CA2027205A1

CA2027205A1 - Method for the safe control of doors of a railroad transport train and device for its implementation

Info

Publication number: CA2027205A1
Application number: CA 2027205
Authority: CA
Inventors: Gerard Demarais
Original assignee: Faiveley Transport SA
Current assignee: Faiveley Transport SA
Priority date: 1989-10-11
Filing date: 1990-10-10
Publication date: 1991-04-12
Also published as: EP0423028A1; FR2653818B1; FR2653818A1; DE423028T1; ES2023357A4

Abstract

ABSTRACT
Company known as :

FAIVELEY TRANSPORT

"Method for the safe control of doors of a railroad transport train and device for its implementation"

(An invention of Gérard DEMARAIS) The method for the safe control of doors of a railroad train comprising several cars ( R1, R2, R3 ) com-prises a sequence of the following steps initiated by an operator from any one of the cars:
- command authorization, initiated after the train has stopped, - command for opening a specified portion of all of said doors, - command for closing said doors and - transmission to a driver situated at the front of the train of a selective authorization for the moving off of the train after execution of a prior step for checking the actual closing of said doors.
During the step for checking closing, data on the state of closure of the doors of the cars situated on either side of the car accommodating the operator are sampled, on the one hand, from a flow of data crossing from the front to the back of the train, and, on the other hand, from a flow of data crossing from the back to the front of the train. Furthermore, the selective authorization for moving off is transmitted via the flow of data crossing from the back to the front of the train.
Use in particular in urban transport trains.
See Figure 1.

Description

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The present invention relates to a method for safe con~rol of doors of a railroad transport train.
It also addresses devices for its implementation.
The safety of the passengers in transport trains, and in particular urban transport trains, involves the implementation of door opening and closing control procedures offering a high level of reliability. In particular, in urban transport systems in which the respective driving and door control functions are shared between a driver and an operator, commonly referred to as the conductor, it is vital to provide for a perfect transmission, on the one hand, of all of the door closing data to the conductor, given that he may be situated in any one of the cars of the train, and, on the other hand, of moving off authorization data destined for the driver.
Furthermore, the control instructions for open-ing/closing the doors or a portion of the latter, in general one of the sides of the train, which are initia-ted by the conductor, must be relayed to all the cars of the train on either side of the car in which the conduc-tor is situated.
French Patent Application 89 01272 of February 1, 198g in the name of the present Applicant, describes a method for transmitting data or instructions in alternate duplex mode which enables a high level of safety to be ensured by, in particular, preventing any untimely opening of the doors of a car when the train is in motion. This method therefore enables instructions or data to be relayed from car to car.
However, in the abovementioned situation, before transmitting a moving off authorization datum to the driver, the conductor must receive from either side of the car in which he is situated converging data, coming from both the front and the rear of the train, about the 3S actual closing of the doors, and regardless of the car, within the train, in which he is located.
Now, the practical construction of a transmission circuit within a train, which enables these requirements to be met, can rapidly become highly contorted, given ' .:
: . :

r that the logic functions to be performed differ as regards the conductor and the driver.
The aim of the present invention is to overcome these disadvantages by providing a method for safe control of doors of a railroad transportation train comprising several cars provided with doors whose opening and closing are controlled by activators, comprising a sequence of the following steps initiated by an operator from any one of the cars:
- command authorization, initiated after the train has stopped, - command for opening a specified portion of all of said doors, - command for closing said doors, and for trans-mitting to a driver situated at the front of the train, - transmission to a driver situated at the front of the train of a selective authorization for the moving off of the train after execution of a step for checking the actual closing of ~aid doors.
According to the invention, during the step for checking closing, data on the state of closure of the doors of the cars sitllated on either side of the car accommodating the operator are sampled, on the one hand, from a flow of data crossing from the front to the back of the train, and, on the other hand, from a flow of data crossing from the back to the front of the train, and the selective authorization for moving off is transmitted via the flow of data crossing from the back to the front of the train.
Thus, by providing two distinct flows of data, from the back to the front of the train and from the front to the back, and by enabling the control data coming from all the cars, and necessary to the conductor, to be sampled, from any one of the cars, from these flows, the practical problem posed by the use of a single bidirectional transmission vector is solved. Furthermore, the flow of data crossing from the back to the front of the train is advantageously used for the transmission, to the driver of the train, of the selective moving off . . .

authorizations.
According to an advantageous embodiment of the invention, the opening-command and closing-command steps are arranged so that all of the control instructions destined for the activators of the doors of the cars situated on either side of the car accommodating the operator are transmitted from said car on specified transmission media connecting all of the cars.
Thus, in contrast with the abovementioned former method in which the various instructions or data were relayed from car to car and -processed and then regenerated in each car, in the method according to the invention the control instructions are directly trans-mitted to all the relevant activators, which has the effect of increasing the reliability of the control system as a whole by decreasing the number of intermediate circuits.
According to another aspect of the invention, the device for safe control of doors of a railroad transpor-tation train comprising several cars provided with doors whose opening and closing are controlled by activators, implementing the method according to the invention, placed in each of said cars and comprising:
- means for authorizing a command when the train is stationary, - means for controlling the opening of a specified portion of said doors, - means for controlling the closing of said doors, - means for selectively authorizing a moving off of the train after checking the actual closing of said doors, the abovementioned means being implemented in a car solely by an operator provided with specified access means, comprises, in addition, means for sampling data relating to the actual closing of the doors of the cars situated on either side of the car in which the operator is situated, on the one hand, from a medium for trans-mitting data from the front to the back of the train, ~J h and, on the other hand, from a medium for transmitting data from the back to the front of the train.
Other features and advantages of the invention will also emerge from the description below. In the attached drawings, given by way of non-limiting examples:
- Figure 1 is a simplified electrical diagram of an actual embodiment of a safety control device according to the invention, - Figure 2 is a simplified representation of a portion of a railroad train in which the method according to the invention is implemented, - Figure 3 illustrates a particular embodiment of a control module of the device according to the inven-tion, permitting a momentary reopening of the doors after a general closing command.
An actual embodiment of the invention will now be described in relation to Figures 1 and 2. This embodiment relates to a railroad transport train consisting of identical cars each endowed with a main cabin, an auxili-ary cabin and traction means.
Each car is equipped with a safety control device1 according to the invention in relation to Figure 1.
The safety control device 1 is placed in the main cabin Cl, C2, C3 of the car Rl, R2, R3, with the excep-tion of a control module 6 placed in an auxiliary cabinCA1, CA2, CA3 o~ each car, in relation to Figure 2. It should be noted that each car exhibits an overall front/
back symmetry in regard to the safety control method according to the invention. It is thus possible to put together a train from cars oriented in any direction whilst still permitting the data flows present in the invention.
The device 1 according to the invention comprises a control module 2A, also referred to as MDC ("master door controller"), A for opening the doors situated on the side labeled A, a control module 2B, also referred to as MDC ("master door controller'), B for opening the doors situated on the opposite side labeled B, in relation to Figure 2, and a data processing module 4.

. . . : : ~
.. ~ ' ' ~ ' ' ~ .' V 3 Each opening con~rol module 2A, 2B is respec-tively cpnnected to an opening control line pair LA, LB
common to all of the cars of the train, and to the processing module 4 which is itself connected to two line pairs IA, IB connecting all of the cars of the train and on which cross, on the one hand, the data from the front to the back of the train, and, on the other hand, the data from the back to the front of the train. The opening control line pairs LA, LB and the data line pairs IA, IB
are arranged in such a way as to permit an arbitrary arrangement of the cars within a train.
The control device 1 according to the invention therefore offers as external connections, on the one hand, the four line pairs LA, IA, IB, LB on either side of the two faces E1, E2, and, on the other hand, control lines OA, OB respectively connected to the door activa-tors of sides A and B of the car concerned.
Moreover, the device exhibits a symmetrical structure with regard to the two control modules 2A, 2B.
Consequently, only the control module 2A will be des-cribed, the module 2B exhibiting an identical layout to that of the control module 2A.
The control module 2A itself exhibits a symmetri-cal structure permitting a reversible functioning and the control of all of the cars. It comprises push-buttons, respectively for opening 28A, 58A and for closing 27A, 57A, two oscillators 26A, 56A, respectively connected to two amplifiers 25A, 55A which feed a primary winding 24A, 54A of a transformer 21A, 51A.
Each transformer 21A, 51A comprises a secondary winding 22A, 52A and a self-restraining auxiliary winding 23A, 53A connected to the respective push-button for opening 2 7A, 57A .
One terminal of each secondary winding 22A, 52A
is connected to one line of the control line pair LA
whilst the other terminal is connected to one of the poles of a bipolar switch 20A, 50A connecting the other line of the line pair 2A, either to the secondary winding 22A, 52A, or to a section for continuing the line as far .
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~ J~;i3 as the next switch 50A, 20A. The door activator line pair OA is connected in parallel to the control line pair LA
in the region of the switch 20A. The two amplifiers 25A, 55A are fed from the processing module 4 in a way which will be described subsequently.
The control module 2A furthermore comprises a two-input AND logic gate 29A one input of which is connected to a zonal push-button 31A and to one pole of a bipolar switch 30A, and the output of which is connected to the two push-buttons for opening 28A, 58A.
The switch 30~ enables an energy source, described below, to be connected either to the abovementioned input of the gate 29A, or to an input for activating the two push-buttons for closing 27A, 57A. The control module 2A
comprises furthermore three indicator lights 32A, VGA and VDA whose function and connections are described below.
Moreover, the switch 30A is integral with a main switch presented below.
The description which has just been given may be applied in its entirety to the control module 2B by substituting the letter B for the letter A in all of the abovementioned labels.
The processing module 4 also exhibits a substan-tially symmetrical structure, in particular in regard to the sides A and B in relation to Figure 2. Generally, it comprises, directly coupled to each line pair IA, IB
respectively, an AND logic gate 42A, 42B, connected to an amplifier 43A, 43B whose output is connected to a switch 44A, 44B integral with a main switch key-controlled by the conductor and subsequently denoted by the label MKS
("Master Key Switch") and to a line breaker 90A, 90B.
Each AND gate 42A, 42B offers as inputs, on the one hand, the two lines of the pair of respective lines IA, IB, and, on the other hand, an output line from an amplifier 41 to the input of which is applied the output from an AND logic gate 40 ensuring the AND logic function between two logic signals ~DCL (A) and ~DCL (B), respec-tively representing the state of closure or otherwise of all of the doors of the side A and of the side B

respectively. The logic gate 40 offers a logic "1" level as output only when the entirety of the doors of the relevant car are closed.
The processing module 4 furthermore comprises an energy conversion chain consisting of a protection circuit 76 receiving as input a voltage +b coming from electrical generating and/or storage devices tbatteries) which are external to the control device 1 according to the invention, and delivering a voltage +b*, a cutout supply 77, and finally a converter generating an a.c.
voltage with a specified frequency, by way of example 28 kHz. This a.c. signal is applied to both switches 30A, 30B. Coupling switches 78, 7 enable the ~eed signal to be applied, where necessary, to the line pairs IA, IB
respectively.
Moreover, an NMR ("no motion relay") switch 84 permits feeding of the amplifiers 25A, 56A, 25B, 56B of the abovementioned control modules 2A, 2B.
In addition, each control device 1 according to the invention comprises a traction control authorization module in the main cabin, each car being able to ensure the function of front car of the train. The traction control authorization module comprises a traction author-ization amplifier 70 whose input is connected to the line pair IB, downstream of the breaker 90B, and which is electrically fed from the protection circuit 76 via a coupling switch 75. The amplifier 70 is connected to a switch 71 and to a traction authorization relay 74 via a breaker 73. Indicator lights 72 are placed in parallel on the output lines from the inverting switch 71.
Similarly, the auxiliary cabin CAl, CA2 of each car Rl, R2 comprises a traction authorization amplifier 61 fed from the safeguarded voltage +b~ via a coupling switch 60 and receiving as input the datum crossing on the line pair IA downstream of the breaker 90A. The output from the traction authorization amplifier 61 is applied, via a switch 62 and a breaker 65, to a traction authorization relay 66. Indicator lights 63, 64 are placed down~tream of the switch 62. This arrangement of - :~

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the auxiliary cabin contributes to ensuring a front/back symmetry.of each car, permitting an arbitrary disposition of the cars within a train.
The switches 71 and 62 are in the closed position when the service doors PA1, PB1 are respectively closed, in relation to Figure 2, and when specified control devices (not shown) have previously been correctly positioned.
The processing module 4 furthermore comprises devices activated only when the car concerned is the front car and, in particular, display amplifiers 45A, 45B
connected respectively, as input for the logic gate 42A
for the first and as output for the amplifier 43B for the second, to the line pairs IA, IB.
The display amplifier 45A is connected to the indicator lights VDA and VGB respectively included in the control modules 2A, 2B, whilst the display amplifier 45B
is connected to the indicator lights VGA and VDB respec-tively included in the control modules 2A, 2B. The two abovementioned amplifiers 45A, 45B are fed from a common amplifier 80, itself fed from the output of the converter 81 via two series-connected switches 82, 83 integral with two main switches NKS AB (not shown).
The common amplifier 80 whose output is further-more applied to the indicator lights 32A, 32B and asinput for the AND logic gates 29A, 29B, amplifies an a.c.
signal coming from an oscillator 79 receiving as input, on an OR logic gate (not shown), the output signal from the common amplifier 80 (self-restraining) and signals coming from the two zonal push-buttons 31A, 31B respec-tively.
The control device 1 according to the invention and which has ~ust been described is present in each car Rl, R2, R3 of a railroad transport train, in relation to Figure 2. By way of example, each car Rl, R2 is equipped with eight doors P21, P41, P61, P81, P101, P121, P141, P161; P22 - P162, each corresponding to two ventails Vll, V21; V31, V41; V51, V61; V71, V81; V91, V101; Vlll, V121;
V131, V141; V151, V161. The cars R2, ~3 exhibit a ;

structure identical to the car R1, and the ventails shown in Figure 2 exhibit identical labels with the exception of the final digit, replaced by 2 and by 3 respectively.
Each car Rl, R2, R3 comprises two service doors PA1, PB1; PA2, PB2; PA3, which can be key-activated by the conductor, a main cabin C1, C2, C3 and an auxiliary cabin CA1, CA2, CA3.
The cars are interconnected by the two control line pairs LA, LB and the two data line pairs IA, IB. It should be noted that the front/back symmetry and the left side/right side symmetry of each car permit an arbitrary orientation of these cars. To this end, a suitable arrangement of the control line pairs LA, LB and of the data line pairs is provided which permits this arbitrary disposition of the cars within the train, independently of the orientation of each of the cars.
The functioning of the safety control device 1 according to the invention will now be described in relation to Figures 1 and 2.
So as to facilitate the description, it is assumed that the car R1 is the front car of the train and therefore that the driver of the train is present in the cabin C1, the train moving as pictured by the arrow.
The conductor may be present in any car of the train.
It will be arbitrarily assumed that he is present in the car R2. The conductor has a key to activate the MRS switch enabling three distinct settings to be obtained:
- the ON position, used when the train has stopped and permitting control of the doors, - the RUN position, permitting, under certain conditions specified below, the movement of the train, and - the TERM position, used when the train reaches .-its terminus.
The conductor has available a zonal push-button 3lA, 3lB which he activates so as to identify which car he has got into and to activate the amplifier 10, which 2 ~ g ,~
-- 10 -- ~
has the effect of feeding the zonal indicator lights 32A, 32B.
When the train comes to rest at a station, the conductor sets the MKS switch to the ON position and activates the push-button for opening corresponding to the side enabling alighting. Thus, if this side is the side A, the ON position of the MRS switch sets the switch 30A to the right and permits activation of the push-button for opening 28A via the AND logic gate 29A. The ON
position also has the effect of interrupting the two data line pairs IA, IB by means of the two switches 44A, 44B, thus prohibiting any transfer of data to the driver.
The ON position of the MKS switch also has the effect of rendering the car in which the conductor is located master of the operations for opening and closing the doors of the whole train.
In fact, both switches 20A and 50A for side A, 20B and 50B for side B, are then positioned in such a way that the secondary windings 22A, 52A; 22B, 52B are directly connected to the ends of corresponding line pairs LA, LB. Thus, the opening/closing command~ can be transmitted to the front and to the back of the train from an arbitrary car occupied by the conductor.
The command for closing the doors is initiated by action on the push-buttons for closing 28A, 58A; 28B, 58B. It should be noted that the relevant control module 2A, 2B ensures the transmission of the closing instruc-tion both to the front of the train and to the back of the train. If all of the doors are entirely closed, the logic gates 42A, 42B generate a logic "1" and the indi-cator lights VGA, VDB; VDA, VGB come on indicating that the instruction to move off may be given.
The conductor then positions the MKS switch in RUN mode, which causes the closure of the switches 30A, 30B and the transmission to the driver~s cabin of the logical combination of the closing signals ~DCL (A), ~DCL
(B) and of the RUN type data for all the cars. In the event that the MXS switch of at least one of the cars is not located in the RUN position, the resulting signal ~3J ~ J ~3 arriving at the driver corresponds to a llOII logic level and therefore does not permit the moving off of the train.
In the driverrs cabin, situated at the front of the train, the coupling switch 78 enables a high signal to be delivered to the back of the train over the data line pair IA, thus overcoming the absence of any front-ward adjacent car.
Similarly, in the car situated at the back of the 0 train, the coupling switch 7 ensures the emission of a logic signal over the data line pair IB.
If all the necessary conditions (doors closed, RUN position of all of the MRS switches) are brought together, the traction authorization amplifier 70, situated in the control device 1 of the cabin of the front car, receives a high ("1~) logic level as input.
The authorization relay 74 is then activated if the switch 71 and the breaker 73 are closed.
The conductor furthermore has available a third command: the TERM command used in the terminus setting.
In this setting, the switches 20A, 50A; 20B, 50B are positioned in such a way that the control modules 2A, 2B
are then directly coupled to the control line pairs LA, LB. ~urthermore, the data line pairs IA, IB are inter-rupted, preventing any moving off of the train.
It should be noted that all of the data andcommands are transmitted in alternating mode, which guarantees both a galvanic isolation and a high level of safety. In one actual embodiment, the frequency of the signals is equal to 28 kHz.
In one preferred embodiment of the invention, the control moduleq are arranged to permit a momentary reopening of one or more doors which are not closed on termination of the general closing command, by virtue of an obstruction due to one or more passengers Figure 3 illu~trates an embodiment implementing a 5-contact push-button BP for each left-hand ZG and right-hand ZD portion of the control module corresponding for example to side A of the train. An extra transmission line is added to - ~

3 --~

the control line pair LA, thus producing a three-line transmission conductor L~A.
In normal functioning, the push-button BP is in the home position and the switches 20A, 50A are posi-tioned either in RUN mode, or in ON or TERM mode depend-ing on the position of the NKS switch. The extra line is then inoperative. If there is a need to reopen the doors to the left of the car housing the conductor, he activ-ates the push-button BP which causes the opening of the connection of the secondary winding 36 to the line pair LA, and consequently the opening of the doors situated to the left of the control module ZG. At the same time, the OSC lines connected to the oscillator 26A (Figure 1) and OZ are placed in contact while the switch 16 is open. The line pair consisting of the upper and lower lines of the three-line conductor L~A ensures the transmission of the momentary reopening command to all of the activators of the doors situated to the left of the control module ZG.
All of the other control modules of the train are simi-larly equipped.
Of course, the invention is not confined to the examples described and represented, and numerous develop-ments may be made to these examples without going beyond the scope of the invention.
Thus, the use of the line pairs implemented in the invention may be envisaged for the transmission of other types of data superposed on the preexisting data, on condition that there is no interference and that an effective selective filtering is carried out.
Moreover, control and data signal shaping types other than that used in the example described can be provided, such as digital transmission modes, whilst, however, keeping in mind the vital necessities of reli-ability and of safety of railroad equipment.

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Claims

1. A method for the safe control of doors of a railroad transport train comprising several cars (R1, R2, R3) provided with doors whose opening and closing are controlled by activators, comprising sequence of the following steps initiated by an operator from any one of the cars (R1, R2, R3):
- command authorization, initiated after the train has stopped, - command for opening a specified portion of all of said doors of the train, - command for closing said doors and - transmission to a driver situated at the front of the train of a selective authorization for the moving off of the train after execution of a prior step for checking the actual closing of said doors, wherein during the step for checking closing, data on the state of closure of the doors of the cars situated on either side of the car accommodating the operator are sampled, on the one hand, from a flow of data crossing from the front to the back of the train, and, on the other hand, from a flow of data crossing from the back to the front of the train.

2. The method as claimed in claim 1, wherein the opening-command and closing-command steps are arranged so that all of the control instructions destined for the activators of the doors of the cars situated on either side of the car accommodating the operator are trans-mitted from said car on instruction transmission media (LA, LB) connecting all of the cars (R1, R2, R3).

3. The method as claimed in claim 1, wherein the opening-command and closing-command steps each comprise a command sub-step applying to all of the doors situated on a first specified side (A) of the train and a command sub-step applying to all of the doors situated on the other side (B) of the train.

4. The method as claimed in claim 1, wherein during the authorization transmission step, the flow of data crossing from the back to the front of the train combines data on actual closing of the doors and on authorization for moving off which are specific to each car, in order to generate a resulting moving off authorization datum in the region of the driver.

5. The method as claimed in claim 1, wherein the instructions and the data are transmitted in alternating mode at a specified frequency over lines (LA, LB, IA, IB) arranged in pairs.

6. The method as claimed in claim 1, which com-prises, in addition, a step for the momentary reopening of one or more doors which are not closed on termination of the closing-command step.

7. A device (1) for safe control of doors of a railroad transport train comprising several cars (R1, R2, R3) provided with doors whose opening and closing are controlled by activators, implementing the method accord-ing to the preceding claims, placed in each of said cars (R1, R2, R3) and comprising means (20A, 50A; 20B, 50B) for authorizing a command when the train is stationary, - means (28A, 58A; 28B, 58B) for controlling the opening of a specified portion of all of said doors of the train, - means for controlling the closing of said doors, - means (27A, 57A; 27B, 57B) for selectively authorizing a moving off of the train after checking the actual closing of said doors, the abovementioned means being implemented in a car by an operator provided with specified access means, which comprises, in addition, means (45A, 45B) for sampling data relating to the actual closing of the doors of the cars situated on either side of the car in which the operator is situated, on the one hand, from a medium (IA) for transmitting data from the front to the back of the train, and, on the other hand, from a medium (IB) for transmitting data from the back to the front of the train, said medium (IB) ensuring, in addition, the transmission of a selective authorization datum for moving off.

8. The device (1) as claimed in claim 7, wherein the means for controlling opening and closing are arranged so that said means generate, on instruction transmission media (LA, LB) connecting all of the control devices placed in each car (R1, R2, R3), control instructions destined for the activators of the cars situated on either side of the car in which the operator is situated.

9. The device (1) as claimed in claim 8, wherein the data and instruction transmission media consist of line pairs (LA, LB) and wherein the instructions and data are transmitted in the form of alternating signals at a specified frequency.

10. The device (1) as claimed in claim 9, wherein the opening-command means and the closing-command means each comprise means for controlling the doors situated on one side of the train and means for controlling the doors situated on the other side, the means for controlling opening and closing of each side being gathered together within opening/closing control means (2A, 2B) associated with each side, and all of the opening/closing control means of one and the same side being connected within the train by a line pair for transmitting instructions (LA, LB).

11. Application of the device as claimed in claim 7 to a railroad train comprising several cars (R1, R2, R3) each comprising a main driving cabin (C1, C2, C3) and an auxiliary cabin (CA1, CA2), wherein the device according to the invention equipping each car (R1, R2, R3) comprises, in addition, main moving off authorization means (70-74) to which is applied a main authorization signal sampled from the line pair (IB) for transmitting data crossing to the front of the train, which are connected to traction control means, and auxiliary moving off authorization means (61-66) to which is applied an auxiliary authorization signal sampled from the line pair (IA) for transmitting data crossing to the back of the train, said main and auxiliary means being implemented in an end car of the train.

12. The device (1) as claimed in claim 7, which comprises, in addition, means (31A, 31B) for identifying the car in which the operator is situated as being the car from which the control instructions are transmitted, the implementation of said identification means by the operator leading to the activation of the opening/closing control means (2A, 2B) of the device (1).

13. The device (1) as claimed in claim 12, which comprises, in addition, visual checking means (VGA, VDA, VDB, VGB) connected to the means for sampling the door closing data, for indicating to the operator the state of closure of said doors, and zone display means (32A, 32B) connected to the identification means, for indicating to the operator the validation of the control authorization means.

14. The device as claimed in claim 10, which com-prises, in addition, means (BP) for controlling a momen-tary reopening of doors which are not closed on termina-tion of the implementation of the closing control means, and wherein the instruction transmission media each comprise three lines (L'A).

15. The device as claimed in claim 8, wherein the instruction transmission media (LA, LB) and the data transmission media (IA, IB) are arranged within each car (R1, R2, R3) in such a way as to permit an arbitrary disposition of said cars (R1, R2, R3) within the railroad transport train, independently of the orientation of each of said cars (R1, R2, R3).