CA1133613A - Door control for train vehicles - Google Patents
Door control for train vehiclesInfo
- Publication number
- CA1133613A CA1133613A CA315,161A CA315161A CA1133613A CA 1133613 A CA1133613 A CA 1133613A CA 315161 A CA315161 A CA 315161A CA 1133613 A CA1133613 A CA 1133613A
- Authority
- CA
- Canada
- Prior art keywords
- door
- signal
- train
- doors
- open
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
- B61L3/16—Continuous control along the route
- B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
- B61L3/227—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using electromagnetic radiation
Abstract
ABSTRACT OF THE DISCLOSURE
A passenger vehicle door control apparatus and method, including programmed computer control apparatus responsive to open door code signals from the wayside in addition to a zero speed signal to indicate that the train of vehicles has stopped within a passenger station are operative to open the doors of all vehicles at the correct time on the correct side of the train when the train is within the station and traveling at less than a predetermined zero speed.
A passenger vehicle door control apparatus and method, including programmed computer control apparatus responsive to open door code signals from the wayside in addition to a zero speed signal to indicate that the train of vehicles has stopped within a passenger station are operative to open the doors of all vehicles at the correct time on the correct side of the train when the train is within the station and traveling at less than a predetermined zero speed.
Description
~l ~36i 3 47,925 DOOR CONTROL FOR TRAIN VEHICLES
CROSS REFERENCE TO RELATED PATEMTS AND APPLICATIONS
The present application is related to the following patents and patent applications which are assigned to the same assignee as the present application;
1. Canadian Patent No. 1,110,738, issued October 13, 1981 by L. W. Anderson and A. P. Sahasrabudhe and entitled 'tSpeed Maintaining Control Of Train Vehicles";
CROSS REFERENCE TO RELATED PATEMTS AND APPLICATIONS
The present application is related to the following patents and patent applications which are assigned to the same assignee as the present application;
1. Canadian Patent No. 1,110,738, issued October 13, 1981 by L. W. Anderson and A. P. Sahasrabudhe and entitled 'tSpeed Maintaining Control Of Train Vehicles";
2. U.S. Patent No. 4,208,717, issued June 17, 1980 by D. L. Rush and entitled "Program Stop Control of Train Vehicles";
3. Canadlan Patent No. 1,110,737, issued October 13, 1981 by D. L. Rush, L. W, Anderson and M. P. McDonaid and entitled "Speed Decoding And Speed Error Determining Control Apparatus And Method";
4. Canadian Serial No. 315,155, which was filed on October 31, 1978 by L. W. Anderson and M. P. McDonald and entitled "Train Vehicle Control Microprocessor Power Reset";
and
and
5. Canadian Serial No. 315,~37, which was filed on October 31, 1978 by D. L. Rush and A. P. Sahasrabudhe and entitled "Desired Velocity Control For Passenger Vehicles".
BACKGROUND OF THE INVENTION
The present invention relates to the automatic control of passenger vehicles, such as mass transit vehicles or the like, and including speed control and speed mainten-~' - ~ 336~3 47,925 ~2--ance while moving along a track, precise stopping of the vehicles in relation to passenger loading and unloading stations and the operation of the vehicle doors.
In an article entitled The BARTD Train Control 5ystem published in Railway Signaling and Communications for December 1967 at pages 18 to 23, the train control system for the San Francisco Bay Area Rapid Transit District is descrlbed. Other articles relating to the same train con-trol system were published in the IEEE Transactions On Communication Technology for June 1968 at pages 3S9 to 374, in Railway Signaling and Communications for July 1969 at pages 27 to 38, in the Westinghouse Engineer for March 1970 at pages 51 to 54, in the Westinghouse Engineer for July 1972 at pages 98 to 103, and in the Westinghouse Engineer for September 1972 at pages 145 to 151. A general descrip-tion o~ the train control system to be provided for the East-West line of the Sao Paulo Brazil Metro is provided in an article published in IAS 1977 Annual of the IEEE Industry Applications Society at pages 1105 to 1109. It is known in the prior art to provide a coded control signal and to detect that coded control signal for controlling a relay driver, such as a door control relay driver, such as dis-closed in U.S. Patent No. 3,775,750 of D. H. Woods.
A general description of the microprocessors andthe related peripheral devices is provided in the Intel 8080 Microcomputer Systems Users Manual currently available from Intel Corp., Santa Clara~ California 95051.
SUMMARY OF THE INVENTION
An improved passenger vehicle door control apparatus and method are provided for response to open door code .
47,925 signals from a passenger station where it is desired that the train of vehicles will stop to load and unload passen-gers. The vehlcle doors open only if door code signals are received at the front and at the rear of the train, and the program computer control apparatus recognizes valid door control signals to provlde a dynamic enable signal. In addition, a zero speed signal is required to indicate the train is stopped.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is a schematic showing o~ the passenger vehicle control system including the present door control routine;
Figure 2 illustrates the vehicle door control system of the present invention in relation to the train operatlon information supplied to that system for a given passenger vehicle;
Figures 3A and~3B functionally illustrate the input door code data routine and the door open code check routine;
Figure 4 functionally illustrates the door open control routine; ~
Figure 5 shows the door code word storage in memory shift register locations and related information in data storage address locations, Figure 6 schematically shows the hardware door control module operative in the vehicle door control system of Figure 2;
Figure 7 shows in greater detail the door control module of Figure 6; and Figure 8 illustrates various vehicle arrangements 133613 47,925 in a typical train.
DESCRIPTION OF A PREFERRED EMBODIMENT
In Figure 1 there i8 shown the central control computer system 100 having an interface with the vehicle doors in the form of display lights on an operator's panel which lndicate that the vehicle doors are open or not. The station ATO/ATP equipment 102 is provided in each of the passengers' stations as shown. The door control program 104 wlthln the microcomputer O~U 1 interfaces when the station requests that the vehicle~doors be opened and the station ATO/ATP equipment will reoelve a signal back from the train vehicle when the doors are open. The antennas 106 are provided in ea~h station and these are the ID receiving and transmittlng antennas with one being in each station and wlth the length of the antenna being substantially the same length as the station to make sure that the train is wlthln the station before the doors are allowed to open. The vehlcle 108 includes the ID receiver and ID transmitter antennas, with each pair of cars having four recelving antennas in the arrangement of one at each corner of the pair of vehicles; two antepnas are on the front and two on the rear and when the vehlcles are coupled together to make up a train, the other an~ennas are cut off and not used except for the front and the back antennas. There are two ID transmitters with one being provided for each slde of the train. The ID receiver module 110 is in the ATO rack on the car, and the signals picked up from the antennas go into this module where they are level detected and so forth.
There are five signals shown to the left of the ID réceiver module that are sent from this module into the computer 112 , .
, - 11336~3 47,925 through the I/0 modules 114. These five signals include the A left receiver data, the A right receiver data, the B left receiver data, the B right receiver data, and the 18 Hz clock. Each time an interrupt is provided by the clock the inputs from all four antennas are read. Each computer CPU 1 and CPU 2 has two of the I/0 modules as prevlously described and the signals that are listed coming into the I/0 modules 114 are the signals used by the door control program 104.
They are the five signals that come from the ID receiver module and the additional signals listed on each side of the page. The first eight signals shown to the right of the I/0 modules 114 are slgnals from the master controller itself such as an A head car or;a~B head car, an A tail or a B tail and the operation is AT0 or MCS, the next two show that the vehicle is in roll back ;and the tachometer 4A signal to indicate the speed of the train. The rollback signal is used to keep the doors ~rom opening and the tachometer - -signal is used to start opening the doors when the train is slowed down below about 4 ~PH, so all the door open control circuitry will be ready~when a zero speed is detected for the doors to aotually open. The tail data from the right and le~t side of the train indicates when a signal coming from the rear of the train to establish that the tall-end of the train is within the station. The zero speed signal ls used to allow the doors to open, the doors closed signal indicates that all the doors are closed.
The zero speed signal is from the vital lnterlock module and is a vital zero speed signal with the tachometers belng lnvolved here, but not directly. This is a hardware 3o zero speed slgnal. The microcomputer block 112 lncludes the 1336~3 47,925 door control routine 104 of the present disclosure, and the other illustrated programs 116, 118, 120 and 12Z are each described in greater detail in one of the above cross-referenced related patent applications~
The door control program 104 has two outputs with one output 124 being to open the doors on the left side of the train and the other output 126 being to open the doors on the right side of the train. Each of these slgnals 124 and 126 is dynamlc and goes to the door module shown in Figure 6 where it is handled vitally and controls the opening of the doors. When a train of several vehicles is running down the track ànd comes into a passenger station and stops, the purpose of the door control routine 104 is to open the doors o~ all vehlcles at the correct tlme on the correct side and then only if the train ls within the sta-tion and traveling at less than a predetermined speed. The vehicle antennas sense the door open signal that is sent out from the station and the wayside to the train. If this signal is received on the left side of the train, the door control should open the right side doors because the station door open signal is transmitted from the opposite side of the track in relation to the passenger platform since it is easier to lay the door control antenna on the opposite side of the track where there is no platform. When the train comes into the station if the platform is on the left side of the track, the door control should open the left doors;
and lf the platform is on the right side o~ the track, the door control should open the right doors, and if there are platforms on both sides of the track, the door control should open the doors on both sides together or in sequence 1~33613 47,925 as may be desired. From the traln back to the station, as soon as the doors are open there ls sent a signal over the ID transmitter which says the doors on the train are opened, and this happens only if both the front end and the rear end of the train are in the station. The here disclosed door control system actually decodes both the door open signal received at the tail of the train and the door open signal received at the head of the train to be certain that both proper door code signals are received.
The prior art door control system made a check to determine that there was dynamic data being received and on occasion some signal in~ormation other than a legitimate door open signalimlght cause a train vehicle's door to open, whenever any one antenna on the vehicle received a dynamic signal that appeared to be a door control slgnal. The present door control system is more reliable since it de-codes and makes sure that the received signal is a door code before the vehicle doors are allowed to open. The prior art door control decoded the received door control signal at the front end of the train and looked for a dynamic signal at the rear. The present door control program 104 decodes a received door control signal at each of the front and the back of the train and compares them and in addition, deter-mines that both front and back door control signals are requesting the doors be opened on the same side of the train. For example~ the front door open signal if it is to open the left doors and the rear door open slgnal if it is to open the rlght doors, the present control syStem will not allow the doors on either side of the train to open. The 3o door control program 104 requires receiving sixteen door 1~336~3 47~925 code bits in the right sequence before the doors are opened, and there is no combination of ID's or other related signals that will glve that long of what appears to be a door code slgnal.
In Figure 2 there is shown a block diagram of the present passenger vehicle door control system. The ID
system 200 is well known in the prior art and a suitable example of such a system has been operating for over two years in Sao Paulo, Brazil and is described in the above-referenced September 1972 article in the Westinghouse Engin-eer. Input signals to the ID system 200 come from the wayslde antennas and station ATO 202, and are the open left doors signal 204 and the open right doors signal 206. An output signal 208 from the ID system to the antennas and statlon ATO 202 ls the ID number of the traln, and that number tells the station ~hat the train number is. Coming out from the bottom of the ID system 200 are the flve sig-nals from the ID system shown in Figure 1 coming out of the ID receiver module 110. They are the four data bits from the four receivers and the 18 Hz interrupt. These five signals go into the vehicle door control system 210. Two signals come out of the vehicle door control system, namely the open left door signal 212 and the open right door ælgnal 214 and go to the vehicle door propulsion and brake control equipment 216. A thlrd aignal 218 is sent to the statlon to indicate that the doors are open. The open left door signal 212 and the open right do~r signal 214 are output from the hardware door module board shown in Figure 6. The door propulsion and brake control equlpment 216 on the car pro-3o vides an output signal 220 to the vehicle motors, brakes and - .
~133613 47,~25 _g_ doors 222. The tachometers 224 and 226 are coupled to the vehicle and output actual speed signals to the other car-carrled equipment 228, whlch is essentially the rest of the control apparatus other than the vehlcle door and the ID
system. The other car-carrled equipment 228 supplies tacho-meter inputs 230 to the vehicle door control system 210 and in addition, the tail data left signal, the tail data right signal, the AT0 mode of operation, the A head, and the A
tail signal, and the B head and the B tail signal. The output signal 212 and 214 are vital control signals to rY control opening the left doors~opening the right doors and the door open indication signal to the station 202.
The vehicle door control system ~10 shown in Figure 2 ls provlded to control the doors on each car of the train. The train has two antennas on each end with one antenna on each of the left, front and back of the traln and one antenna on each of the rlght, front and back of the traln. Door open slgnal information ls received ad~acent to each station from these antennas at all times and this signal information ls input lnto the software shift regis-;
ters. When the train is running away from a station the door control system ~ust ignores any door signals lt may recelve and does not respond to them. When the tachometers output a zero speed this lndicates the train is stopped in a station, so at this point ln tlme the program starts looking at input door open slgnal lnformatlon to the shift reglsters from the antennas. The only time the doors should open is when the train is stopped so there is no reason to even bother looking at the door signals unless the train is stopped. When the train ls movlng less than 4 KPH, the ~33613 47,~25 vehicle door control system 210 prepares to open the doors, because of the time delays in the relays and other apparatus to begin the doors on the way open. The doors wlll not actually open until the vital zero speed signal is detected, but all the pre-preparation is done to get ready to open the doors at the time the traln actually ætops. With antennas on the front of the train and on the back of the train, when a train pulls into a station and it stops the vehicle door control system requires tpat both the front and the back antennas are recei~ing information or else the train has missed the station, and if the train has missed the station, the doors should not open. The vehicle door control system starts looking as soon as the train stops `and then unless door open signal information is recelved on both the front and the back of the train, the doors are not allowed to open. The controlling computer CPU l is in the ~ront end of the train and lt needs to know what is going on in the rear of the train, so it resp~nds to a tail-end door open signal for this purpose which is brought to the front of the train.
The door open code must be received in the rear of the train, which door open csde is lOlOlO continuously, so the front end computer has to determine that a door open code slgnal is received at both the front end and the tail end of the train. The front end computer, in order to check the door code signal, uses a 54 Hz interrupt such that every 54th of a second an interrupt is provided and a check is made of the data, is it high or low, and records it such that ever~ six times the 54 Hz clock interrupt is provided a good door open signal will change state lf it is lOlO10.
In ~igure 3 at block 300 the 54 Hz lnterrupt is ~3~ 47,~25 received. Block 302 inputs the right tail data. Block 304 compares it with the past value obtained 1/54 second ago, and lf they are the same at block 306, and the present value is the same as the past, thls means that it did not change state and block 308 increments the counter. If they were not the same in block 306, this indicates a change of state and at block 310 the new data is stored to be used on the next cycle as a past value. At block 312 the O.K. flag is set to one and block 314;sets the counter equal to zero. At block 316 a check is made to see if the count is equal to 7.
If the answer is no, the program goes to block 318 to check the left tail data. If the answer is yes at block 316, then block 320 sets the counter to zero because that cbunt should never reach 7 since there are slx cycles of 54 Hz for each cycle of 9 Hz so that count should never reach 7. If it does, some other frequenoy is being received other than the desired signal ~requency and at block 320 the counter is set to zero, and at block 322 the O.K. flag is set to zero to indicate the right doors are not O.K. to open. If the counter reacheæ` 7, the tail end data has not changed at the correct rate so something 1s wrong somewhere and it is not desired to open the dobrs, and zero means do not open the doors. Blocks 318 and 324 through 342 are substantially the same as blocks 302 through 322 for the other side of the train left tail data. Tbe sides of the train operate independently, since the left doors can open, the right doors oan open, and both left and right doors can open i~
desired. A slgnal from the right side of the train opens the left doors and a signal frorn the left slde of the train opens the right doors.
.
:~33613 47,925 In Figure 3A the input door open data is decoded and it is assured to be at a 9 Hz rate because a counter is used to make sure the lnput frequency is correct.
In Figure 5 there are shown the tables stored in RAM memory. These include four six-word shift regls~ers for each of the four door signal ID antennas. Assuming the car has A cars and B cars, thq;top table is the shift register for the B le~t receiver ? the second table is for the B right receiver, the third is for the A left and the fourth is for the A right. In relation to the software shift registers, door code information is,shifted into them continuously every 18th of a second and there is a bit shifted into all four registers whether t,h;e~respective antènna is on or of~
and whether the vehicle is stopped or movlng. The different programs decide when thi~ information should be looked at.
There is a door flag whic,h indicates a door code is in the shlft registers and theidoor O.K. flag which indicates a door code is being rece'ived. The left door counter and the right door counter are shown and the rest of the tables are for the inputs and the outputs. The tail data indicates to the controlling computer in the front of the train that the rear end of the train is,~ln the station receivlng the door code or it is not receivlng the door code.
Figure 4 is a flow chart for the main door control routine. It includes several sections. When going through the door routine there ls a need to know if a door open code is received or not so there is a'subroutine called decode shown in Figure 3B that determines whether there was a door code input into the shi~t registers. At block 350 a check ls made to see if word 5 is equal to word 6 to establish in ~336~3 47,925 relation to the 6 word shift register are the last two words alike and thls requires 8 successive patterns in a row. If they are not the same, at block 352 the door O.K. flag is set to zero to indicate a proper door code is not received.
In block 350 if they were`equal, now it should be determined that the words were a door code which is 101010. The signal could instead be 010101, so a check is made for both possi-bilities. Block 354 checks to see if the input code is equal to a 55 hex, which is 01010101. If the answer was yes at block 354, it is a door code and at block 356 the door O.K. flag ls set equal to 1. At block 354 if it was not a 55 hex, a check is made at block 358 to see if it was equal 101 C?J~ J~
to AA hex? which ~ . If the answer is yes, lt is a door code and at block 356 the door O.K. flag is set equal to 1. If the answer is no at block 360, the door O.K. flag is set equal to zero. This subroutine called by the main door control routine looks at the previous input code trans-missions and comes out with the door O.K. set to zero for a not good door code and set to 1 for a good door code.
When all the input door codes are satisfactory and everything agrees, the train is in the station, is stopped and the proper side is indicated to open the doors, a dyna-mic signal is output which toggles every 18 Hz of a second that comes out to be a 9 Hz square wave, and this goes to the door hardware logic control module which actually opens the door. It is necessary to decide whether to toggle that enable bit or not and due to the fact that noise and other disturbances can affect the door code transmissions for each good door received a counter is set from zero to 18 ln steps of 2. If 9 good door codes are received in a row, the . .
, . - - .
~336~3 47,925 counter gets incremented up to 18 and now lt is permitted to open the doors. If the next bit for some reason came in bad, the doors wlll not close immediately but the counter will count down and the next time a bad signal is recelved it wlll count down again. ~wo such counters are running, one for the left doors and one for the right doors, and they go from zero to 18 and back down to zero. As good codes are received the counter counts up. As soon as the counter hits 18 this starts toggling thé enable bit and continues to toggle that bit until the'~number decreases to zero, which in effect provides a confusion zone type of logic. The next . .
section of the program is'checking the counter to see if good door codes are bein~ received. At biock 400 of Figure 4A a check is made to see`if the left door counter is equal to zero. If the answer is yes, at block 402 the flag ls set to close the left doors~because the counter has gone down to zero. If the countér ~as' not zero at block 400, at block 404 a check is made to see if the count is equal to 18. If the answer is yes, then at block 406 set the flag to open the doors and this is the good door code case. Then at block 408 a check is ma~é of the right counter to see if it is equal to zero. If the answer is yes, then at block 410 set the flag to close the doors. If the answer is no, at block 412 is check is made to see is it equal to 18. If yes, set the flag at block ~ to open the doors and then from both paths go to block 416 which toggles the door enable bit for either one of the two flags that is set. If both of the`se flags are-set, then toggle both left and right door enable bits. For any number between zero and 18 the flag words are not changed since they are only set at the -- -11336i3 47,925 two trigger points, zero and 18. Each time through the program these checks are made to see if the counters are zero or 18, and if not, then toggle the bit. This section of program uses informatlon that has been determined before and toggles the door open enable bits or not. There are four door open sections of the program and they are substan-tially identical except that each one pertains to a differ-ent door code antenna. The first section is for the A car and right side antenna. At~block 420 a check is made to see if the A rlght antenna is receiving the door code, and thls is determined by going through the subroutine shown in Figure 3B. If the answer is no, the rest of the routine is not done and the program cheoks some other a~tenna. If it was a door code at block 420, then at block 421 a check i6 made to see is this car a tail because if it is not the tall car, there is a need for diffèrent information. Assume in block 421 this is not a B tail which says it is not a B car on the rear end of the train.; At block 422 a check is made to see if the right tall information is O.K. This is the slgnal from the tall data routine shown in Figure 3A. If it is not O.K., again thls routine is terminated. In all cases when there is a failure to pass a check the program goes to check the next block. If the tail data was good at block 422 and good data is received, the counter is incremented.
Thls ls the counter previously checked at block 400 and block 424 increments the counter by adding 2 up to a limit of 18. At block 426 the door flag i9 set to 10101010, which i5 the door code and the program goes to check the next antenna. At block 422 if this was a B tail, it means the 3o last car on the train is a ~ car and there is an antenna on 11336~3 47,925 that car to receive the door code. At block 428 a check is made to see if B left is equal to door code. If the answer is no, the routlne ends, and if the answer is yes, it is a good door code so at block 424 increment the counter, set the door flag block 426 and leave. This program section takes one antenna and checks to see for a front antenna, and lf there ls a door slgnal. If the answer is yes, it checks the rear end to see if there is a door slgnal. There are two places to check thls informatlon, one is from a real antenna (2 car train) and the other is in relation to lnfor-mation brought forward upon the train line. A good door code count increments the counter, and a bad count does nothing to the counter. Large block sections I, II, III and IV are functionally the same except each one is Por a dlffer-ent set of antennas and in relatlon to either an A head car or a B head car.
The door control routlne shown in Flgure 4A beglns at block 450, which checks if it is the AT0 mode of opera-tion. If the answer ls no, the door routlne is not done, only some bookkeeplng. If at block 450 this is not the AT0 mode, at block 452 a 9 Hz toggle bit is set to zero because if the operatio~ is not in the AT0 mode, there is no need to toggle this bit. Block 454 sends the zero bit out to the hardware door control module. Block 456 sets the left counter to zero, which is cne of the counters that are counted up and down between zero and 18 in steps of 2.
Block 458 sets the right slde counter to zero. Block 460 sets the door flag to æero and the program goes to block 400, which was described before. If the answer at block 450 was yes, at block 462 a check is made to see if the vehicle 11336i3 47,925 is at zero speed, whlch zero speed here means something close to zero, and this could be up to a predetermined limit such as 4 KPH. If the answer is no, that means the ~ehicle ls moving too fast and the program goes through blocks 452, 454 ànd so forth. If the answer at block 462 is yes, the vehicle is at zero speed and probably stopped at a station, so at block 464 a check is made to see if an A car ls at the tail of a train. The tail car (A or B) checks to see if the rear of the train is receiving a door open code. If it is, the signal is sent to the front of the train at a 9 Hz rate.
Block 464 is looking for an A car in the rear end. If the answer is yes, a$ block 466 a check is made to see if an A
right door open code iB being received. If the answer is no, it is not an A car right door open code, and at block 468 a check is made to seç if lt is an A car left door open code. If the answer is no, that means the rear of the train is not in a station. At block 470 the toggle bit is set to zero and the output is sent at block 472 similar to block 454 and at block 474 the left counter is counted down toward zero. At block 476 the right counter is counted down to-wards zero, the door flag is set in block 478 to zero, which means no door code was found. At block 480 a check is made to see if this is an A head end car. If the answer is yes, the program goes to block 420, which was previously discussed.
If it is not an A head end car, at block 482 a check is made to see if this is a B head end car. If it is a B head end car, at big block II another antenna checking subroutine is followed in the same way that the big block I was previously described. If the answer is no at block 482, the initial-ization procedure is followed again because there can be six - . . , , ~ . ., - . . . :
...
1~336~3 47,g25 car trains and this particular set of equipment could be in a middle car, such that it was not an A head end, not a B
head end, not an A tail and not a B tail, but the program computer control system does not know where it ls ln rela-tion to the rest of the train. It is the A head end or the B head end computer control system that controls the car doors on the whole train. The described program checks in regard to A head end cars, B head end cars, A tall and B
tail cars, since the train direction has to be established in relation to left antennas and right antennas. Any car can be turned around and it can change directions, so the left and right antennas have to be established, and that is the reason for making a lpt of the checks here described.
Golng back todblock 464 lf it is not an A tail, at block 486 C a check is ~ to see if lt is a B tail. If the answer is no, at block 4~8 the toggle bit is set to zero, and block 472 sends lt out and the program goes through the same countdown process as before, since no door code was found.
If it is a B tail at block 490, a check is made if there is a B right door open code~and assuming there is not a B right door open code at block 492 a check is made to see if there is a B left door open code. If it is not, no door code has been found again, and at block 488 the toggle bit is set to zero. In this program there are four passes where a good door code can be found, one for each of the four monltored antennas on the train. From the blocks 466, 468, 490 and 492 the yes case ln any of these would lndlcate a ~ood door signal was received and then block 494 would toggle the 9 Hz bit, and then at block 472 output the toggle blt. The ~t program has to see at least two door slgnals with one for 11336i3 47,925 the front and the other for the back, which signals can be from antennas or can be over the train lines. When a good door code signal pass is made through the program at blocks 474 and 476, the counters are counted down by one, and at block 424 a blg block I and the corresponding block for each of big blocks II, III and IV, the counters are counted up by two. For a bad case, where no good code door signal is received, the counters are decremented toward zero and that is the reason for the different numbers in the program.
Anytime a good door code signal is received a one toggle bit is sent out at blocks 4g4 and 472. Instead of sending out --the door open control signal the program sends toggle blts to the left or right hardware door controI modules, which in . .
turn sense the vital zero speed condition of the train.
In Figure 4B the check made at block 420 of big block I and the corresponding blocks for the big blocks II, III and IV is illustrated to include the block 495 where the right shift register address is loaded, at block 497 the decode program shown in Flgure 3B is called, and at block 499 a check is made of the door O.K. flag.
The hardware apparatus schematically shown in Figure 6 looks for the open left door signal 204 shown in Figure 2, and the open~right door signal 206 coming from the station 202. The antenna on the head-in vehicle o~ the train receives these signals and the antenna on the tail end vehicle receives these signals to tell the train that it is desired that all the doors on a particular side of the train are to be opened. The doors do not open unless the vehicle door control system 210, which i5 usually located in the head end control vehicle receives both a front end door open 11336~3 47,925 signal and rear end door open signal corresponding to the sarne side of the train and, in addition, the control com-puter including the door control program 104 shown ln Figure 1 provides a dynamic output signal indicating that the wayside door signals have been received, which are coded 101010. Also a vital zero speed signal 600 has to be re-ceived to indicate that the train has stopped in the sta-tion When the front end vehicle receives a door open signal for example the open left door signal 204 shown in Figure 27 and the door control program 104 for that front end vehicle provides the dynamic toggle enable signal, and output signal 602 is pro~ided to one input of AND gate 604.
When the tail end vehicle receives a door`open signal for the same side doors, and a dynamic enable toggle signal is provided by the door~control program for the microprocessor CPU 1 of that tail end vehicle, an output signal 606 i9 provided to one input Or AND gate 608. Assume the vital zero speed signal 600 i9 being provided to the other input of the AND gate 608, then an output signal 610 is provided to the other input of AND gate 604 to result in the AC to DC
converter 612 providing a signal to the osclllator and power driver 614 for energizing the door control relays 618, which control the door motors to open the doors.
In ~igure 7 there is shown in greater detail the apparatus shown ln Flgure 6, with the A head AT0 and the B
head AT0 input signals deflning whlch is the head end of the traln of several ~ehicles. The A left and the B rlght slgnals tell which slde of the traln corresponds wlth the statlon platform and ls the slde of the traln on which the 3o doors should open when vlewed ln a direction toward the ~33613 -21- 47,925 front movement of the train. Thusly, the A left and the B
right are paired together and the A right and the B left doors are paired together such that the doors open on the same side of the train. In the prior art door control apparatus any dynamic door open signal received by the train might cause the vehicle doors to open as long as it momen-tarily had the proper door open code signal of 101010 and was picked up with an adequate threshold to overcome an input signal threshold detector. me apparatus shown in Figures 6 and 7 provide a plurality o~ checks in addition to the fact that a proper door open signal code is received, namely that door open ~ignals are received both from the front and the tail end of the train and for a corresponding similar side of the train. In addition, the mlcroprocessor COU 1 provides the dynamic output ~ignal when the proper door code signal is received and this has to be received for a predetermined period of time; and a final check is made in relation to a vital zero speed condition of the train being present.
In Figure 7 if the A head ATO signal 700 and the A
left door s~gnal 702 are present, the dynamic output signal 704 will be provided. If the B head ATO signal 706 and the B right door signal 708 are present, the dynamic output signal 710 will be provided. Either one of the dynamic signals 704 or 710 applied to OR gate 712 will result in an output signal to one input of the AND gate 714. m e micro-processor dynamic toggle enables signals 716 to go through and AC to DC converter 718 to energize the other input of the AND gate 714. me output of the AND gate 714 energlzes one input of the AND gate 720. m e above operation in relation ~336~3 47,925 to AND gate 714 responded to head end door open signals from the wayside. If the front end data shows everything is all rlght so far, there 18 a dynamlc signal output by OR gate 712 to one input of the AND gate 714. I~ the head end CPU 1 microprocessor toggle enable control voltage 719 is present, the AND gate 714 provides an output signal.
The control signal 722 is responsive to the tail-end microprocessor toggle enable signal 724 at a 9 Hz rate and the B tail end data or a tail end data and that the train is stopped. This zero speed signal 726 is generated by the vital interlock board if and only if the train is stopped. The OR gate 730 responds to either one of the A
right or the A left door signal. The AND gate 732 responds to the provision of an output signal from the OR gate 730 in con~unctlon with the A tail ATO signal 734 to provide an output signal 736 to the OR gate 738. The OR gate 740 responds to either one af the B right or the B left door signal. The AND gate 742 responds to the provision of an output signal from the OR gate 740 in con~unction with the B
tail ATO signal 744 to provide an output signal 746 to the QR gate 738. The AND gate 748 responds to the provision of an output signal from the OR gate 738 in con~unction with a tall end CPU 1 microprocessor toggle enable control voltage 750 from the AC to DC converter 752. For providing an output signal through the low pass filter 754 to make sure that no high frequency signal can generate extraneous con-trol signals. In other words, the 9 Hz enable signal 724 has to be present and should be below some frequency to generate a control voltage 750 for an output across the AND
gate 748, which in turn, drives the AC to DC converter to 11336~3 47,925 energize one input of AND gate 756. At the same time if the traln is stopped and it is at a zero speed, a vitally gen-erated zero speed signal 726 comes in and drives the other lnput of AND gate 756 for providing the output signal 722.
When the signal 72Z to enable opening of the vehlcle doors ls supplled to AND gate 720 in con~unction with the output signal 715 from the AND gate 714, the AND
gate 720 provides an output slgnal to open the doors of all passenger vehicles in the train with the door selection circults 780 providing an output to open the left doors of the A vehicle, and the rlght doors of the B vehicle. When A
is the head end car, this would be for a passenger platform on the left of the A ca~s and the right do`ors of the B cars would open for the same pl~t~orm. The door selection clr-cuit 782 provides an output to open the right doors of the A
vehicles and the left doo~s of the B vehicles for an A head end car arrangement, with the passenger platform on the right side of the train when the train moves into the sta-tion and stops.
In ~igures 8A,,8B, 8C and 8D there are shown sketches of various train arrangements of passenger vehicles positioned within a station. In Figure 8A there is shown an A head end vehicle 800 and a B tail end vehicle 802 posi-tioned within a station including a platform 804. ~ach vehicle includes door signal sensing antennas such as the antennas 806 and 808 of the A head end vehicle 800, and the antennas 810 and 812 of the B tail end vehicle. In Figure 8B there is shown a B head end vehlcle 820 and an A tail end vehicle 82Z positoned wlthln a station and ln relatlon to a passenger loadlng and unloading platform 824. In Flgure 8C
11336~3 47,925 there is shown an A head end vehicle 830 and an A tail end vehicle 832 .positioned within a station. The A head end vehicle is paired wlth a B vehicle 834 and the A tail end vehicle 832 is palred with a B vehicle 836. In Fig, 8D
there ls shown a B head end vehicle 840 and a B tail end vehicle 842 positioned within a station and includlng the platform 844 with the B head end vehicle being paired with the A vehicle 846, and the B tail end vehicle 842 being paired with the A vehicle 848.
In general, the head end vehicle leads the train of vehicles when the train.is moving along the track.
' ,
BACKGROUND OF THE INVENTION
The present invention relates to the automatic control of passenger vehicles, such as mass transit vehicles or the like, and including speed control and speed mainten-~' - ~ 336~3 47,925 ~2--ance while moving along a track, precise stopping of the vehicles in relation to passenger loading and unloading stations and the operation of the vehicle doors.
In an article entitled The BARTD Train Control 5ystem published in Railway Signaling and Communications for December 1967 at pages 18 to 23, the train control system for the San Francisco Bay Area Rapid Transit District is descrlbed. Other articles relating to the same train con-trol system were published in the IEEE Transactions On Communication Technology for June 1968 at pages 3S9 to 374, in Railway Signaling and Communications for July 1969 at pages 27 to 38, in the Westinghouse Engineer for March 1970 at pages 51 to 54, in the Westinghouse Engineer for July 1972 at pages 98 to 103, and in the Westinghouse Engineer for September 1972 at pages 145 to 151. A general descrip-tion o~ the train control system to be provided for the East-West line of the Sao Paulo Brazil Metro is provided in an article published in IAS 1977 Annual of the IEEE Industry Applications Society at pages 1105 to 1109. It is known in the prior art to provide a coded control signal and to detect that coded control signal for controlling a relay driver, such as a door control relay driver, such as dis-closed in U.S. Patent No. 3,775,750 of D. H. Woods.
A general description of the microprocessors andthe related peripheral devices is provided in the Intel 8080 Microcomputer Systems Users Manual currently available from Intel Corp., Santa Clara~ California 95051.
SUMMARY OF THE INVENTION
An improved passenger vehicle door control apparatus and method are provided for response to open door code .
47,925 signals from a passenger station where it is desired that the train of vehicles will stop to load and unload passen-gers. The vehlcle doors open only if door code signals are received at the front and at the rear of the train, and the program computer control apparatus recognizes valid door control signals to provlde a dynamic enable signal. In addition, a zero speed signal is required to indicate the train is stopped.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is a schematic showing o~ the passenger vehicle control system including the present door control routine;
Figure 2 illustrates the vehicle door control system of the present invention in relation to the train operatlon information supplied to that system for a given passenger vehicle;
Figures 3A and~3B functionally illustrate the input door code data routine and the door open code check routine;
Figure 4 functionally illustrates the door open control routine; ~
Figure 5 shows the door code word storage in memory shift register locations and related information in data storage address locations, Figure 6 schematically shows the hardware door control module operative in the vehicle door control system of Figure 2;
Figure 7 shows in greater detail the door control module of Figure 6; and Figure 8 illustrates various vehicle arrangements 133613 47,925 in a typical train.
DESCRIPTION OF A PREFERRED EMBODIMENT
In Figure 1 there i8 shown the central control computer system 100 having an interface with the vehicle doors in the form of display lights on an operator's panel which lndicate that the vehicle doors are open or not. The station ATO/ATP equipment 102 is provided in each of the passengers' stations as shown. The door control program 104 wlthln the microcomputer O~U 1 interfaces when the station requests that the vehicle~doors be opened and the station ATO/ATP equipment will reoelve a signal back from the train vehicle when the doors are open. The antennas 106 are provided in ea~h station and these are the ID receiving and transmittlng antennas with one being in each station and wlth the length of the antenna being substantially the same length as the station to make sure that the train is wlthln the station before the doors are allowed to open. The vehlcle 108 includes the ID receiver and ID transmitter antennas, with each pair of cars having four recelving antennas in the arrangement of one at each corner of the pair of vehicles; two antepnas are on the front and two on the rear and when the vehlcles are coupled together to make up a train, the other an~ennas are cut off and not used except for the front and the back antennas. There are two ID transmitters with one being provided for each slde of the train. The ID receiver module 110 is in the ATO rack on the car, and the signals picked up from the antennas go into this module where they are level detected and so forth.
There are five signals shown to the left of the ID réceiver module that are sent from this module into the computer 112 , .
, - 11336~3 47,925 through the I/0 modules 114. These five signals include the A left receiver data, the A right receiver data, the B left receiver data, the B right receiver data, and the 18 Hz clock. Each time an interrupt is provided by the clock the inputs from all four antennas are read. Each computer CPU 1 and CPU 2 has two of the I/0 modules as prevlously described and the signals that are listed coming into the I/0 modules 114 are the signals used by the door control program 104.
They are the five signals that come from the ID receiver module and the additional signals listed on each side of the page. The first eight signals shown to the right of the I/0 modules 114 are slgnals from the master controller itself such as an A head car or;a~B head car, an A tail or a B tail and the operation is AT0 or MCS, the next two show that the vehicle is in roll back ;and the tachometer 4A signal to indicate the speed of the train. The rollback signal is used to keep the doors ~rom opening and the tachometer - -signal is used to start opening the doors when the train is slowed down below about 4 ~PH, so all the door open control circuitry will be ready~when a zero speed is detected for the doors to aotually open. The tail data from the right and le~t side of the train indicates when a signal coming from the rear of the train to establish that the tall-end of the train is within the station. The zero speed signal ls used to allow the doors to open, the doors closed signal indicates that all the doors are closed.
The zero speed signal is from the vital lnterlock module and is a vital zero speed signal with the tachometers belng lnvolved here, but not directly. This is a hardware 3o zero speed slgnal. The microcomputer block 112 lncludes the 1336~3 47,925 door control routine 104 of the present disclosure, and the other illustrated programs 116, 118, 120 and 12Z are each described in greater detail in one of the above cross-referenced related patent applications~
The door control program 104 has two outputs with one output 124 being to open the doors on the left side of the train and the other output 126 being to open the doors on the right side of the train. Each of these slgnals 124 and 126 is dynamlc and goes to the door module shown in Figure 6 where it is handled vitally and controls the opening of the doors. When a train of several vehicles is running down the track ànd comes into a passenger station and stops, the purpose of the door control routine 104 is to open the doors o~ all vehlcles at the correct tlme on the correct side and then only if the train ls within the sta-tion and traveling at less than a predetermined speed. The vehicle antennas sense the door open signal that is sent out from the station and the wayside to the train. If this signal is received on the left side of the train, the door control should open the right side doors because the station door open signal is transmitted from the opposite side of the track in relation to the passenger platform since it is easier to lay the door control antenna on the opposite side of the track where there is no platform. When the train comes into the station if the platform is on the left side of the track, the door control should open the left doors;
and lf the platform is on the right side o~ the track, the door control should open the right doors, and if there are platforms on both sides of the track, the door control should open the doors on both sides together or in sequence 1~33613 47,925 as may be desired. From the traln back to the station, as soon as the doors are open there ls sent a signal over the ID transmitter which says the doors on the train are opened, and this happens only if both the front end and the rear end of the train are in the station. The here disclosed door control system actually decodes both the door open signal received at the tail of the train and the door open signal received at the head of the train to be certain that both proper door code signals are received.
The prior art door control system made a check to determine that there was dynamic data being received and on occasion some signal in~ormation other than a legitimate door open signalimlght cause a train vehicle's door to open, whenever any one antenna on the vehicle received a dynamic signal that appeared to be a door control slgnal. The present door control system is more reliable since it de-codes and makes sure that the received signal is a door code before the vehicle doors are allowed to open. The prior art door control decoded the received door control signal at the front end of the train and looked for a dynamic signal at the rear. The present door control program 104 decodes a received door control signal at each of the front and the back of the train and compares them and in addition, deter-mines that both front and back door control signals are requesting the doors be opened on the same side of the train. For example~ the front door open signal if it is to open the left doors and the rear door open slgnal if it is to open the rlght doors, the present control syStem will not allow the doors on either side of the train to open. The 3o door control program 104 requires receiving sixteen door 1~336~3 47~925 code bits in the right sequence before the doors are opened, and there is no combination of ID's or other related signals that will glve that long of what appears to be a door code slgnal.
In Figure 2 there is shown a block diagram of the present passenger vehicle door control system. The ID
system 200 is well known in the prior art and a suitable example of such a system has been operating for over two years in Sao Paulo, Brazil and is described in the above-referenced September 1972 article in the Westinghouse Engin-eer. Input signals to the ID system 200 come from the wayslde antennas and station ATO 202, and are the open left doors signal 204 and the open right doors signal 206. An output signal 208 from the ID system to the antennas and statlon ATO 202 ls the ID number of the traln, and that number tells the station ~hat the train number is. Coming out from the bottom of the ID system 200 are the flve sig-nals from the ID system shown in Figure 1 coming out of the ID receiver module 110. They are the four data bits from the four receivers and the 18 Hz interrupt. These five signals go into the vehicle door control system 210. Two signals come out of the vehicle door control system, namely the open left door signal 212 and the open right door ælgnal 214 and go to the vehicle door propulsion and brake control equipment 216. A thlrd aignal 218 is sent to the statlon to indicate that the doors are open. The open left door signal 212 and the open right do~r signal 214 are output from the hardware door module board shown in Figure 6. The door propulsion and brake control equlpment 216 on the car pro-3o vides an output signal 220 to the vehicle motors, brakes and - .
~133613 47,~25 _g_ doors 222. The tachometers 224 and 226 are coupled to the vehicle and output actual speed signals to the other car-carrled equipment 228, whlch is essentially the rest of the control apparatus other than the vehlcle door and the ID
system. The other car-carrled equipment 228 supplies tacho-meter inputs 230 to the vehicle door control system 210 and in addition, the tail data left signal, the tail data right signal, the AT0 mode of operation, the A head, and the A
tail signal, and the B head and the B tail signal. The output signal 212 and 214 are vital control signals to rY control opening the left doors~opening the right doors and the door open indication signal to the station 202.
The vehicle door control system ~10 shown in Figure 2 ls provlded to control the doors on each car of the train. The train has two antennas on each end with one antenna on each of the left, front and back of the traln and one antenna on each of the rlght, front and back of the traln. Door open slgnal information ls received ad~acent to each station from these antennas at all times and this signal information ls input lnto the software shift regis-;
ters. When the train is running away from a station the door control system ~ust ignores any door signals lt may recelve and does not respond to them. When the tachometers output a zero speed this lndicates the train is stopped in a station, so at this point ln tlme the program starts looking at input door open slgnal lnformatlon to the shift reglsters from the antennas. The only time the doors should open is when the train is stopped so there is no reason to even bother looking at the door signals unless the train is stopped. When the train ls movlng less than 4 KPH, the ~33613 47,~25 vehicle door control system 210 prepares to open the doors, because of the time delays in the relays and other apparatus to begin the doors on the way open. The doors wlll not actually open until the vital zero speed signal is detected, but all the pre-preparation is done to get ready to open the doors at the time the traln actually ætops. With antennas on the front of the train and on the back of the train, when a train pulls into a station and it stops the vehicle door control system requires tpat both the front and the back antennas are recei~ing information or else the train has missed the station, and if the train has missed the station, the doors should not open. The vehicle door control system starts looking as soon as the train stops `and then unless door open signal information is recelved on both the front and the back of the train, the doors are not allowed to open. The controlling computer CPU l is in the ~ront end of the train and lt needs to know what is going on in the rear of the train, so it resp~nds to a tail-end door open signal for this purpose which is brought to the front of the train.
The door open code must be received in the rear of the train, which door open csde is lOlOlO continuously, so the front end computer has to determine that a door open code slgnal is received at both the front end and the tail end of the train. The front end computer, in order to check the door code signal, uses a 54 Hz interrupt such that every 54th of a second an interrupt is provided and a check is made of the data, is it high or low, and records it such that ever~ six times the 54 Hz clock interrupt is provided a good door open signal will change state lf it is lOlO10.
In ~igure 3 at block 300 the 54 Hz lnterrupt is ~3~ 47,~25 received. Block 302 inputs the right tail data. Block 304 compares it with the past value obtained 1/54 second ago, and lf they are the same at block 306, and the present value is the same as the past, thls means that it did not change state and block 308 increments the counter. If they were not the same in block 306, this indicates a change of state and at block 310 the new data is stored to be used on the next cycle as a past value. At block 312 the O.K. flag is set to one and block 314;sets the counter equal to zero. At block 316 a check is made to see if the count is equal to 7.
If the answer is no, the program goes to block 318 to check the left tail data. If the answer is yes at block 316, then block 320 sets the counter to zero because that cbunt should never reach 7 since there are slx cycles of 54 Hz for each cycle of 9 Hz so that count should never reach 7. If it does, some other frequenoy is being received other than the desired signal ~requency and at block 320 the counter is set to zero, and at block 322 the O.K. flag is set to zero to indicate the right doors are not O.K. to open. If the counter reacheæ` 7, the tail end data has not changed at the correct rate so something 1s wrong somewhere and it is not desired to open the dobrs, and zero means do not open the doors. Blocks 318 and 324 through 342 are substantially the same as blocks 302 through 322 for the other side of the train left tail data. Tbe sides of the train operate independently, since the left doors can open, the right doors oan open, and both left and right doors can open i~
desired. A slgnal from the right side of the train opens the left doors and a signal frorn the left slde of the train opens the right doors.
.
:~33613 47,925 In Figure 3A the input door open data is decoded and it is assured to be at a 9 Hz rate because a counter is used to make sure the lnput frequency is correct.
In Figure 5 there are shown the tables stored in RAM memory. These include four six-word shift regls~ers for each of the four door signal ID antennas. Assuming the car has A cars and B cars, thq;top table is the shift register for the B le~t receiver ? the second table is for the B right receiver, the third is for the A left and the fourth is for the A right. In relation to the software shift registers, door code information is,shifted into them continuously every 18th of a second and there is a bit shifted into all four registers whether t,h;e~respective antènna is on or of~
and whether the vehicle is stopped or movlng. The different programs decide when thi~ information should be looked at.
There is a door flag whic,h indicates a door code is in the shlft registers and theidoor O.K. flag which indicates a door code is being rece'ived. The left door counter and the right door counter are shown and the rest of the tables are for the inputs and the outputs. The tail data indicates to the controlling computer in the front of the train that the rear end of the train is,~ln the station receivlng the door code or it is not receivlng the door code.
Figure 4 is a flow chart for the main door control routine. It includes several sections. When going through the door routine there ls a need to know if a door open code is received or not so there is a'subroutine called decode shown in Figure 3B that determines whether there was a door code input into the shi~t registers. At block 350 a check ls made to see if word 5 is equal to word 6 to establish in ~336~3 47,925 relation to the 6 word shift register are the last two words alike and thls requires 8 successive patterns in a row. If they are not the same, at block 352 the door O.K. flag is set to zero to indicate a proper door code is not received.
In block 350 if they were`equal, now it should be determined that the words were a door code which is 101010. The signal could instead be 010101, so a check is made for both possi-bilities. Block 354 checks to see if the input code is equal to a 55 hex, which is 01010101. If the answer was yes at block 354, it is a door code and at block 356 the door O.K. flag ls set equal to 1. At block 354 if it was not a 55 hex, a check is made at block 358 to see if it was equal 101 C?J~ J~
to AA hex? which ~ . If the answer is yes, lt is a door code and at block 356 the door O.K. flag is set equal to 1. If the answer is no at block 360, the door O.K. flag is set equal to zero. This subroutine called by the main door control routine looks at the previous input code trans-missions and comes out with the door O.K. set to zero for a not good door code and set to 1 for a good door code.
When all the input door codes are satisfactory and everything agrees, the train is in the station, is stopped and the proper side is indicated to open the doors, a dyna-mic signal is output which toggles every 18 Hz of a second that comes out to be a 9 Hz square wave, and this goes to the door hardware logic control module which actually opens the door. It is necessary to decide whether to toggle that enable bit or not and due to the fact that noise and other disturbances can affect the door code transmissions for each good door received a counter is set from zero to 18 ln steps of 2. If 9 good door codes are received in a row, the . .
, . - - .
~336~3 47,925 counter gets incremented up to 18 and now lt is permitted to open the doors. If the next bit for some reason came in bad, the doors wlll not close immediately but the counter will count down and the next time a bad signal is recelved it wlll count down again. ~wo such counters are running, one for the left doors and one for the right doors, and they go from zero to 18 and back down to zero. As good codes are received the counter counts up. As soon as the counter hits 18 this starts toggling thé enable bit and continues to toggle that bit until the'~number decreases to zero, which in effect provides a confusion zone type of logic. The next . .
section of the program is'checking the counter to see if good door codes are bein~ received. At biock 400 of Figure 4A a check is made to see`if the left door counter is equal to zero. If the answer is yes, at block 402 the flag ls set to close the left doors~because the counter has gone down to zero. If the countér ~as' not zero at block 400, at block 404 a check is made to see if the count is equal to 18. If the answer is yes, then at block 406 set the flag to open the doors and this is the good door code case. Then at block 408 a check is ma~é of the right counter to see if it is equal to zero. If the answer is yes, then at block 410 set the flag to close the doors. If the answer is no, at block 412 is check is made to see is it equal to 18. If yes, set the flag at block ~ to open the doors and then from both paths go to block 416 which toggles the door enable bit for either one of the two flags that is set. If both of the`se flags are-set, then toggle both left and right door enable bits. For any number between zero and 18 the flag words are not changed since they are only set at the -- -11336i3 47,925 two trigger points, zero and 18. Each time through the program these checks are made to see if the counters are zero or 18, and if not, then toggle the bit. This section of program uses informatlon that has been determined before and toggles the door open enable bits or not. There are four door open sections of the program and they are substan-tially identical except that each one pertains to a differ-ent door code antenna. The first section is for the A car and right side antenna. At~block 420 a check is made to see if the A rlght antenna is receiving the door code, and thls is determined by going through the subroutine shown in Figure 3B. If the answer is no, the rest of the routine is not done and the program cheoks some other a~tenna. If it was a door code at block 420, then at block 421 a check i6 made to see is this car a tail because if it is not the tall car, there is a need for diffèrent information. Assume in block 421 this is not a B tail which says it is not a B car on the rear end of the train.; At block 422 a check is made to see if the right tall information is O.K. This is the slgnal from the tall data routine shown in Figure 3A. If it is not O.K., again thls routine is terminated. In all cases when there is a failure to pass a check the program goes to check the next block. If the tail data was good at block 422 and good data is received, the counter is incremented.
Thls ls the counter previously checked at block 400 and block 424 increments the counter by adding 2 up to a limit of 18. At block 426 the door flag i9 set to 10101010, which i5 the door code and the program goes to check the next antenna. At block 422 if this was a B tail, it means the 3o last car on the train is a ~ car and there is an antenna on 11336~3 47,925 that car to receive the door code. At block 428 a check is made to see if B left is equal to door code. If the answer is no, the routlne ends, and if the answer is yes, it is a good door code so at block 424 increment the counter, set the door flag block 426 and leave. This program section takes one antenna and checks to see for a front antenna, and lf there ls a door slgnal. If the answer is yes, it checks the rear end to see if there is a door slgnal. There are two places to check thls informatlon, one is from a real antenna (2 car train) and the other is in relation to lnfor-mation brought forward upon the train line. A good door code count increments the counter, and a bad count does nothing to the counter. Large block sections I, II, III and IV are functionally the same except each one is Por a dlffer-ent set of antennas and in relatlon to either an A head car or a B head car.
The door control routlne shown in Flgure 4A beglns at block 450, which checks if it is the AT0 mode of opera-tion. If the answer ls no, the door routlne is not done, only some bookkeeplng. If at block 450 this is not the AT0 mode, at block 452 a 9 Hz toggle bit is set to zero because if the operatio~ is not in the AT0 mode, there is no need to toggle this bit. Block 454 sends the zero bit out to the hardware door control module. Block 456 sets the left counter to zero, which is cne of the counters that are counted up and down between zero and 18 in steps of 2.
Block 458 sets the right slde counter to zero. Block 460 sets the door flag to æero and the program goes to block 400, which was described before. If the answer at block 450 was yes, at block 462 a check is made to see if the vehicle 11336i3 47,925 is at zero speed, whlch zero speed here means something close to zero, and this could be up to a predetermined limit such as 4 KPH. If the answer is no, that means the ~ehicle ls moving too fast and the program goes through blocks 452, 454 ànd so forth. If the answer at block 462 is yes, the vehicle is at zero speed and probably stopped at a station, so at block 464 a check is made to see if an A car ls at the tail of a train. The tail car (A or B) checks to see if the rear of the train is receiving a door open code. If it is, the signal is sent to the front of the train at a 9 Hz rate.
Block 464 is looking for an A car in the rear end. If the answer is yes, a$ block 466 a check is made to see if an A
right door open code iB being received. If the answer is no, it is not an A car right door open code, and at block 468 a check is made to seç if lt is an A car left door open code. If the answer is no, that means the rear of the train is not in a station. At block 470 the toggle bit is set to zero and the output is sent at block 472 similar to block 454 and at block 474 the left counter is counted down toward zero. At block 476 the right counter is counted down to-wards zero, the door flag is set in block 478 to zero, which means no door code was found. At block 480 a check is made to see if this is an A head end car. If the answer is yes, the program goes to block 420, which was previously discussed.
If it is not an A head end car, at block 482 a check is made to see if this is a B head end car. If it is a B head end car, at big block II another antenna checking subroutine is followed in the same way that the big block I was previously described. If the answer is no at block 482, the initial-ization procedure is followed again because there can be six - . . , , ~ . ., - . . . :
...
1~336~3 47,g25 car trains and this particular set of equipment could be in a middle car, such that it was not an A head end, not a B
head end, not an A tail and not a B tail, but the program computer control system does not know where it ls ln rela-tion to the rest of the train. It is the A head end or the B head end computer control system that controls the car doors on the whole train. The described program checks in regard to A head end cars, B head end cars, A tall and B
tail cars, since the train direction has to be established in relation to left antennas and right antennas. Any car can be turned around and it can change directions, so the left and right antennas have to be established, and that is the reason for making a lpt of the checks here described.
Golng back todblock 464 lf it is not an A tail, at block 486 C a check is ~ to see if lt is a B tail. If the answer is no, at block 4~8 the toggle bit is set to zero, and block 472 sends lt out and the program goes through the same countdown process as before, since no door code was found.
If it is a B tail at block 490, a check is made if there is a B right door open code~and assuming there is not a B right door open code at block 492 a check is made to see if there is a B left door open code. If it is not, no door code has been found again, and at block 488 the toggle bit is set to zero. In this program there are four passes where a good door code can be found, one for each of the four monltored antennas on the train. From the blocks 466, 468, 490 and 492 the yes case ln any of these would lndlcate a ~ood door signal was received and then block 494 would toggle the 9 Hz bit, and then at block 472 output the toggle blt. The ~t program has to see at least two door slgnals with one for 11336i3 47,925 the front and the other for the back, which signals can be from antennas or can be over the train lines. When a good door code signal pass is made through the program at blocks 474 and 476, the counters are counted down by one, and at block 424 a blg block I and the corresponding block for each of big blocks II, III and IV, the counters are counted up by two. For a bad case, where no good code door signal is received, the counters are decremented toward zero and that is the reason for the different numbers in the program.
Anytime a good door code signal is received a one toggle bit is sent out at blocks 4g4 and 472. Instead of sending out --the door open control signal the program sends toggle blts to the left or right hardware door controI modules, which in . .
turn sense the vital zero speed condition of the train.
In Figure 4B the check made at block 420 of big block I and the corresponding blocks for the big blocks II, III and IV is illustrated to include the block 495 where the right shift register address is loaded, at block 497 the decode program shown in Flgure 3B is called, and at block 499 a check is made of the door O.K. flag.
The hardware apparatus schematically shown in Figure 6 looks for the open left door signal 204 shown in Figure 2, and the open~right door signal 206 coming from the station 202. The antenna on the head-in vehicle o~ the train receives these signals and the antenna on the tail end vehicle receives these signals to tell the train that it is desired that all the doors on a particular side of the train are to be opened. The doors do not open unless the vehicle door control system 210, which i5 usually located in the head end control vehicle receives both a front end door open 11336~3 47,925 signal and rear end door open signal corresponding to the sarne side of the train and, in addition, the control com-puter including the door control program 104 shown ln Figure 1 provides a dynamic output signal indicating that the wayside door signals have been received, which are coded 101010. Also a vital zero speed signal 600 has to be re-ceived to indicate that the train has stopped in the sta-tion When the front end vehicle receives a door open signal for example the open left door signal 204 shown in Figure 27 and the door control program 104 for that front end vehicle provides the dynamic toggle enable signal, and output signal 602 is pro~ided to one input of AND gate 604.
When the tail end vehicle receives a door`open signal for the same side doors, and a dynamic enable toggle signal is provided by the door~control program for the microprocessor CPU 1 of that tail end vehicle, an output signal 606 i9 provided to one input Or AND gate 608. Assume the vital zero speed signal 600 i9 being provided to the other input of the AND gate 608, then an output signal 610 is provided to the other input of AND gate 604 to result in the AC to DC
converter 612 providing a signal to the osclllator and power driver 614 for energizing the door control relays 618, which control the door motors to open the doors.
In ~igure 7 there is shown in greater detail the apparatus shown ln Flgure 6, with the A head AT0 and the B
head AT0 input signals deflning whlch is the head end of the traln of several ~ehicles. The A left and the B rlght slgnals tell which slde of the traln corresponds wlth the statlon platform and ls the slde of the traln on which the 3o doors should open when vlewed ln a direction toward the ~33613 -21- 47,925 front movement of the train. Thusly, the A left and the B
right are paired together and the A right and the B left doors are paired together such that the doors open on the same side of the train. In the prior art door control apparatus any dynamic door open signal received by the train might cause the vehicle doors to open as long as it momen-tarily had the proper door open code signal of 101010 and was picked up with an adequate threshold to overcome an input signal threshold detector. me apparatus shown in Figures 6 and 7 provide a plurality o~ checks in addition to the fact that a proper door open signal code is received, namely that door open ~ignals are received both from the front and the tail end of the train and for a corresponding similar side of the train. In addition, the mlcroprocessor COU 1 provides the dynamic output ~ignal when the proper door code signal is received and this has to be received for a predetermined period of time; and a final check is made in relation to a vital zero speed condition of the train being present.
In Figure 7 if the A head ATO signal 700 and the A
left door s~gnal 702 are present, the dynamic output signal 704 will be provided. If the B head ATO signal 706 and the B right door signal 708 are present, the dynamic output signal 710 will be provided. Either one of the dynamic signals 704 or 710 applied to OR gate 712 will result in an output signal to one input of the AND gate 714. m e micro-processor dynamic toggle enables signals 716 to go through and AC to DC converter 718 to energize the other input of the AND gate 714. me output of the AND gate 714 energlzes one input of the AND gate 720. m e above operation in relation ~336~3 47,925 to AND gate 714 responded to head end door open signals from the wayside. If the front end data shows everything is all rlght so far, there 18 a dynamlc signal output by OR gate 712 to one input of the AND gate 714. I~ the head end CPU 1 microprocessor toggle enable control voltage 719 is present, the AND gate 714 provides an output signal.
The control signal 722 is responsive to the tail-end microprocessor toggle enable signal 724 at a 9 Hz rate and the B tail end data or a tail end data and that the train is stopped. This zero speed signal 726 is generated by the vital interlock board if and only if the train is stopped. The OR gate 730 responds to either one of the A
right or the A left door signal. The AND gate 732 responds to the provision of an output signal from the OR gate 730 in con~unctlon with the A tail ATO signal 734 to provide an output signal 736 to the OR gate 738. The OR gate 740 responds to either one af the B right or the B left door signal. The AND gate 742 responds to the provision of an output signal from the OR gate 740 in con~unction with the B
tail ATO signal 744 to provide an output signal 746 to the QR gate 738. The AND gate 748 responds to the provision of an output signal from the OR gate 738 in con~unction with a tall end CPU 1 microprocessor toggle enable control voltage 750 from the AC to DC converter 752. For providing an output signal through the low pass filter 754 to make sure that no high frequency signal can generate extraneous con-trol signals. In other words, the 9 Hz enable signal 724 has to be present and should be below some frequency to generate a control voltage 750 for an output across the AND
gate 748, which in turn, drives the AC to DC converter to 11336~3 47,925 energize one input of AND gate 756. At the same time if the traln is stopped and it is at a zero speed, a vitally gen-erated zero speed signal 726 comes in and drives the other lnput of AND gate 756 for providing the output signal 722.
When the signal 72Z to enable opening of the vehlcle doors ls supplled to AND gate 720 in con~unction with the output signal 715 from the AND gate 714, the AND
gate 720 provides an output slgnal to open the doors of all passenger vehicles in the train with the door selection circults 780 providing an output to open the left doors of the A vehicle, and the rlght doors of the B vehicle. When A
is the head end car, this would be for a passenger platform on the left of the A ca~s and the right do`ors of the B cars would open for the same pl~t~orm. The door selection clr-cuit 782 provides an output to open the right doors of the A
vehicles and the left doo~s of the B vehicles for an A head end car arrangement, with the passenger platform on the right side of the train when the train moves into the sta-tion and stops.
In ~igures 8A,,8B, 8C and 8D there are shown sketches of various train arrangements of passenger vehicles positioned within a station. In Figure 8A there is shown an A head end vehicle 800 and a B tail end vehicle 802 posi-tioned within a station including a platform 804. ~ach vehicle includes door signal sensing antennas such as the antennas 806 and 808 of the A head end vehicle 800, and the antennas 810 and 812 of the B tail end vehicle. In Figure 8B there is shown a B head end vehlcle 820 and an A tail end vehicle 82Z positoned wlthln a station and ln relatlon to a passenger loadlng and unloading platform 824. In Flgure 8C
11336~3 47,925 there is shown an A head end vehicle 830 and an A tail end vehicle 832 .positioned within a station. The A head end vehicle is paired wlth a B vehicle 834 and the A tail end vehicle 832 is palred with a B vehicle 836. In Fig, 8D
there ls shown a B head end vehicle 840 and a B tail end vehicle 842 positioned within a station and includlng the platform 844 with the B head end vehicle being paired with the A vehicle 846, and the B tail end vehicle 842 being paired with the A vehicle 848.
In general, the head end vehicle leads the train of vehicles when the train.is moving along the track.
' ,
Claims (11)
1. In apparatus for controlling the doors of a train of passenger vehicles in response to open door signals, with said train having a head end and a tail end, the combination of:
first means for decoding an open door first signal received at the head end of the train and comparing the received first signal with a previous value of that first signal to establish a first good door code signal, second means for decoding an open door second signal received at the tail end of the train and comparing the received second signal with a previous value of that second signal to establish a second good door code signal, door control means operative with the first means and the second means for determining that each of the open door first signal and the open door second signal is requesting that the doors of the train be opened on the same side of the train, means providing a door enable signal in response to said first and second good door code signals, and means responsive to the door enable signal for controlling the doors of the train.
first means for decoding an open door first signal received at the head end of the train and comparing the received first signal with a previous value of that first signal to establish a first good door code signal, second means for decoding an open door second signal received at the tail end of the train and comparing the received second signal with a previous value of that second signal to establish a second good door code signal, door control means operative with the first means and the second means for determining that each of the open door first signal and the open door second signal is requesting that the doors of the train be opened on the same side of the train, means providing a door enable signal in response to said first and second good door code signals, and means responsive to the door enable signal for controlling the doors of the train.
2. The apparatus of claim 1, with said means providing a door enable signal being operative in relation to one side of the train, and with said means for controlling the doors being responsive to said door enable signal for controlling the doors of the train for the side corresponding to that provided door enable signal.
3. The apparatus of claim 1, including:
means providing a zero speed signal when said train is moving at less than a predetermined speed, with said means providing a door enable signal being responsive to said zero speed signal for controlling the doors of the train.
means providing a zero speed signal when said train is moving at less than a predetermined speed, with said means providing a door enable signal being responsive to said zero speed signal for controlling the doors of the train.
4. The apparatus of claim 1, with said open door first and second signals being digital signals and with the decoding provided by each of the first and second means including the comparison of a present open door signal number of bits with a previous open door signal number of bits.
5. The apparatus of claim 1, with each of said first means and said second means decoding the respective open door first and second signals when the train speed is less than a first predetermined train speed, and with said means for controlling the doors being operative to open the doors when the train speed is at a second predetermined speed lower than said first speed.
6. The apparatus of claim 1, with each of the first and second means providing good door code signals when the respective open door first and second signals are received in a predetermined period of time.
7. The apparatus of claim 1, including:
means providing an indication of a roll back condition of the train of vehicles, with said door enable signal providing means being responsive to said indication to prevent the pro-vision of said door enable signal.
means providing an indication of a roll back condition of the train of vehicles, with said door enable signal providing means being responsive to said indication to prevent the pro-vision of said door enable signal.
8. The apparatus of claim 1, with each of said open door first and second signals comprising digital bits of data, and with each of said first and second means estab-lishing that a predetermined number of bits of said data having a predetermined frequency is received for the respective open door first and second signals before said door enable signal is provided.
9. The method of controlling the doors of a train of vehicles in response to a head end open door signal and a tail end open door signal, including the steps of decoding the head end open door signal and comparing the decoded head end open door signal with a past value of the decoded head end open door signal to establish that a valid head end door code signal is received, decoding the tail end open door signal and comparing the decoded tail end open door door signal with a past value of the decoded tail end open door door signal to establish that a valid tail end door code signal is received, providing a door enable control signal when both a valid head end door code signal is received and a valid tail end door code signal is received in relation to the same side of the train, and opening the doors of the train for that same side in response to said door enable control signal.
10. The method of claim 9, including:
determining the movement speed of the train, and providing said door enable signal when the train is moving at less than a predetermined speed
determining the movement speed of the train, and providing said door enable signal when the train is moving at less than a predetermined speed
11. The method of claim 9, including the step of:
providing said door enable signal after a predetermined number of decodings of each of said head end and tail end open door signals.
providing said door enable signal after a predetermined number of decodings of each of said head end and tail end open door signals.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US05/920,104 US4269377A (en) | 1978-06-28 | 1978-06-28 | Door control for train vehicles |
| US920,104 | 1978-06-28 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1133613A true CA1133613A (en) | 1982-10-12 |
Family
ID=25443164
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA315,161A Expired CA1133613A (en) | 1978-06-28 | 1978-10-31 | Door control for train vehicles |
Country Status (7)
| Country | Link |
|---|---|
| US (1) | US4269377A (en) |
| JP (1) | JPS558990A (en) |
| BR (1) | BR7904028A (en) |
| CA (1) | CA1133613A (en) |
| DE (1) | DE2925539A1 (en) |
| GB (1) | GB2025103B (en) |
| IT (1) | IT1125379B (en) |
Families Citing this family (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4471274A (en) * | 1982-05-24 | 1984-09-11 | Westinghouse Electric Corp. | Vehicle door control apparatus |
| US4679508A (en) * | 1986-02-21 | 1987-07-14 | Westinghouse Electric Corp. | Transit vehicle door control apparatus |
| GB2268024A (en) * | 1992-06-20 | 1993-12-22 | Transportation Systems & Marke | Rail platform observation system. |
| ES2070060B1 (en) * | 1992-12-24 | 1997-01-01 | Servi Bus Escolar S L | ELECTRICAL CONTROL OF AUTOMATIC VEHICLE DOORS. |
| IT1264912B1 (en) * | 1993-07-09 | 1996-10-17 | Metropolitana Milanese Struttu | EQUIPMENT FOR THE ENABLING OF THE OPENING OF THE DOORS OF TRAVELING CARS ON RAIL |
| AT411283B (en) * | 2000-03-16 | 2003-11-25 | Knorr Bremse Gmbh | CONTROLLING THE MOVEMENT OF A SLIDING OR Pivoting sliding door in your closing area |
| US7399098B2 (en) | 2003-04-18 | 2008-07-15 | Matsushita Electric Industrial Co., Ltd. | Illuminating apparatus for operating section |
| CN102007032B (en) * | 2008-04-21 | 2013-05-29 | 三菱电机株式会社 | Vehicle crew supporting apparatus |
| CN101844564B (en) * | 2010-06-24 | 2013-02-20 | 南车长江车辆有限公司 | Automatic positioning, loading and unloading control device for wagon |
| CN111196287B (en) * | 2020-01-20 | 2022-02-25 | 南京康尼机电股份有限公司 | Rail vehicle door system area controller and rail vehicle door system |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3810681A (en) * | 1972-01-26 | 1974-05-14 | Westinghouse Electric Corp | Method of and apparatus for producing a vehicle movement braking signal in response to sensing the direction of travel of a vehicle |
| US3775750A (en) * | 1972-03-17 | 1973-11-27 | Westinghouse Electric Corp | Vehicle control system, a method of and apparatus for providing an interlock control signal |
| US3794834A (en) * | 1972-03-22 | 1974-02-26 | Gen Signal Corp | Multi-computer vehicle control system with self-validating features |
| US3958783A (en) * | 1973-06-15 | 1976-05-15 | Westinghouse Electric Corporation | Vehicle zero speed detection system |
| US3884437A (en) * | 1973-10-09 | 1975-05-20 | Westinghouse Air Brake Co | Train control system for transit vehicles |
| US4017044A (en) * | 1975-08-06 | 1977-04-12 | Westinghouse Electric Corporation | Train vehicle control apparatus |
-
1978
- 1978-06-28 US US05/920,104 patent/US4269377A/en not_active Expired - Lifetime
- 1978-10-31 CA CA315,161A patent/CA1133613A/en not_active Expired
-
1979
- 1979-06-12 GB GB7920416A patent/GB2025103B/en not_active Expired
- 1979-06-25 DE DE19792925539 patent/DE2925539A1/en not_active Withdrawn
- 1979-06-26 BR BR7904028A patent/BR7904028A/en unknown
- 1979-06-27 IT IT23928/79A patent/IT1125379B/en active
- 1979-06-28 JP JP8085679A patent/JPS558990A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| IT7923928A0 (en) | 1979-06-27 |
| DE2925539A1 (en) | 1980-02-28 |
| GB2025103A (en) | 1980-01-16 |
| GB2025103B (en) | 1982-10-13 |
| US4269377A (en) | 1981-05-26 |
| IT1125379B (en) | 1986-05-14 |
| BR7904028A (en) | 1980-04-15 |
| JPS558990A (en) | 1980-01-22 |
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