) and the door frame (1) in step S2 are not started, and the running speed of the rail vehicle is greater than or equal to 10 km / h, then the VCU (6) on the rail vehicle controls the buzzer (53) to give an alarm; S4. If the started electromagnetic lock structure (4) fails, resulting in the failure of the attraction between the door body (2) and the door frame (1), the VCU (6) of the rail vehicle controls the electromagnetic lock structure (4) that was not started in step S2 to start, and attracts the door body (2) and the door frame (1) again. At this time, the VCU (6) on the rail vehicle controls the warning light (52) to give a yellow warning; S5. If the electromagnetic lock structures (4) activated on the door body (2) and the door frame (1) both malfunction, the VCU (6) on the rail vehicle controls the warning light (52) to give a red warning and controls the buzzer (53) to sound an alarm.

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