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Publication numberUS3575604 A
Publication typeGrant
Publication dateApr 20, 1971
Filing dateSep 17, 1969
Priority dateSep 17, 1969
Publication numberUS 3575604 A, US 3575604A, US-A-3575604, US3575604 A, US3575604A
InventorsJoseph H Smith
Original AssigneeGen Signal Corp
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Motion control on doors of rapid transit cars
US 3575604 A
Abstract  available in
Images(2)
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Claims  available in
Description  (OCR text may contain errors)

United States Patent Inventor Joseph H. Smith [56] R ference Cited A I N 5322 UNITED STATES PATENTS f Sept 1969 2,167,675 8/1939 Palmer 180/111 971 3,074,502 1/1963 Deibe1eta1.... 180/112 Patented 3 289 782 12/1966 P 180/112X v A gn Corporation l'lCe 1 Rochester, NY. Primary Examiner-Robert K. Schaefer Assistant Examiner-H. J. Hohauser Attorney-Harold S. Wynn ABSTRACT: A vehicle door control system is provided for a rapid transit car. The door is actuated by a drive means in ON DOORS OF RAPID response to commands issued by a designating means. The 6 Cl 2 D motion of the vehicle is regulated by a power controller. The aims wmg improved system includes vehicle function means for US. Cl 307/9, monitoring the various operational parameters of the vehicle 180/ 1 l2 and checking means responsive to the vehicle function means, Int. Cl H02j 1/00 the designating means and the power controller. The check Field of Search 180/ 103, means determines that the door of the car can be safely 105,107,111,l12,113;307/9,10 opened.

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BACKGROUND OF THE INVENTION This invention relates to power-operated door mechanisms and particularly to a control system for the operation of doors on rapid transit vehicles.

Prior art door controls operated by the conductor-on a rapid transit car have a number of problems in tenns of safety of operation. One is the possibility of a door opening while the train is moving. If the door switch is actuated to an OPEN position at any time, the doors will open regardless of the fact that the train may be moving. If the train is speeding through a tunnel between stations, an actuation of the door control would open the doors immediately. With a passenger car filled to capacity, as occurs during rush hours, the result would be catastrophic. In present day systems, this is somewhat alleviated by automatic drive motor cutoff and emergency brake actuation or in some systems, by service brake actuation, when a premature door opening is detected.- It takes, however, a substantial amount of time for a speeding train to stop and the protection of the passengers is not adequate.

Another situation of potential danger involves the loading and unloading of passengers. If the brakes of the'c'ar are suddenly released, there is a possibility of the car rolling, while people are trying to get on or off. One may easily picture a passenger slipping and possibly being seriously injured under I such circumstances.

In order to avoid the above situations, brake pressure detectors may be utilized. However, even assuming the cars are equipped with apparatus for detecting speed and an acceptable brake pressure level, still another dangerous situation might occur under the following conditions:

A train leaves one station and is traveling to the next stop. The speed detector senses that the car is moving and through its circuitry, the doors are inhibited from opening. The brake pressure detector senses that the brakes are not engaged, and through another set of circuits prevents door opening. Even if the door control were switched to OPEN, two safety devices would prevent door opening, while the train is moving. However, there is another factor of which account has not yet been taken. Should the train be stopped between stations with the door control switched to OPEN, the doors will open when the required conditions are satisfied, i.e,., the car is stopped and the brakes are applied. Passengers who might be leaning or pressed against the doors would thus be subject to obvious hazard.

There is another possiblity for danger. The brakes may be on at the proper pressure, the door OPEN command initiated at the proper time, andthe train stopped, but the drive motors may still be receiving power, which means that power cutoff to the motors has failed to occur and the wheels are straining against the brakes. Here, there is presented a danger of premature release of the brakes and in the time it takes for the doors to close, serious injury could occur.

The present invention overcomes the aforementioned problems and provides a safe and reliable door control system.

It is therefore a purpose of this invention to provide an improved safe control system for power-operated rapid transit car doors. I

It is another purpose of this invention to include various monitoring devices for detecting the operational parameters of the transit car.

It is another purpose of this invention to check the monitored information against predetennined conditions incorporated into the system.

It is another purpose of the invention to cause an automatic door closure upon the occurrence of an unsafe condition.

SUMMARY OF THE INVENTION I A vehicle control system for use in rapid transit cars has been provided wherein a drive means actuates the doors in response to commands from a designating means and a power controller is used for regulating the motion of the car. The improvement includes a car function means for monitoring various operational parameters of the car. A checking means is provided which is responsive to the car function means, the power controller and the designating means for determining conditions necessary .for safe opening of the door. A driving means operates the doors in accordance with the OPEN and CLOSE signals.

. BRIEF DESCRIPTION OF DRAWINGS For a better understandingof the present invention-together with other and further objects thereof, reference is had to the following description taken in connection with the accompanying drawings.

FIG. I is a blockdiagram showing the control system of the present invention.

FIG. 2 is a schematic diagram of the preferred embodiment of the present invention.

DESCRIPTION OF THE PREFERRED EMBODIMENT Door 10 and driving means 11 are standard devices installed in rapid transit cars and are the subject matter to be controlled in accordance with the invention. Car function monitor 13 Car function means 13 includes a speed detector 15 which transmits a signal to switch means 14 when a car speed of less than a predetennined value is detected. Brake pressure detector I7 determines when the brakes of the car are engaged and a signal to switch means 14 is produced when a specified value of pressure is detected. Door switch position detector 22 transmits a signal to switch means I4 when the door switch position detector 22 is in a neutral position.

Included in the apparatus of this invention is a power controller 20 which regulates the motive power of the transit car, and door switch 22 which designates commands to the drive means 11 for opening and closing the doors 10 in the left and right sides of the car.

Checking means 12 includes first check 16 which is responsive to speed detector 15, brake air-line detector 17, and power controller 20. In addition, second check 21 included in checking means 12, is responsive to door switch 22, brake pressuredetector l7, and speed detector 15, and inhibits a door opening if the door switch 22 is at other than the neutral position when the train is moving. In order for drive means 11 to operate door 10, all of the devices included in checking means 12 as well as all of the devices in car function means 13 must be energized, the failure or disagreement of any of the devices in car function means 13 will cause a signal to be transmitted to drive means 11 which demands the door-closed condition.

The operation of the mechanisms by which these devices interact is shown schematically with reference to FIG. 2. The system is shown functioning correctly with the doors opened on the left side of the car.

Door switch 22 operates left-right relay 31 from positive energy through either contact L or R which indicates respectively whethera left or right door opening is desired, while contact CL is the CLOSED or neutral tap. As seen, door switch 22 energizes either wire LD or RD for opening the doors 10. Any negative current placed on either wire LD or RD will cause the doors 10 to close, and as is shown, further in the discussion, the systems safety is keyed to this fact. When left-right relay- 3! is energized, contacts 33 and 35 controlled by this relay partially complete a circuit along wires LD and RD respectively. Speed detector 15 responsive to speed sensor 20 in car function means 13 operates relay 37 when a predetermined speed range is achieved. This relay 37 is energized only when speed sensor 20 in combination with detector 15 sensesa speed of less than a predetermined value preferably in the order of 3 miles per hour. Contacts 40 and 42 provide a signal path for opening the doors 10 when relay 37 is energized/Brake pressure switch 21 operates brake pressure detector 17. Switch '21 is closed when brake pressure is applied to a minimum allowable pressure in the order of 35 psi. Relay 16 incorporated in brake pressure detector 17 controls contacts '4449, with the contacts 48 and 46 providing a signal path for opening doors 10.

Relay 50 is used as part of the first check 16 to check the integrity of brake pressure detector 17, speed detector 15, and power mode information is also used in this first checking operation. Motor 23 drives the transit car through axle 24. Controller 20 regulates the power transmitted to motor 23. The motorman operates the controller 20 using control lever 25. The legends All and C/B associated with wires 51 and 52 respectively stand for wires that are tapped off power lowvoltage leads in the transit car controller 20 and indicate an all-power or acceleration mode (NP), and a coast-and-brake or deceleration mode (CIB) respectively. Wire A]? energizes relay 50 through contacts 38, 44 and its own front contact 53 and wire C/B energizes relay 50 along wire 52 also through the front contact 53. The relay 50 is provided with a slow release feature by the addition of capacitor 54 and resistor 55 forming a timing circuit for the relay.

As shown, the transit car is stopped. [f the doors are closed by switching contact 30 to the CL position, and power is delivered to the transit car, the motor 23 should begin to start up and accelerate the car, the slow release feature is built into relay 50 in order that the train accelerate past the threshold of the speed detector 15, Le, 3 miles per hour, within approximately seconds after startup. Under these conditions, when the all-power signal is transmitted along wire 51, the coast and braking signal along wire 52 is disconnected, momentarily deenergizing relay 50. 1f the car accelerates properly, then within 5 seconds of startup, a threshold speed of 3 miles per hour should be achieved. When the threshold speed is detected, relay 37 controlled by speed detector 15 is.

deenergized, closing contact 38. Contact 44 is dropped by Y deenergization of relay 16 when brake pressure switch 21 is released. With contacts 38 and 44 closed, relay 50 remains in an energized condition along wire All through front contact 53 even after wire C/B is deenergized. If, however, either of the contacts 38 or 44 do not close within the 5 second period, then relay 50 drops automatically maintaining the doors closed. The doors 10 will not reopen again until relay 50 is energized by depressing reset button 60.

The combination using powder mode shift, brake pressure and speed detection provide for a reliable method of assuming that the train has stopped before the doors are open. If the motor power is off, the brakes are activated at a pressure of 35 p.s.i. and a speed of less than 3 miles per hour is detected, then the train will stop within a few seconds. This has been discovered by testing for optimum characteristics of car speed and brake pressure.

Relay 61 is a second part of the check means 12. Under stopped conditions, relay 61 receives energy from positive energy through contacts 39, 45 and its own front contact 62 tonegative energy. Under running conditions, relay 61 is energized along an alternate path directly to the relay coil through switch 32. That is, when a speed of less than 3 miles per hour is achieved, detector energizes relay 37 closing contact 39. 1f minimum brake pressure is applied, brake pressure detector 17 energizes relay 16 closing contact 45. The relay 61 is initially energized from positive energy through switch contact 32. Capacitor 67 and resistor 68 form a slow release circuit which keeps relay 61 energized for the period of time it takes for contact 32 to open and for contacts 39 and 45 to close for sticking relay 61 through front contact 62. This relay was incorporated into the invention for assuring as explained previously, that in the event that switch 30 is shifted to either the L or R contacts, while the train is moving,

I relay 61 will drop opening contacts 62, 63 and6 5. While the train is running, contacts 45. and 39 are open because their respective relays are deenergized. Under these conditions, the stick circuit formed by contacts 39, 45 and front contact 62 of relay 61 is opened. If contact 30 is switched to either the L or R position while the train is running, relay 31 energizes, opening contact 32 which deenergizes relay 61. With relay 61 deenergized, contacts 63 and 65 open while contact 64 and 66 close. Under these conditions negative energy is delivered along wire 70 through contacts 66 and 64 to driving means 11 maintaining the doors 10 closed. The timing circuit of relay 61, consisting of resistor 68 and capacitor 67, allows for a lag in switching time such that the checking circuit is not too sensitive.

The dropping or deenergization of any of the relays 61, 50, 16, 37, 31 causes their respective front contacts 63, 65; 56, 58; 46, 48; 40, 42; 33, 35; to open and their back contacts 64 66; 57, 59; 47, 49; 41, 43; 34, 36 to close these contacts from the switch means 14 and the closing of any one of these back contacts maintains doors 10 closed because of the negative energy applied on driving means 11 through wire 70. In order for the doors 10 to open, positive energy must be applied to driving means 11 and this can be achieved only when all of the above-mentioned front contacts are closed.

A description follows showing the interaction of the various components of the system with particular emphasis directed to some of the dangerous situations obviated by the invention.

FIG. 2 shows the specific circuitry involved and as previously stated, the system is shown with the left door 10 open, the car stopped, brakes applied, power to the motors 23 cut off the door switch relay 31 energized. Upon these conditions, the system is operating in such a way that switch means 14 senses correspondence between the car function means 13 and the check means 12. When it is desired that the train get under way, the conductor closes the doors by operating switch 30 to the CL position deenergizing left-right relay 31 closing contacts 34 and 36 and opening contacts 33 and 35. Negative energy from wire 70 is then conducted to drive means 11 for closing the left doors 10, through switches 34, 40, 46, 56 and 63.

When the doors 10 are closed, an indication is sent to the motorman by any conventional means and he disengages the brakes and energizes the motors 23 of the car. When the car starts up, the C/P wire indicating a deceleration mode of operation is deenergized because the controller 20 is switched to an acceleration mode and wire A/P is energized. Immediately upon release of the brakes, relay 16 is deenergized because pressure switch 21 is deactivated open circuiting contact 69 causing an energizing of relay 16. With relay 16 energized, one of the alternate energy paths to relay 50 is partially completed. The relay 50 is provided with a slow release feature by adding resistor 55 and capacitor 54. This permits the car to accelerate past the speed necessary to deenergize relay 37 controlled by speed detector 15. With relay 37 deenergized, contact 38 closes completing the circuit to relay 50 and maintaining it.

Relay 50 is used for multiplicity of functions. Unless the brakes of the car are released properly, and the speed of the car is detected to the above 3 miles per hour within 5 seconds of startup, relay 50 becomes deenergized. The doors 10 cannot open unless the relay 50 is energized. Deenergization of relay 50 opens contacts 56, 58 and 53 and closes contacts 57 and 59, the latter two delivering negative energy to drive means 11 for maintaining the doors 10 closed. Power mode detection is provided by wires All and C/B for energizing relay 50. The brake pressure detector 17 and speed detector 15 operate through contacts44 and 38 respectively. Unless either of the wires A/P or C/B is energized, relay 50 is deenergized, which prevents a door opening. In addition, if the power mode is switched to AIP, then contacts 44 and 38 must close for maintaining relay 50. This checks the power mode and also that the brakes are disengaged upon startup and that the speed detector 15 is detecting a speed of greater than 3 miles per hour within 5 seconds of startup. The relay 50 acts as a check on many aspects of the devices in the car function means 13 acting together.

Door switch check 21 is provided to prevent a premature door opening if the door switch 30 is activated before the train stops. lf switch 30 is moved to the L or R position while the train is moving, the doors wont open, because speed detector and brake pressure detector 17 have, through their relays 37 and 16, operated their respective back contacts 41, 43 and 47, 49 closed, so that the doors are receiving negative energy. In addition, whenever door switch 30 is at other than the CL position when the train is moving, relay 61 is deenergized by the opening of contact 32. An alternate path for energization of relay 61 follows from positive energy, through contacts 39, 45 and front contact 62 of relay 61. The train must be traveling below the threshold speed so that contact 39 is closed, and the brakes must be activated so that contact 45 is closed. Front contact 62 must also be closed before the stick circuit can operate to maintain relay 61 energized. If the door switch 30 is operated prematurely, i.e., before the train stops, then relay 61 drops out opening contacts 62, 63 and 65 and closing back contacts 64 and 66, maintaining negative energy on the drive means 11 through contacts 66 and 64. In addition, contact 62 is open and relay 61 cannot be energized until contact 62 is reset by operating door switch 30, to the CL position deenergizing relay 31, closing contact 32 so that relay 61 picks up. A conscious act on the part of the conductor is necessary before the doors can open under these circumstances.

It can be seen that the car function means 13 incorporates various detection devices which are responsive to the mode of operation of the operation parameters of the car. These devices produce signals indicative of the mode of operation of the car manifested by the switching of various contacts associated with each device. These signals are sensed by the checking means 12 which produces check signals manifested by additional contacts being operated. The contacts operated by the check means 12 and car function means 13 are contained in the switch means 14, and if they correspond, then the switch means 14 generates an OPEN signal for transmission to drive means 11 for operating the doors to an open position. This OPEN signal is in the form of positive energy. If the signals of the car function means 13 and the check means 12 are out of correspondence, the doors 10 remain closed because the agreement detector has delivered a CLOSE signal to the drive means 11 in the form of negative energy which will cause the drive means to close the doors or if already in that condition will hold the doors closed.

The system shown provides for safe door control wherein the occurrence of any one of a particular set of circumstances will cause automatic closing of the doors or maintenance in the closed position depending on the situation. In addition to what has been said, if it were required to open the car doors 10 under circumstances which ordinarily would indicated that the doors should be closed, then any suitable type of switch network may be employed to bypass the system. 5 While there has been shown what is at present considered to be the preferred embodiment of the invention, it will be obvious to those skilled in the art that various changes and modifications may be made therein, without departing from the true spirit and scope of the invention.

lclaim:

l. A vehicle door control system on a rapid transit car, the doors actuated by a drive means in response to commands provided by open and close designating means, and the car operatively controlled by a power controller wherein the improved door control system mounted on the car comprises:

vehicle function means for monitoring operational parameters of the car; and

check means governing said drive means for determining that the doors of the car can safely be opened including: first check means responsive to the car function means and the power controller; and second check means responsive to the car function means and the designating means, each producing enabling signals for conduction to the drive means under safe conditions.

2. The control system of claim 1 wherein the car function monitoring means comprises:

a brake pressure detector means for manifesting when the brakes of the car are applied to a predetermined pressure threshold; and

a speed detector means for manifesting when the car achieves a predetermined range of speed.

3. The improved control system of claim 2 wherein the speed detector comprises:

speed sensor means for producing signals proportional to the velocity of the car; and

switching means responsive to the speed sensor signals activated when the car achieves a predetermined range of speed.

4. The vehicle door control system according to claim 2 wherein the checking means checks the operability of the brake pressure detector means and the speed detector means by maintaining a stick circuit energized of a check relay.

5. The vehicle door control system according to claim 4 wherein the checking means also checks the operability of the power controller.

6. The vehicle door control system according to claim 1 wherein means is provided for rendering operation of the doors to open positions only provided that the designating means is actuated after the car function means has determined that the car has substantially come to a stop.

Patent Citations
Cited PatentFiling datePublication dateApplicantTitle
US2167675 *May 9, 1938Aug 1, 1939Palmer JosephMotor vehicle door lock
US3074502 *Aug 27, 1958Jan 22, 1963Trico Products CorpDoor locking system for motor vehicles
US3289782 *Apr 22, 1966Dec 6, 1966Hollas K PriceSafety automobile door locking device
Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US4041470 *Jan 16, 1976Aug 9, 1977Industrial Solid State Controls, Inc.Fault monitoring and reporting system for trains
US4200167 *Dec 11, 1978Apr 29, 1980Cockman Euliss C JrSafety interlock system for a school bus door or the like
US4229663 *Jan 11, 1979Oct 21, 1980General Signal CorporationApparatus for sensing vehicular mechanical motion
US4546845 *Nov 15, 1982Oct 15, 1985Wabco Fahrzeugbremsen GmbhElectropneumatic door control
US4679508 *Feb 21, 1986Jul 14, 1987Westinghouse Electric Corp.Transit vehicle door control apparatus
US4700982 *Apr 25, 1986Oct 20, 1987Mazda Motor CorporationOpen-top vehicle having a power operated roof structure
US4949804 *Jan 18, 1989Aug 21, 1990Kiekert Gmbh & Co. KommanditgesellschaftProtective control system for power door latch
US4981084 *Apr 5, 1989Jan 1, 1991Morrison-Knudsen Company, Inc.Transit car door system and operation
US5119739 *Nov 19, 1990Jun 9, 1992Morrison-Knudsen Company, Inc.Transit car door system and operation
US5134350 *Apr 19, 1991Jul 28, 1992Mahoney John CDoor controller for mass transit vehicles
US5736923 *Jul 11, 1995Apr 7, 1998Union Switch & Signal Inc.Apparatus and method for sensing motionlessness in a vehicle
US6341563 *Jun 11, 1998Jan 29, 2002Sensotech Ltd.Door opening control apparatus
US8042773 *Jul 31, 2006Oct 25, 2011Knorr-Bremse Gesellschaft Mit Beschrankter HaftungMethod and device for deactivating defective doors
WO1990012186A1 *Apr 5, 1990Oct 6, 1990Morrison Knudsen CoTransit car door system and operation
Classifications
U.S. Classification307/9.1, 180/281, 246/187.00B, 105/341
International ClassificationE05F15/00
Cooperative ClassificationE05Y2900/51, E05F15/0013
European ClassificationE05F15/00B2