System and method for controlling an interior door of a transport vehicle
The control system for interior doors in transport vehicles addresses the issue of passenger discomfort by dynamically adjusting door opening and closing times based on traffic speed, ensuring comfortable and efficient boarding and landing processes.
Patent Information
- Application Number
- FR2022002790
- Authority / Receiving Office
- FR · FR
- Patent Type
- Patents
- Current Assignee / Owner
- Filing Date
- 2022-03-29
- Publication Date
- 2025-05-02
- Estimated Expiration
- 2042-03-29
AI Technical Summary
Existing control systems for interior doors in transport vehicles, such as rail cars, do not effectively manage door opening and closing times, leading to passenger discomfort, particularly during boarding and landing phases when traffic speed is low.
A control system that determines a time delay for opening and closing the interior door based on the traffic speed of the transport vehicle, allowing for a longer delay during low-speed phases to facilitate passenger access and reducing nuisance during high-speed phases.
The system automatically adapts the door opening and closing times to match traffic speed, enhancing passenger comfort during boarding and landing by reducing the risk of untimely closures and noise pollution.
Smart Images
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Abstract
Description
Title of the invention: System and method for controlling an interior door of a transport vehicle Technical field
[0001] The present invention relates to the field of transport vehicles and more particularly to a system for controlling the opening of an interior door of a railway car.
[0002] In a known manner, with reference to [Fig.l], a railway vehicle comprises several railway cars 1 for accommodating passengers. A railway car 1 conventionally comprises at least one exterior door 2 allowing an exit to the outside, that is to say, opening outside the railway car 1. A railway car 1 also comprises one or more interior doors 3 which in particular make it possible to separate a living space E1, in which seats for the passengers are installed, from a circulation space E2 in which the exterior door 2 is provided.
[0003] In practice, the circulation space E2 is generally not air-conditioned, unlike the living space E1. In addition, the circulation space E2 is generally very noisy. The presence of an interior door 3 makes it possible to protect at least in part the living space E1 from the noise and thermal nuisances of the circulation space E2.
[0004] In a known manner, an interior door 3 can be in the open state or in the closed state. With reference to [Fig. 2], the interior door 3 is controlled by a control system 6 which comprises a control module 60 and one or more actuators 61, 62 connected to the interior door 3, in particular, pneumatic cylinders connected to slides 31, 32 of the interior door 3.
[0005] The control system 6 further comprises a main lever 4 which can be activated by a passenger. Upon activation A4 of the main lever 4, the control module 60 activates the actuators 61, 62 so that the interior door 3 passes from the closed state to the open state for a determined main period T4, for example, of the order of 5s. Indeed, it is important that the interior door 3 returns to the closed position to protect the living space E1 from noise and thermal nuisances.
[0006] In practice, when several passengers want to enter the living space El during boarding or leave the living space El following arrival at a station during disembarkation, certain passengers are forced to remain in the doorway of the interior door 3. This position is uncomfortable given that the interior door 3 closes automatically every 5s after activation A4 of the lever main lever 4. The passenger at the doorway is then forced to operate the main lever 4 again after each closure. This is particularly inconvenient when the passenger has both hands busy carrying luggage.
[0007] With reference to [Fig.2], in order to eliminate this drawback, it has been proposed to provide an auxiliary lever 5 to open the interior door 3 for a determined auxiliary period T5, for example of the order of 180s, following an activation A5 by the passenger. The auxiliary lever 5 is located in a high position and is difficult to access. In addition, it is difficult to identify for occasional passengers. As a result, the drawbacks of the prior art remain.
[0008] An immediate solution to eliminate these drawbacks would be to integrate a passenger detection device into the control system 6 of the interior door 3 in order to prohibit the closing of the interior door 3 in the event of detection of a passenger near the interior door 3. It has been proposed to use an optical presence sensor, for example infrared, as the detection device. However, such an optical sensor is sensitive to smoke and increases the risk of fire spreading in the event of a fire. In addition, an optical sensor increases the risk of untimely openings in the event of false detection, which can disturb passengers in the living space EL
[0009] It has also been proposed to use a mechanical presence sensor, for example a sensitive mat at ground level, as a detection device. The integration of a sensitive mat is complex to achieve in a railway car and is not feasible. Furthermore, its cost is high.
[0010] The invention thus aims to eliminate at least some of these drawbacks. PRESENTATION OF THE INVENTION
[0011] The invention relates to a system for controlling an interior door of a transport vehicle, in particular a railway car, the transport vehicle having a running speed, the control system comprising: • a main control lever that can be activated by a passenger in the transport vehicle, • at least one actuator for opening / closing the interior door, • a control module configured to determine a time delay period and to activate the actuator to cause the interior door to transition from the closed state to the open state during the time delay period.
[0012] The system is remarkable in that the control module is configured to determine the delay period as a function of the traffic speed.
[0013] Thus, when the traffic speed is low upon arrival or departure of the transport vehicle, the delay period is extended so as to allow passengers sufficient time to pass through the inner door without hassle. Determining the delay period based on traffic speed allows automatic adaptation to any vehicle stop duration.
[0014] Preferably, the delay period comprises a first delay and a second delay which is a function of the traffic speed. Such a composite delay period makes it possible to configure a conditional extension (second delay) while maintaining a basic opening time (first delay) which allows the passage of a passenger outside the boarding / disembarking phases.
[0015] Preferably, the first time delay is at least equal to 3 seconds, preferably less than 10 seconds. Such a first time delay allows a passenger to pass outside the boarding / disembarking phases while limiting the risk of nuisance due to the opening.
[0016] Preferably, the second time delay is at least equal to 3 minutes, preferably less than 10 minutes. Such a second time delay allows the passage of a passenger during the boarding / disembarking phases by reducing untimely closures when the passenger is carrying his luggage.
[0017] According to one aspect, the second time delay is longer if the traffic speed is lower than a speed threshold. The use of a speed threshold makes it possible to offer an opening extension between arrival at the station and departure from the station to facilitate the boarding / disembarking phases.
[0018] According to another aspect, the second time delay is zero if the traffic speed is higher than the speed threshold. Thus, only the first time delay is used, which limits the nuisance in a passenger living space.
[0019] Preferably, the speed threshold is less than 25 km / h, preferably less than 20 km / h. Above such a speed threshold, the boarding / disembarking phases are generally completed.
[0020] Preferably, the second time delay is implemented before the first time delay if the traffic speed is lower than the speed threshold. Thus, this makes it possible to always maintain the first time delay following a change in the second time delay.
[0021] According to one aspect, the control module is configured to cancel the second time delay if the traffic speed becomes greater than the speed threshold during the time delay period. Thus, the second time delay is canceled if the traffic speed exceeds the speed threshold shortly after activation of the main lever. This makes it possible to reduce the nuisances linked to the opening of the door while the boarding phase is generally finished.
[0022] According to one variant, the control module is configured to determine the delay period as a function of the geographical position of the transport vehicle. This avoids an extended opening when traffic speeds are low for safety reasons, particularly outside stations. An extended opening would then be a source of nuisance.
[0023] Preferably, the control module is configured to compare the geographical position of the transport vehicle with a position database, the delay period being a function of the traffic speed if the geographical position of the transport vehicle belongs to the position database. Thus, the extended opening is only authorized in the vicinity of stations.
[0024] The invention also relates to a transport vehicle, in particular a railway car, comprising an interior door and an interior door control system as presented previously, the actuator being connected to the interior door.
[0025] The invention also relates to a method for controlling an interior door of a transport vehicle, in particular a railway car, the transport vehicle having a running speed, the control method comprising steps consisting of: • Determine a delay period based on traffic speed and • Command the opening of the interior door then command the closing of the interior door at the end of the time delay period. PRESENTATION OF FIGURES
[0026] The invention will be better understood on reading the description which follows, given by way of example, and referring to the following figures, given by way of non-limiting examples, in which identical references are given to similar objects.
[0027] [Fig.l] is a schematic representation of railway cars each having an interior door.
[0028] [Fig.2] is a schematic representation of an interior door and control system according to the prior art.
[0029] [Fig. 3] is a schematic representation of an interior door and control system according to one embodiment of the invention.
[0030] [Fig.4] is a schematic representation of a first example of determination of the opening time delay by the control module.
[0031] [Fig.5] is a schematic representation of the delay times following several activations of the main lever as a function of the speed of the railway car.
[0032] [Fig.6] is a schematic representation of a second example of determination of the opening time delay by the control module.
[0033] It should be noted that the figures set out the invention in detail to implement the invention, said figures can of course be used to better define the invention where appropriate. DETAILED DESCRIPTION OF THE INVENTION
[0034] The invention relates to a system for controlling an interior door of a transport vehicle, in particular, a railway car.
[0035] As explained previously, with reference to [Fig.l], a railway vehicle comprises several railway cars 1 for accommodating passengers. A railway car 1 conventionally comprises at least one exterior door 2 allowing an exit to the outside, that is to say, opening outside the car 1. A railway car 1 also comprises one or more interior doors 3 which in particular make it possible to separate a living space E1, in which seats for the passengers are installed, from a circulation space E2 in which the exterior door 2 is provided.
[0036] As previously mentioned, the circulation space E2 is not air-conditioned unlike the living space El. In addition, the circulation space E2 is generally very noisy. The presence of an interior door 3 makes it possible to protect the living space El at least in part from noise and thermal nuisances.
[0037] The railway car 1 has a running speed VI which can reach more than 300 km / h, in particular, in the case of a train of the TGV® type for High Speed Train. The running speed VI can be measured by different types of speed sensor known to those skilled in the art.
[0038] In this example, with reference to [Fig. 3], the interior door 3 comprises two sliding doors 31, 32 but it goes without saying that its structure could be different. In particular, the invention also applies to a door of the “single-leaf” type.
[0039] The railway car 1 further comprises a control system 7 for the interior door 3. With reference to [Fig. 3], the control system 7 comprises a main lever 4 which can be activated by a passenger of the transport vehicle. In this example, the main lever 4 is located in a low position, of the order of one meter, at the level of the right sliding door 32 so as to be easily accessible and identifiable by a passenger.
[0040] Still with reference to [Fig. 3], the control system 7 further comprises two actuators 71, 72 for opening / closing the interior door 3. In this example, the actuators 71, 72 are connected respectively to the two sliding elements 31, 32 but it goes without saying that this could be different. It goes without saying that a single actuator or more than two actuators could be used. In this example, the actuators 71, 72 are of the pneumatic type but it goes without saying that other technologies could suitable: electric, hydraulic, etc.
[0041] The control system 7 further comprises a control module 70 configured to determine a time delay period TEMP and to activate the actuators 71, 72 so that the interior door 3 switches to the closed state following the time delay period TEMP.
[0042] The control system 7 comprises a main lever 4 which can be activated by a passenger. Upon activation A4 of the main lever 4, the control module 70 activates the actuators 71, 72 so that the interior door 3 changes from the closed state to the open state during the time delay period TEMP.
[0043] According to the invention, the control module 7 is configured to determine the time delay period TEMP as a function of the running speed VI of the railway car 1.
[0044] This advantageously makes it possible to benefit from a longer TEMP delay period during the boarding and disembarking phases which take place when the railway car 1 is stationary, accelerating from the stopped position or braking to the stopped position.
[0045] In this example of implementation, with reference to [Fig.4], the time delay period TEMP comprises a first time delay TEMP1, called basic, and a second time delay TEMP2 which is a function of the speed of circulation VL
[0046] Preferably, the first time delay TEMP1 is at least equal to 3s and is preferably less than 10s. Such a first time delay TEMP1 allows sufficient time for a passenger to access / exit the living space E1 without causing significant thermal and noise pollution. This first time delay TEMP1 is used mainly when traffic is flowing smoothly, that is to say, at cruising speed, outside of the boarding and disembarking phases.
[0047] Preferably, the second time delay TEMP2 is at least equal to 3 minutes, preferably less than 10 minutes. This second time delay TEMP2 is advantageously added to the first time delay TEMP1 in order to extend the opening time of the interior door 3 as a function of the speed of the vehicle traffic. This second time delay TEMP2 is used mainly when traffic is not very fluid, that is to say, during the boarding and disembarking phases.
[0048] With reference to [Fig.4], the time delay period TEMP is longer if the traffic speed VI is lower than a speed threshold Vs, in particular, a predetermined speed threshold Vs. It nevertheless goes without saying that the speed threshold Vs could be dynamic.
[0049] Preferably, the speed threshold Vs is less than 25 km / h, preferably less than 20 km / h, more preferably greater than 10 km / h. In this example, a speed threshold Vs of 15 km / h is used since it makes it possible to avoid or excessively long openings which would cause nuisances in the living space while providing sufficient comfort for passengers to embark and disembark.
[0050] The determination of the time delay period TEMP will be presented with reference to [Fig.5] which shows a change in the circulation speed VI and the time delay periods TEMP determined over time after several activations A4 of the main lever 4 at different activation times tl-t5. The first time delays TEMP1 are shown in white in [Fig.5] while the second time delays TEMP2 are shown with a filling of black dots.
[0051] Thus, with reference to [Fig.5], for an opening of the interior door 3 at the activation instant tl, the time delay period TEMP corresponds to the second time delay TEMP2 then to the first time delay TEMP1 (sum of the two time delays TEMP1, TEMP2) given that the circulation speed VI is lower than the threshold speed Vs at the activation instant tl.
[0052] In this example of implementation, with reference to [Fig.4], the second time delay TEMP2 is zero if the traffic speed V1 is greater than the speed threshold Vs. Thus, if the traffic speed VI is greater than 15 km / h, the time delay period TEMP corresponds to the first time delay TEMP1 as illustrated at the activation times t2, t3, t4 in [Fig.5].
[0053] Preferably, the control module 70 is configured to cancel the second time delay TEMP2 if the traffic speed V1 becomes higher than the speed threshold Vs during the time delay period TEMP, i.e., 15 km / h. In other words, the time delay period TEMP is reduced dynamically depending on the traffic speed VL. If the latter exceeds the speed threshold Vs during a time delay period TEMP, a new time delay period TEMP is determined which corresponds only to the first time delay TEMP1 as illustrated at the activation time t2. At the activation time t2, the second time delay TEMP2 is shortened due to the acceleration of the railway car 1.
[0054] When the circulation speed VI is lower than the speed threshold Vs during activation, the second time delay TEMP2 is implemented before the first time delay TEMP1 so as to maintain a sufficient opening time when the circulation speed VI exceeds the speed threshold Vs shortly after the opening of the interior door 3 (see activation time t2).
[0055] With reference to [Fig. 5], during a deceleration resulting in a passage of the speed threshold Vs, a new time delay period TEMP is calculated, this being automatically extended by the second time delay TEMP2 as illustrated at the activation time t5 in [Fig. 5]. When the circulation speed VI is greater than the speed threshold Vs during activation, the first time delay TEMP1 is implemented. During a deceleration resulting in a passage of the speed threshold Vs, the first time delay TEMP1 is stopped to implement the second time delay TEMP2. At the end of the second time delay TEMP2, the first time delay TEMP1 is finished (see activation time t5 in [Fig.5]).
[0056] Thus, the control system 7 favors a reduced opening time to limit noise pollution.
[0057] The control system 7 according to the invention can be simply implemented in an existing vehicle since it allows a second conditional time delay TEMP2 to be added. The traffic speed information VI is available and can be provided in a practical manner. A control module according to the prior art can be modified to add a logic device which takes into account the traffic speed VL. For example, the logic device comprises a pressure switch which can be controlled logically to activate the actuators 71, 72. A logic comparator makes it possible to compare the traffic speed VI with the speed threshold Vs to determine whether the second time delay TEMP2 can be used.
[0058] According to a first variant, with reference to [Fig. 3], the control system 7 further comprises an auxiliary lever 5, which can be activated by a passenger (activation A5), configured to operate the interior door 3 manually with a time delay different from that of the main lever 4. In this example, the first time delay TEMP1 is different depending on the lever 4, 5 used. Thus, for the auxiliary lever 5, the first time delay TEMP1 is between 1 and 5 minutes, preferably of the order of 3 minutes.
[0059] Such a variant makes it possible to reuse all of the existing levers 4, 5 so that passengers can maintain their usage habits while benefiting from the advantages of the invention.
[0060] According to a second variant, compatible with the first variant, the control module 70 is configured to determine the time delay period TEMP as a function of the geographical position POS of the railway car 1 as illustrated in [Fig.6]. The geographical position POS can be obtained by a GPS sensor or other. This makes it possible to authorize extended openings only when the railway car 1 is close to stations, i.e., boarding and disembarking locations. This makes it possible to avoid any extended opening when the railway car 1 is moving slowly for safety reasons (works, etc.).
[0061] Preferably, with reference to [Fig. 6], the control module 70 is configured to compare the geographical position POS of the railway vehicle with a database of positions DB, in particular, a database of positions of railway stations DB. The time delay period TEMP is a function of the running speed VI if the geographical position POS of the transport vehicle belongs to the DB position database. In other words, even if the running speed VI is low, no extended opening is possible if rail car 1 is not near a railway station.
[0062] The invention also relates to a method for controlling an interior door 3 of a transport vehicle, in particular a railway car, the transport vehicle having a running speed, the control method comprising steps consisting of: • Determine a time delay period TEMP based on the circulation speed VI and • Command the opening of interior door 3 and command the closing of interior door 3 at the end of the time delay period TEMP.
[0063] Thanks to the invention, the time delay period TEMP is automatically adapted to allow optimal disembarkation and boarding of passengers while reducing the risk of discomfort in the living space E1.
Claims
Claims
1. Control system (7) of an interior door (3) of a transport vehicle, in particular of a railway car (1), the transport vehicle having a circulation speed (VI), the control system (7) comprising: • a main lever (4) activatable by a passenger of the transport vehicle, • at least one actuator (71, 72) for opening / closing the interior door (3), • a control module (70) configured to determine a time delay period (TEMP) and to activate the actuator (71, 72) so that the interior door (3) changes from the open state to the closed state at the end of the time delay period (TEMP), • control system (7) characterized in that the control module (7) is configured to determine the time delay period (TEMP) as a function of the circulation speed (VI).
2. Control system (7) according to claim 1, wherein the time delay period (TEMP) comprises a first time delay (TEMP1) and a second time delay (TEMP2) which is a function of the traffic speed (VI).
3. Control system (7) according to claim 2, wherein the first time delay (TEMP1) is at least equal to 3 seconds, preferably less than 10 seconds.
4. Control system (7) according to one of claims 2 to 3, in which the second time delay (TEMP2) is at least equal to 3 minutes, preferably less than 10 minutes.
5. Control system (7) according to one of claims 2 to 4, in which the second time delay (TEMP2) is longer if the traffic speed (VI) is lower than a speed threshold (Vs).
6. Control system (7) according to claim 5, in which the second time delay (TEMP2) is zero if the circulation speed (VI) is greater than the speed threshold (Vs).
7. Control system (7) according to one of claims 5 to 6, in which the speed threshold (Vs) is less than 25km / h, preferably less than 20km / h.
8. Control system (7) according to one of claims 5 to 7, in which the second time delay (TEMP2) is implemented before the first time delay (TEMP1) if the traffic speed (VI) is lower than the speed threshold (Vs).
9. Control system (7) according to one of claims 2 to 8, wherein the control module (7) is configured to cancel the second time delay (TEMP2) if the traffic speed (VI) becomes higher than the speed threshold (Vs) during the time delay period (TEMP).
10. Control system (7) according to one of claims 1 to 9, wherein the control module (70) is configured to determine the time delay period (TEMP) as a function of the geographic position (POS) of the transport vehicle.
11. Control system (7) according to claim 10, wherein the control module (70) is configured to compare the geographical position (POS) of the transport vehicle to a position database (DB), the time delay period (TEMP) being a function of the traffic speed (VI) if the geographical position (POS) of the transport vehicle belongs to the position database (DB).
12. Transport vehicle, in particular a railway car (1), comprising an inner door (3) and a control system (7) of the inner door (3) according to one of claims 1 to 11, the actuator (71, 72) being connected to the inner door (3).
13. Method for controlling an interior door (3) of a transport vehicle, in particular a railway car (1), the transport vehicle having a circulation speed (VI), the control method (4) comprising steps consisting of: • Determining a time delay period (TEMP) as a function of the circulation speed (VI) and • Commanding the opening of the interior door (3) then commanding the closing of the interior door (3) at the end of the time delay period (TEMP).