Door panel closure monitor system

Abstract

To provide a system which monitors a door position of a passenger room moving in a cable transport system.SOLUTION: A passenger room (10) has two doors (11,12), a monitor system has an electronic control unit and the monitor system has detection targets (13,14) on the doors and fixed detection devices with actuation fields like proximity switches. The fixed detection devices generate detection signals when the targets pass through the actuation fields, are connected with the control unit and are positioned to generate detection signals when the passenger room passes through a control zone. The control unit determines that two doors of the passenger room are positioned rightly when a distance (16) between the two doors is less than a prescribed open threshold value.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention generally relates to the technical field of systems designed to transport people by an aerial cable car, particularly for ski lifts used in ski resorts or for public transportation in urban environments.

[0002] More specifically, the present invention refers to a system that ensures that the doors of the cabins in such a cable transportation system are properly closed.

[0003] State-of-the-art technology A cable car transportation system is a continuously moving device (e.g., moving at a maximum speed of 5 - 7 m / s) having a plurality of cabins arranged along an aerial transport rope. Each cabin can carry a certain number of passengers, typically 2 - 10 passengers.

[0004] In a known manner, each cable car has two doors (also called gates) that automatically open and close to allow passengers to get off and on while the cabin passes through the departure terminal and the arrival terminal (also called a station). The opening and closing movement of the two doors can be either sliding or rotating. The term "sliding" means that the movement of the two doors is only along one axis (called the opening and closing axis), while the term "rotating" means that the two doors also move slightly on a vertical axis and usually move outward from the shell of the cabin during the opening process.

[0005] In the most common embodiment, the cabin is said to be disengagable from the main cable car transport rope, i.e., each cabin has a disengagable attachment (or clamp) that can be detached from the cable car transport rope while inside the station. However, in most installations, even when the cabin is disengaged from the transport rope, it still moves at a low speed (e.g., 0.3 - 0.5 m / s) during the boarding and alighting operations of the passengers to minimize the time spent inside the station.

[0006] The opening and closing of passenger cabin doors is generally performed automatically within the station using mechanical means, such as springs and interlocking gears, once the cabin is disengaged. However, for obvious safety reasons, it is necessary to ensure that the passenger cabin doors are closed, or more precisely, that they are in the correct position, before the cabin is reattached to the carry rope at the station exit. In fact, it is recognized that passenger cabin doors do not need to be completely closed, but may have a small gap between them, in order to allow the cabin to be reattached to the carry rope when leaving the station, and may be considered closed.

[0007] This door position monitoring procedure is performed when the passenger compartment is traveling at a low speed in a zone called the verification zone. If this monitoring operation is not definitive (i.e., the door is not properly positioned), the passenger compartment will not be reconnected to the transport rope, and a door open error will be reported.

[0008] Door monitoring systems already exist, using mechanical means in close contact with passenger doors to monitor their closing. However, these means are rather difficult to install and adjust, and are more suitable for doors with rotational motion than doors with sliding motion.

[0009] Document EP2067682 also describes a door monitoring system that includes locks and detection means located inside the passenger compartment to enable or disable the departure of the passenger compartment, as well as electronic communication means for transmitting information about the detection means to a central point of the station. However, in such a system, each passenger compartment of the transport system must be equipped with these detection means and these communication means. [Overview of the project]

[0010] Therefore, for obvious reasons relating to the cost and simplicity of the solution, the present invention seeks to correct all or part of the shortcomings of the latest technology by proposing a system for monitoring the door position of cable car cabins that is easy to implement, does not include electronic means inside each cabin, and is also perfectly suited to sliding doors.

[0011] To this end, the present invention describes a system for monitoring the position of doors of a moving passenger compartment in a cable transport system, wherein the passenger compartment has two doors, and the monitoring system comprises an electronic control unit. The monitoring system comprises a detection target on each door and a fixed detection device which is of proximity sensor type and equipped with an operating field, and emits a detection signal when the target passes through the operating field, wherein the detection device is connected to a control unit and positioned to emit a detection signal when the passenger compartment passes through a control zone, and the control unit determines that the two doors of the passenger compartment are correctly positioned when the gap between the two doors is less than a predetermined opening threshold.

[0012] According to one feature, the detection device has two fixed sensors, and if the control unit receives detection signals from both sensors simultaneously while the passenger compartment passes through the control zone, the control unit will determine that the two doors of the passenger compartment are properly positioned.

[0013] According to another feature, the detection device comprises a single fixed sensor, and if the control unit receives a first detection signal from the sensor, and then receives a second detection signal after a time shorter than the maximum time, the control unit determines that both doors of the passenger compartment are correctly positioned. According to another feature, the control unit measures the position of the passenger compartment within the detection area to determine the maximum time.

[0014] According to another feature, if the control unit determines that the two doors are not properly positioned when the passenger compartment passes through the control zone, the control unit will communicate a failure to properly open the passenger compartment doors. If the doors fail to open, the control unit will issue a command to stop the passenger compartment.

[0015] According to another characteristic, the target is passive and does not require a power source.

[0016] According to other characteristics, the target is a magnetic target and the sensor is a magnetic proximity switch, or the target is a metal target and the sensor is an inductive proximity switch, or the target is a reflective target and the sensor is a photoelectric switch.

[0017] The present invention also describes a cable car-type overhead cable transport system having multiple passenger compartments, characterized in that the transport system includes a system for monitoring the position of the doors of various passenger compartments within the system. [Brief explanation of the drawing]

[0018] Other features and further advantages of the present invention will become apparent from the following description with reference to the accompanying figures.

[0019] [Figure 1] A simplified schematic diagram of an example of a guest room according to the present invention is shown. [Figure 2] The first embodiment describes the cabin within its environment within the control zone of a cable car station. [Figure 3] A diagram relating to another embodiment of the present invention is shown. [Modes for carrying out the invention]

[0020] Figures 1 and 2 show passenger compartments 10 used in an overhead cable car transport system. The system comprises a number of passenger compartments, which are driven by a main carrier rope and are disengaged when the passenger compartments are in various stations that the system may have. Each passenger compartment 10 has two movable doors, in this case a first door 11 and a second door 12. Preferably, the two doors slide along an axis X substantially parallel to the direction of movement of the passenger compartment 10. The passenger compartment 10 is suspended from a track 15, for example, when it is circulating within a station and when it is disengaged from the main carrier cable.

[0021] As cabin 10 passes through the station, the opening and closing of doors 11 and 12 are automatically triggered by known means not shown in the diagram. However, to ensure that the doors are closed, or more precisely, that the doors are correctly positioned, before each cabin departs from the station, the cabin has a system for monitoring the position of the cabin doors.

[0022] For the purposes of this document, if there is a gap 16 between doors 11 and 12 that is less than a predetermined opening threshold S, the doors 11 and 12 of the passenger compartment 10 are said to be positioned perfectly to allow the passenger compartment 10 to depart from the station. The currently valid standard allows a maximum opening gap 110 mm between the doors of the passenger compartment to allow the passenger compartment to be reattached to the transport rope, but the transport system may, of course, set an opening threshold S that is less than this maximum threshold imposed by the standard.

[0023] The control system includes an electronic control unit not shown in the figures, such as a computer, a programmable logic controller, or an equivalent type of electronic control unit. The control unit is positioned within the station and is responsible for verifying the correct position of the cabin door when the cabin 10 passes through a zone called the control zone 20. In this control zone 20, the cabin is movable and circulates at a low speed along a direction 21 substantially parallel to the X-axis. The control zone 20 is preferably located after the passenger has boarded the cabin 10 and before the cabin 10 is reconnected to the main hauling rope for departure from the station.

[0024] If the control unit determines that the positioning of doors 11, 12 is insufficient, i.e., the opening is too wide because the gap 16 is larger than a predetermined opening threshold S, the control unit can communicate the opening error by various conventional means (alarm, error message,...) and can also command the operation of the cabin 10 to stop so that a person can intervene.

[0025] For this purpose, the present invention provides that doors 11, 12 each include detection targets 13, 14. In this case, the first door 11 includes the first target 13 and the second door 14 includes the second target 14. Preferably, the targets 13, 14 are passive and thus, advantageously, do not require power within the cabin. However, an active target may also be powered, for example, by a battery.

[0026] The monitoring system also includes a detection device installed within the station and connected to the control unit. This detection device includes one or more sensors of the proximity detector type, i.e., equipped with an operating field (also called a detection lobe) that emits an electrical detection signal when a target is located within its operating field.

[0027] In the first preferred embodiment described in FIG. 2, the fixed detection device comprises two separate and generally identical sensors 23, 24 which are attached, for example, to bar 22, although other attachment means are certainly possible.

[0028] The first sensor 23 is positioned so as to be able to detect the first target 13 while the passenger compartment 10 passes through the control zone 20, and the second sensor 24 is positioned so as to be able to detect the second target 14 while the passenger compartment 10 passes through the control zone 20. Thus, when the targets 13, 14 pass near the fixed sensors 23, 24 respectively, the control unit receives electrical signals from these sensors 23, 24 respectively.

[0029] According to the invention, the control unit determines that the doors 11, 12 of the passenger compartment 10 are correctly positioned if and only if at a given instant while the passenger compartment 10 passes through the detection zone 20, the control unit receives electrical signals simultaneously from the two sensors 23, 24. In practice, this means that at this given instant, the two targets 13, 14 are respectively positioned opposite the two sensors 23, 24, and thus the gap 16 between the doors 11 and 12 is less than the opening threshold S.

[0030] Therefore, the adjustment of the height and depth positioning of the two fixed sensors 23, 24 is important in order to ensure that when the targets 13, 14 pass through respectively as the passenger compartment 10 passes through, they enter the operating fields of the corresponding sensors 23, 24 without problem. Furthermore, the adjustment of the distance 25 between the two sensors 23, 24 along the X-axis is essential because this distance 25 determines the value of the opening threshold S tolerated by the control unit such that the two passenger compartment doors are considered to be correctly positioned. It is recalled that the doors are considered to be correctly positioned if their opening gaps 16 are less than the opening threshold S, i.e. if the tolerated value of the gap 16 can reach from 0 (which means that the doors are fully closed) to the threshold S.

[0031] Since sensors 23 and 24 are mounted on the station floor and targets 13 and 14 are mounted on doors 11 and 12, this means that the value of the opening threshold S is a function of the distance 25 between the two sensors 23 and 24, and the allowable gap 16 between the doors is a function of the width of targets 13 and 14 (of course, the width of the detection beams of sensors 23 and 24 is not taken into account). For example, to obtain an allowable gap with a threshold S equal to 0 to 110 mm, each target 13 and 14 needs to have a width equal to 55 mm along axis X.

[0032] Furthermore, in order to provide a certain tolerance with respect to height, all targets 13, 14 preferably have a significant and sufficient height along the axis perpendicular to X to compensate for any possible vertical shift of the cabin 10, particularly as a function of the number of passengers in the cabin. For example, the height of targets 13, 14 is approximately 25 mm. Thanks to this, targets 13, 14 are within the operating field of their respective sensors, regardless of the weight of the cabin 10.

[0033] When the mobile passenger compartment 10 passes through the control zone 20 in direction 21, the operation proceeds as follows. -a) Before the arrival of cabin 10, neither sensor 23 nor 24 is positioned in front of targets 13 and 14, so the control unit does not receive a signal. -b) In a given moment, the first door 11 will pass in front of the second sensor 24, and therefore the passage of the first target 13 will be detected within the operating field of the first sensor 23 while the first sensor 23 has not yet detected anything. Therefore, the control unit will receive only the signal from the second sensor 24. -c) Next, the first target 13 moves out of the operating field of the second sensor 24 and then enters the operating field of the first sensor 23. If, at a given moment, the second sensor 24 detects that the second target 14 is also in its operating field, it indicates that the distance between doors 11 and 12 is lower than the opening threshold S. The controller then receives signals from both sensors 23 and 24 simultaneously and determines that the doors are correctly positioned. Conversely, if doors 11 and 12 are opened too far apart, the first target 13 will move out of the operating field of the first sensor 23 at the same time that the second target 14 is operating on the second sensor 24. Therefore, the control unit will not receive signals from both sensors 23 and 24 simultaneously and will be able to communicate an impediment to opening the doors of the passenger compartment 10. -d) Finally, at the end of the passenger compartment 10's passage into the control zone 20, the first sensor 23 detects the passage of the second target 14, but the second sensor 24 no longer detects anything.

[0034] The entry and exit of the passenger compartment 10 into the control zone 20 may be communicated to the control unit via any known sensing means. This allows the control unit to determine that the passenger compartment 10 is in the control zone 20 and to monitor whether both sensors 23 and 24 simultaneously transmitted their signals while the passenger compartment 10 was passing between the entrance and exit of the control zone 20.

[0035] In preference, targets 13 and 14 are simple magnetic plates, and sensors 23 and 24 are magnetic proximity detectors. This solution is simple and inexpensive, and allows for an operating field for the sensors up to a distance of about 100 mm, thereby allowing the sensors to be placed far away from the target. Nevertheless, other modifications are quite feasible, such as using a metal target with an inductive proximity detector, or a reflective target with a photoelectric proximity detector.

[0036] Furthermore, if the operating field of the detection device is sufficiently large for the movement of the door along an axis perpendicular to X, the present invention can also be adapted to a passenger compartment equipped with a revolving door.

[0037] In the example shown in the figure, targets 13 and 14 are positioned above the door and at the same height relative to each other and to sensors 23 and 24. However, other alternatives are possible, such as fixing the first target 13 on the first door 11 at a different height relative to the second target 14, and thus the first sensor 23 being at a different height relative to the second sensor 24. This prevents the first sensor 23 from detecting the second target 14 and, conversely, the second sensor 24 from detecting the first target 13 while the passenger compartment 10 is passing through the detection zone 20 (see cases b) and d) above). However, regardless of the target configuration, a key requirement for the control unit in this first embodiment is that signals are always received simultaneously from both sensors 23 and 24 at a given time when the passenger compartment 10 is passing through the detection zone, so this alternative does not actually improve the procedure described.

[0038] In the second embodiment detailed in Figure 3, the sensor device includes only a single fixed proximity sensor 28. This sensor 28 may be similar to the two sensors 23 and 24 described above. At the station, the sensor 28 may be mounted, for example, on the bar 22 as described above, although other mounting means are of course feasible. The fixed sensor 28 is positioned so that it can detect the first target 13 and then the second target 14 as the passenger cabin 10 passes through the control zone 20. Thus, as targets 13 and 14 pass through the working field 29 of the sensor 28, the control unit receives an electrical detection signal from the sensor 28.

[0039] Next, the procedure proceeds in the following order: As the passenger compartment 10 passes through the detection zone 20 in direction 21, the first target 13 of the first door 11 passes through the working field 29 of the sensor 28, causing the sensor 28 to transmit a first detection signal S1 to the control unit. The first target 13 then leaves the working field 29 of the sensor 28, thereby stopping the first signal S1. Next, as the second target 14 of the second door 12 passes through the working field 29 of the sensor 28, the sensor 28 transmits a second detection signal S2 to the control unit.

[0040] In this second embodiment, the control unit determines that the doors 11 and 12 of the passenger compartment 10 are perfectly positioned when the passenger compartment 10 passes through the detection zone 20, provided that the first detection signal S1 and the second detection signal S2 are separated by a time T less than the maximum time. This maximum time is a function of the positions of targets 13 and 14 on the doors 11 and 12, a predetermined opening threshold S, and the speed V of the passenger compartment 10 within the detection zone 20.

[0041] Since the passenger compartment 10 generally passes through the detection zone 20 at a constant speed, it would suffice to use this constant speed to determine the speed V of the passenger compartment 10, and therefore the maximum time. Nevertheless, to obtain better accuracy, it is preferable to calculate the actual speed of the passenger compartment 10. For this purpose, the control unit can advantageously receive information representing the position of the passenger compartment 10 in real time, for example, thanks to an incremental encoder on the rail 15 or other known means. Thanks to this information, the control unit is always aware of the actual speed V of the passenger compartment 10 as it passes through the control zone 20, and therefore can estimate the actual gap 16 between the two doors 11 and 12 from the measured time T between the two signals S1 and S2, thereby confirming whether the actual gap 16 is less than a predetermined opening threshold S, and thus confirming that the doors 11 and 12 are correctly positioned.

[0042] Furthermore, as described in the first embodiment, entry into and exit of the passenger compartment 10 from the control zone 20 may be communicated to the control unit via any known detection means. This allows the control unit to determine when to monitor for the reception of both signals S1 and S2.

[0043] Therefore, thanks to the present invention, the components of the monitoring system installed in each cabin are very limited, as it includes only targets on each door and does not include any cabin-mounted electronic equipment without any specific mechanical means on the ground. Furthermore, the targets are preferentially passive, which also avoids the need for a power supply. Thus, in both embodiments, the present invention is very economical, easy to implement, and requires no maintenance. In particular, this monitoring system does not require any communication or electrical connection between individual cabins and control units in the station.

[0044] Naturally, the present invention is described as an example in the foregoing. Those skilled in the art will understand that various alternative embodiments of the present invention can be implemented without departing from the scope of the present invention.

Claims

Claim 1 A system for monitoring the position of the doors of a moving passenger compartment in a cable transport system, wherein the passenger compartment (10) comprises two doors (11, 12), the monitoring system comprises an electronic control unit, the monitoring system comprises detection targets (13, 14) on each door (11, 12), and fixed detection devices (23, 24, 28) of the proximity detector type, having an operating field and emitting a detection signal when a target passes through the operating field, the detection devices being connected to the electronic control unit and positioned such that they can emit a detection signal when the passenger compartment (10) passes through a control zone (20), the electronic control unit determining that the two doors (11, 12) of the passenger compartment (10) are correctly positioned when it is determined from the received detected signals that the gap (16) between the two doors (11, 12) is smaller than a predetermined opening threshold. Monitoring system, characterized in that. Claim 2 The detection device comprises two fixed sensors (23, 24), and when the electronic control unit receives detection signals simultaneously from both sensors (23, 24) while the passenger compartment (10) passes through the control zone (20), the electronic control unit determines that both doors (11, 12) of the passenger compartment (10) are in the correct position. The monitoring system according to claim 1, characterized in that. Claim 3 The detection device comprises a single fixed sensor (28), and when the electronic control unit receives a first detection signal from the sensor (28) and then receives a second detection signal after a time less than a maximum time, the electronic control unit determines that the gap (16) is less than the predetermined opening threshold. The monitoring system according to claim 1, characterized in that. Claim 4 The monitoring system according to claim 3, characterized in that the electronic control unit monitors the position of the passenger compartment (10) in the control zone (20) in order to determine the maximum time. Claim 5 When the electronic control unit determines that the positioning of the two doors (11, 12) is insufficient when the passenger compartment (10) passes through the control zone (20), the electronic control unit is characterized by transmitting a door opening failure of the doors (11, 12) of the passenger compartment (10). The monitoring system according to any one of claims 1 to 4.

6. The monitoring system according to claim 5, wherein the electronic control unit issues a command to stop the passenger compartment in the case of a door opening failure of the doors (11, 12).

7. The monitoring system according to any one of claims 1 to 4, wherein the targets (13, 14) are passive and do not require a power source.

8. The monitoring system according to any one of claims 1 to 4, wherein the targets (13, 14) are magnetic targets and the sensors (23, 24) are magnetic proximity detectors.

9. The monitoring system according to any one of claims 1 to 4, wherein the target is a metal target and the sensor is an inductive proximity detector.

10. The monitoring system according to any one of claims 1 to 4, wherein the target is a reflective target and the sensor is a photodetector.

11. The monitoring system according to any one of claims 1 to 4, wherein the doors (11, 12) of the passenger compartment (10) are sliding doors.

12. The monitoring system according to any one of claims 1 to 4, wherein the doors (11, 12) of the passenger compartment (10) are revolving doors.

13. A cable car type overhead cable transport system comprising a plurality of passenger compartments (10), wherein the transport system comprises a system for monitoring the positions of the doors (11, 12) of the passenger compartments (10) of the system according to any one of claims 1 to 4. A cable car type overhead cable transport system.

Images