EP4185507B1 - Method for controlling railway rolling stock and corresponding railway rolling stock - Google Patents

Description

The present invention relates to a method for controlling railway rolling stock. It also relates to railway rolling stock capable of being controlled by such a method.

The invention concerns automatic rail transport lines, the operation of which is designed to be fully automated. On such lines, rolling stock can, in an automatic operating mode, be controlled automatically by a full automation system, without a driver on board. Such lines make it possible in particular to efficiently transport a large flow of passengers, while being able to quickly adapt to a substantial variation in this flow. For example, line 14 of the Paris metro is of this type.

During a malfunction of the full automation system or, more generally, during a breakdown which blocks the automatic operation of such a line, it is planned to be able to manually resume driving the rolling stock. To do this, a driver must board the rolling stock and manually act on control devices to drive the rolling stock, for example moving it forward or backward to a station or siding, opening or closing doors. loading of rolling stock, etc. These various control elements are provided in an ad hoc emergency console, which is integrated into the rolling stock and which is normally inaccessible so that only the driver can access it if necessary, for example using a special key. WO 2017/021457 A1 discloses an example of corresponding rolling stock. In this manual driving mode, the rolling stock must be able to be driven in complete safety as on a standard line, that is to say non-automated, by allowing the driver to carry out all the usual operating maneuvers. As a result, the driver must be experienced in driving rolling stock and their traffic environment, having an appropriate level of qualification and certification. Therefore, the operation of such an automated line requires that one or more of such drivers be always available and ready to intervene, which requires significant organization and cost. Furthermore, even by pre-positioning this or these conductors at strategic points on the line, the duration of unavailability of the line can be long if necessary, because the driver must first physically reach the rolling stock to be passed. in manual driving mode.

For his part, WO 2013/156298 A1 discloses a railway vehicle comprising a first manual control console, as well as a second control console manual which is used by the driver on board in the event of a breakdown of the first console. The second console allows you to control the railway vehicle with just a few “basic” functions which are redundant compared to some of the more complete functions which can be controlled by the main console.

The aim of the present invention is to improve the operational availability of such automatic lines, while guaranteeing their safety.

To this end, the subject of the invention is a method for controlling railway rolling stock, as defined in claim 1.

The invention also relates to railway rolling stock, as defined in claim 11.

One of the ideas underlying the invention is to provide that the rolling stock can be operated in a mode different from the automatic operating mode and the manual driving mode, namely a simplified handling mode which will be operable by a person on board the rolling stock, who may have no technical prerequisites for driving rolling stock. Therefore, a “simple” line operating agent, for example a commercial agent or staff assigned to the day-to-day management of a station on the line, or even an ordinary person may be able to order the rolling stock when at least certain damages, which are considered minor from a safety point of view, but which prevent the automatic operation of the rolling stock. According to the invention, in the simplified support mode, it is planned that this person on board uses dedicated control elements which correspond functionally, or even structurally, to only part of the control elements of the emergency console, so that this person can only operate the rolling stock according to "basic" maneuvers: these dedicated control elements are, at a minimum, a switch to switch to simplified support mode, a forward traction button to advance the rolling stock, and an emergency braking button, which is typically a push button. Some other dedicated control elements can advantageously be provided, as detailed below. In all cases, the number of these dedicated control elements is necessarily limited, being much lower than that of all the control elements belonging to the emergency console, so that the aforementioned person can easily control the rolling stock to move it forward and thus release it from its position where automatic operation is no longer possible. In practice, as detailed below, various material possibilities are possible so that the aforementioned person can physically access only the dedicated control elements, without accessing all of the control elements of the emergency console. In all cases, the invention makes it possible to limit the constraints operation of an automated line and to facilitate the treatment of malfunctions of such a line, in particular by limiting the duration of unavailability of the line in the event of minor damage to the rolling stock since the latter no longer requires waiting the arrival on board of an experienced driver.

Additional advantageous characteristics of the method and of the rolling stock, in accordance with the invention, are specified in the other claims.

• [Fig. 1] la figure 1 est un schéma d'une installation ferroviaire comportant un matériel roulant conforme à l'invention ; et
• [Fig. 2] la figure 2 est un schéma d'une partie du matériel roulant de la figure 1, observée depuis l'intérieur du matériel roulant.

The invention will be better understood on reading the description which follows, given solely by way of example and made with reference to the drawings in which:

• [ Fig. 1 ] there figure 1 is a diagram of a railway installation comprising rolling stock according to the invention; And
• [ Fig. 2 ] there figure 2 is a diagram of part of the rolling stock of the figure 1 , observed from inside the rolling stock.

On the figure 1 is shown a railway installation 1 comprising a track 10 and one or more rolling stock, only one of which is represented, under the reference 20, and which are designed to run on track 10. The railway installation 1 is for example a railway installation passenger transport. In particular, the installation 1 can be a metro line, the rolling stock 20 then being for example a self-propelled train.

Track 10 includes a path 11 for running and guiding the rolling stock 20, as well as, where applicable, a line 12 for supplying energy to the rolling stock 20. The specifics of path 11 and line 12, as well as the specificities of parts of the rolling stock 20 which cooperate respectively with this path 11 and this line 12, are not limiting to the invention and will not be described here further, since falling within knowledge of the field.

Route 10 envisaged here also includes platforms, only one of which is shown on the figure 1 under the reference 13 and which allow access to the interior of the rolling stock 20, in particular when the latter is parked on the platform. In the exemplary embodiment considered in the figures, the platform 13 is a passenger boarding platform and is equipped with doors 14, which are normally closed and which are open when the rolling stock 20 is parked along the platform 13 in order to so that passengers can enter and exit rolling stock. The specificities of the platforms of track 10 are not limiting to the invention, it being simply noted that, in practice, each of these platforms is typically located in a station of the railway installation 1, such as a metro station.

In the exemplary embodiment considered in the figures, track 10 also includes railway signaling elements 15, which visually provide information on the traffic conditions on track 10 and which are in particular intended to be observed from the inside rolling stock 20. The specificities of these signaling elements 15 are also not limiting to the invention.

• un poste de commande centralisé 31, qui est distant du matériel roulant 20,
• pour chaque matériel roulant, une unité de pilotage automatique 32, qui est embarquée dans le matériel roulant 20 et qui est adaptée pour, conjointement avec le reste du système d'automatisation intégrale 30, piloter automatiquement le matériel roulant 20, en commandant notamment le déplacement de ce matériel roulant le long de la voie 10, ainsi que l'accès à l'intérieur du matériel roulant, notamment l'accès à des voyageurs via des portes d'accès 21 du matériel roulant 20, et
• des équipements fixes décentralisés 33, qui assurent une transmission de données entre le poste de commande centralisé 31 et l'unité de pilotage automatique 32 de chaque matériel roulant, et qui incluent, entre autres, des balises de localisation du matériel roulant le long de la voie 10, ces équipements fixes décentralisés 33 pouvant également être prévus pour commander l'ouverture des portes 14 du quai 13.

The railway installation 1 is designed to be operated automatically, in particular without a driver on board the rolling stock 20. For this purpose, it includes an integral automation system 30 which includes:

• a centralized control station 31, which is distant from the rolling stock 20,
• for each rolling stock, an automatic control unit 32, which is on board the rolling stock 20 and which is adapted to, jointly with the rest of the integral automation system 30, automatically control the rolling stock 20, in particular by controlling the movement of this rolling stock along track 10, as well as access to the interior of the rolling stock, in particular access to passengers via access doors 21 of rolling stock 20, and
• decentralized fixed equipment 33, which ensures data transmission between the centralized control station 31 and the automatic control unit 32 of each rolling stock, and which includes, among other things, location beacons of the rolling stock along the track 10, this decentralized fixed equipment 33 can also be provided to control the opening of the doors 14 of platform 13.

The specificities of the centralized control station 31, the automatic control units 32 and the decentralized fixed equipment 33, as well as those of the connections between them, are not limiting to the invention and can take multiple forms of realization, as long as , in an automatic operating mode of the installation 1, the rolling stock 20 is controlled by the integral automation system 30 in an automated manner, in particular without manual intervention on board the rolling stock.

As shown schematically on the figure 1 , the integral automation system 30 also advantageously comprises audiovisual means 34, which are connected to the centralized control station 31 and which include intercoms and cameras on board the rolling stock 20, as well as fixed cameras on platform 13, so as to be able to hear, see and communicate with the people present in the rolling stock 20 and on platform 13, from the centralized control station 31.

In addition to its automatic control unit 32 and its components cooperating with the track 10 for the purposes of its running, its guidance and its energy supply, the rolling stock 20 includes an emergency console 22, visible at the rear. figure 2 . In the embodiment considered here, the emergency console 22 is located at the front of the rolling stock 20, directly above a front front window 23 of the rolling stock. In the case where the rolling stock 20 is capable of traveling in two opposite directions, the emergency console can be provided in two copies respectively located at the two front ends of the rolling stock. In all cases, the emergency console 22 is integrated into the rolling stock 20 so as to be usable from inside this rolling stock.

As shown schematically on the figure 2 , the emergency console 22 includes multiple control elements. For reasons which will appear later, some of these control elements are represented in solid lines on the figure 2 , being referenced 24, while the other control members are represented in dotted lines, being referenced 25. Together, the control members 24 and 25 make it possible to manually drive the rolling stock 20 so as to make it perform all the necessary maneuvers to its full exploitation. Thus, as detailed below, the control members 24 and 25 are designed to, in a manual driving mode of the rolling stock 20 within the railway installation 1, allow a driver on board the rolling stock 20 to control all the possible maneuvers of this rolling stock, in particular for the purposes of moving this rolling stock, access to the interior of the rolling stock, securing the rolling stock, etc. Of course, this manual driving mode is only operable outside of the aforementioned automatic operating mode and the driver acting on the emergency console 22 to implement this manual driving mode must be experienced in actuating the different control bodies 24 and 25, in particular having the appropriate qualifications and certifications.

So that the control members 24 and 25 are not freely accessible, the emergency console 22 also includes a cover 26 which normally covers these control members 24 and 25. The embodiment of the cover 26 is not limiting: it may include one or more parts, each of them being movable or removable relative to a console of the emergency console 22, on which the control members 24 and 25 are arranged. In all cases, this cover 26 prohibits access to the control elements 24 and 25 in normal times, in particular during the automatic operating mode, while, if necessary, in particular in the manual driving mode, the cover 26 is designed to free access to all the control elements. control 24 and 25, by means of its prior release from the rest of the emergency console 22. In practice, this prior release of the cover 26 is carried out by the aforementioned driver, using an ad hoc tool, in particular a special key.

According to the invention, the cover 26 is arranged to give access only to certain of the control members, namely the control members 24, while maintaining the prevention of access to the control members 25. To this end, according to a possibility of realization which is implemented in the example of the figure 2 , the cover 26 is provided with one or more hatches 27 allowing access to the control members 24, without provide access to the control elements 25. In practice, the hatch(es) 27 are opened manually using an appropriate tool, typically a specific key which is advantageously provided different from the aforementioned special key making it possible to release the entire cover 26. The material specificities of the hatch(es) 27 and, more generally, of the arrangements of the cover 26 which only give access to the control members 24, are not limiting and can take multiple forms of realization, within the immediate scope of a person skilled in the art. On the figure 2 , the hatches 27 are shown open, which explains why the control members 24 are represented in solid lines, while the control members 25 are covered by the rest of the cover 26, which explains why these control members 25 are drawn with dots.

The control members 24 are provided to allow the rolling stock 20 to be manually controlled according to basic maneuvers, that is to say partial and limited maneuvers compared to those permitted by, jointly, the control members 24 and the control members. control 25. Thus, the control elements 24 make it possible, when used without the control elements 25, to implement a mode of simplified management of the rolling stock 20 within the railway installation 1. This mode simplified support is implemented outside of automatic operating mode and outside of manual driving mode. The simplified support mode can be operated by a person on board as long as this person has physical access to the control elements 24 without accessing the control elements 25, via the aforementioned arrangements of the cover 26, such as the hatch(es) 27 In particular, the control elements 24 are easily usable by the aforementioned person standing facing the emergency console 22 and thus advantageously observing the track 10 through the front window 23.

• un commutateur 24.1 qui est adapté pour être manuellement passé entre deux positions stables, à savoir une position inactive, qui est occupée par le commutateur 24.1 dans le mode d'exploitation automatique et dans laquelle le mode de prise en charge simplifiée est inhibé, et une position active, dans laquelle le mode de prise en charge simplifiée est enclenché, notamment en rendant actifs les autres organes de commande 24 ;
• un bouton de traction vers l'avant 24.2, qui est adapté pour être manuellement actionné et qui commande l'entraînement du matériel roulant 20 vers l'avant sur la voie 10 ; et
• un bouton de freinage d'urgence 24.3, qui est adapté pour être manuellement actionné et qui commande un freinage d'urgence du matériel roulant 20.

The control elements 24 include at least:

• a switch 24.1 which is adapted to be manually switched between two stable positions, namely an inactive position, which is occupied by the switch 24.1 in the automatic operating mode and in which the simplified support mode is inhibited, and a active position, in which the simplified support mode is engaged, in particular by making the other control elements 24 active;
• a forward drive button 24.2, which is adapted to be manually actuated and which controls the driving of the rolling stock 20 forward on track 10; And
• an emergency braking button 24.3, which is adapted to be manually actuated and which controls emergency braking of the rolling stock 20.

For enhanced security purposes, moving switch 24.1 from its inactive position to its active position controls actions to secure the rolling stock 20, such as closing and locking the access doors 21 of the rolling stock, releasing the brakes. rolling stock, as well as, if the rolling stock can be moved in two opposite directions, the selection of the direction of travel and, if the rolling stock is provided with a copy of the emergency console 22 at each of its front ends, the neutralization of the copy provided at the end opposite to that where the switch 24.1 is moved. The activation of the control elements 24, other than the switch 24.1, can also be conditioned on the effective execution of all or part of these security actions: in particular, the forward traction button 24.2 does not is thus made active only when the conditions for safe operation of the rolling stock 20 are met.

To control the drive of the rolling stock 20 forward in a simple and safe manner, the forward traction button 24.2 can advantageously be designed to control traction of the rolling stock as soon as the aforementioned person presses this button and to apply braking to the rolling stock as soon as the person releases pressure on the forward traction button 24.2. In addition, the speed at which the rolling stock 20 is driven when the forward traction button 24.2 is actuated can advantageously be limited to a predetermined value, for example between 15 and 50 km/h. Furthermore, the forward traction button 24.2 can advantageously be provided to actuate braking of the rolling stock 20 when pressing this button is maintained uninterrupted for a predetermined duration, for example between 25 and 60 seconds.

The emergency braking button 24.3 is, for its part, advantageously provided in the form of a push button, to facilitate its use by the aforementioned person in an emergency situation.

In view of the above, we understand that, in normal service, the railway installation 1 operates in the automatic operating mode described above. As soon as a damage occurs, in particular during a malfunction of the integral automation system 30, the latter is designed to go into safety mode, that is to say suspend the automatic operating mode and therefore immobilize the rolling stock 20 on track 10. It may then be necessary to manually control the rolling stock 20, in particular so that it reaches platform 13 and stops there to let the passengers it carries exit on this platform. To this end, the rolling stock 20 can be switched to manual driving mode, but this requires that the driver mentioned above be mobilized and join the rolling stock 20, which implies a significant duration for the unavailability of the rolling stock 20. railway installation 1. Alternatively, since the aforementioned damage is only minor, that is to say does not have a blocking nature for the forward drive of the rolling stock 20, the invention provides for switching the rolling stock to the simplified support mode. Such minor damage is, for example, a failure of non-critical equipment, a signaling failure, a failure to transmit information, etc. In this case, a person on board the rolling stock 20, who does not have the technical expertise of the aforementioned driver but to whom access to the control elements 24 is made possible, is able to control the rolling stock 20 by acting manually on these control elements 24. This person can in particular be a station agent, present on the platform 13 near the rolling stock 20 immobilized due to the damage: this station agent quickly and easily joins the rolling stock 20 , then enters it by accessing the interior of the rolling stock through one of its access doors 21, after having unlocked and opened it using an appropriate tool, in particular the specific key mentioned above. Also using this specific key, this agent opens the hatch(es) 27 to access the control elements 24. In all cases, as soon as the person on board has physical access to the control elements 24, this person passes in simplified support mode, by acting on the switch 24.1, then advances the rolling stock 20 forward to platform 13, by acting on the forward traction button 24.2. The speed at which the rolling stock advances can then be limited, as indicated above. If necessary, or in compliance with a pre-established security protocol, the person on board communicates regularly with the centralized control station 31 using audiovisual means 34 in the simplified support mode. Once the rolling stock 20 is thus brought to platform 13, the aforementioned person places the switch 24.1 in its inactive position, then allows travelers to exit the rolling stock 20 on platform 13 by manually opening at least one access doors 21 of the rolling stock, typically using the aforementioned specific key.

Thus, we understand that in the simplified handling mode, the possibilities of maneuvering the rolling stock 20 are reduced, due to the fact that only the control elements 24 are operable while the control elements 25 remain inaccessible to the aforementioned person. This being said, in addition to moving the rolling stock 20 on track 10 as described just above, other basic functions can be planned to be achievable by this person in the simplified management mode, thanks to the organs control 24, more precisely thanks to the characteristics of the latter provided in addition to the switch 24.1, the forward traction button 24.2 and the emergency braking button 24.3.

Thus, following an advantageous option which is illustrated in the example of the figure 2 , the control elements 24 include a signal crossing button 24.4. This signal crossing button 24.4 is adapted to be manually actuated and allows the rolling stock 20 to pass a signal coming from the signaling elements 15, which normally controls the stopping of the rolling stock 20 when this signal is closed. For example, pressing the signal crossing button 24.4, followed by releasing this button allows, for a predetermined duration of a few seconds or tens of seconds, to advance the rolling stock 20 by crossing a closed signal of the elements signaling 15.

Also following an advantageous option which is illustrated in the example of the figure 2 , the control elements 24 also include elements 24.5 for manually controlling a sound system of the rolling stock 20. These elements 24.5 include, for example, a handset and buttons. In all cases, these elements 24.5 make it possible to communicate sound messages to the attention of travelers, in particular inside the rolling stock 20. For example, when the aforementioned person picks up the handset of the elements 24.5, he speaks to the all the passengers on board the rolling stock 20. In practice, the embodiment of elements 24.5 is not restrictive and depends on the sound system of the rolling stock.

Following yet another option illustrated in figure 2 , the control members 24 include buttons 24.6 for controlling unpreparation and preparation of the rolling stock 20. Each of these buttons 24.6 is adapted to be manually actuated and selectively controls the unpreparation of the rolling stock 20, that is to say an interruption of its energy supply, and the preparation of the rolling stock, that is to say its resupply of energy.

Furthermore, in all cases, the security of the simplified support mode can advantageously be reinforced by providing that, in the simplified support mode, in the event of activation of an alarm signal on board the equipment rolling stock 20 by a passenger present on board, the aforementioned person, who uses the control elements 24, is warned of this actuation of the alarm signal by an ad hoc witness of the rolling stock. This indicator, which is not shown in the figures, can be a display, which, for example, flashes when the alarm signal is activated, or a loudspeaker, which, for example, emits a sound alarm when the alarm signal is activated. Whether the indicator is visual or audible, it indicates to the aforementioned person that a traveler has activated the alarm signal and that there is therefore potentially a danger identified by this traveler. The aforementioned person can then apply the appropriate procedure to ensure the safety of the equipment. rolling wheel 20 and its passengers, if necessary in connection with the centralized control station 31 via the audiovisual means 34.

In the embodiment described so far, the control elements dedicated to the implementation of the simplified support mode, that is to say the control elements 24, form part of the control elements 24 and 25 of the emergency console 22. According to an alternative embodiment, which is not illustrated in the figures, these dedicated control members can be carried by a support which is distinct from the emergency console 22. This support then forms a housing remote control with respect to the emergency console 22 and the control elements which it carries are redundant with the control elements 24 of the emergency console 22. This support is adapted to be connected to the rolling stock 20 so as to control the latter in simplified support mode. In practice, in the simplified support mode, the person on board who seeks to control the rolling stock 20 first connects the support to the rolling stock 20, in particular by connecting the support to an ad hoc connection socket, typically located near the emergency console 22, then uses the control members carried by the support to make the rolling stock 20 carry out the maneuvers described above. To implement the simplified support mode, the aforementioned person must therefore have this support which can be, for example, either brought on board by the aforementioned person, or recovered by the aforementioned person directly on board the rolling stock in providing that the support is previously housed in a locked niche of the rolling stock, which the aforementioned person can unlock with the specific key mentioned above.

In this alternative embodiment, the aforementioned support can advantageously be adapted to be fixed removably on the emergency console 22, in particular by resting on the cover 26. In all cases, it is understood that the use of this support avoids for the aforementioned person to have to physically access the control elements 24 of the emergency console 22, since these control elements 24, as well as the control elements 25 remain covered by the cover 26 which is then devoid of arrangements such as the hatch(es) 27.

The alternative embodiment, which has just been described, and the embodiment illustrated in figure 2 can be combined, providing that only some of the dedicated control members are part of the control members 24 of the emergency console 22 and that the other dedicated control members are carried by a support similar to that described above.

More generally, it is understood that the dedicated control elements, which allow the aforementioned person on board to control the rolling stock 20 in the simplified support mode, correspond functionally to only part of the control elements of the emergency console 22, in the sense that the operating functions of the rolling stock 20 operable in the simplified support mode are more limited than those operable in the manual driving mode, but can be easily controlled by the aforementioned person, the latter not having to have the qualifications and skills of an experienced driver: in the embodiment illustrated in the figure 2 , this correspondence is also structural, in the sense that all the dedicated control elements are part of the control elements of the emergency console, being materially the control elements 24; in the alternative embodiment described a little above, the correspondence is only functional, in the sense that all the dedicated control members, which are carried by the aforementioned support, are structurally distinct from the control members of the emergency console and are potentially redundant with some of the control elements of the emergency console 22. In all cases, in the simplified support mode, the aforementioned person on board does not have physical access to the rest of the control elements of the emergency console 22 , that is to say at least to the control elements 25, it being noted that, when the aforementioned alternative embodiment is implemented, this person does not have physical access to any of the control elements 24 of the emergency console .

Finally, beyond what has been described so far, various arrangements and variants to the railway installation 1, in particular to the rolling stock 20, as well as to the control method of the latter are possible for those skilled in the art. job.

Claims (18)

1. A method for controlling a railway rolling stock, wherein:

   - in an automatic operation mode, the rolling stock (20) is automatically controlled by an integral automation system (30), and

   - in a manual operation mode, the rolling stock (20) is operated by an onboard driver by means of an emergency control desk (22), which is integrated into the rolling stock, and which includes control elements (24, 25),

   characterized in that, in a simplified takeover mode, the rolling stock (20) is controlled by an individual on board using dedicated control elements (24) which correspond, at least functionally, to only a part of the control elements (24, 25) of the emergency control desk (22) while the remainder of the control elements of the emergency control desk are physically inaccessible to said onboard individual, these dedicated control elements including at least :

   - a switch (24.1) for switching to the simplified takeover mode,

   - a forward drive button (24.2), and

   - an emergency braking button (24.3).
2. The method according to claim 1, wherein, in the simplified takeover mode, the speed at which the rolling stock (20) advances upon actuation of the forward drive button (24.2) is limited to a predetermined value.
3. The method according to one of claims 1 or 2, wherein, in the simplified takeover mode, said individual on board communicates with a centralized control station (31) of the integral automation system (30) by audiovisual means (34) of the integral automation system.
4. The method according to any one of the preceding claims, wherein the simplified takeover mode is engaged by switching the switch (24.1) from an inactive position, which the switch occupies in the automatic operation mode, to an active position, in which the dedicated control elements (24), other than the switch, are made active, and in which the switching of the switch (24.1) from the inactive position to the active position controls the actions for securing the rolling stock (20).
5. The method according to any one of the preceding claims, wherein, in the simplified takeover mode, the actuation of an alarm signal on board the rolling stock (20) is indicated to said individual on board by an indicator of the rolling stock (20).
6. The method according to any of the preceding claims, wherein at least one of the dedicated control elements (24) is part of the control elements (24, 25) of the emergency control desk (22) and is, in the simplified takeover mode, physically accessible to said individual on board, without having access to the other control elements (25) of the emergency control desk, by at least one flap (27) which is integrated into a normally closed cover (26) of the emergency control desk, by opening said at least one flap by means of a specific key which does not allow the rest of the cover to be released from the emergency control desk.
7. The method according to any one of claims 1 to 5, wherein all the dedicated control elements (24) are part of the control elements (24, 25) of the emergency control desk (22) and are, in the simplified takeover mode, physically accessible to said individual on board, without having access to the other control elements (25) of the emergency control desk, by at least one flap (27) which is integrated into a normally closed cover (26) of the emergency control desk, by opening said at least one flap by means of a specific key which does not allow the rest of the cover to be released from the emergency control desk.
8. The method according to one of claims 6 or 7, wherein, in the simplified takeover mode, said individual on board also opens an access door (21) of the rolling stock (20) by means of said specific key.
9. The method according to any one of claims 1 to 6, wherein at least one of the dedicated control elements (24) is housed in a support that is distinct from the emergency control desk, and wherein, in the simplified takeover mode, said individual on board connects this support to the rolling stock (20) before using it to control the rolling stock.
10. The method according to any one of claims 1 to 5, wherein all dedicated control elements (24) are housed in a support that is separate from the emergency control desk, and wherein, in the simplified takeover mode, said individual on board connects this support to the rolling stock (20) before using it to control the rolling stock.
11. A railway rolling stock (20), comprising:

    - an integral automation system (30),

    - an automatic control unit (32), which belongs to this integral automation system (30) and which is able to, together with the rest of the integral automation system, automatically control the rolling stock on a track (10) of a railway installation (1), and

    - an emergency control desk (22), which includes control elements (24, 25) adapted to drive the rolling stock (20) manually

    characterized in that the rolling stock (20) includes dedicated control elements (24), which correspond, at least functionally, to just some of the control elements (24, 25) of the emergency control desk (22) and which, in a simplified takeover mode of the rolling stock, are usable by an individual on board the rolling stock to control the rolling stock while the rest of the control elements of the emergency control desk are physically inaccessible to said individual on board, these dedicated control elements including at least :

    - a switch (24.1) to switch the rolling stock into the simplified takeover mode,

    - a forward drive button (24.2), and

    - an emergency braking button (24.3).
12. A rolling stock according to claim 11, wherein the emergency control desk (22) is provided with a cover (26) which normally covers all the control elements (24, 25) of the emergency control desk so as to prevent access thereto, and wherein at least one of the dedicated control elements (24) is part of the control elements (24, 25) of the emergency control desk (22) and is, in the simplified takeover mode, physically accessible to said individual on board, without having access to the other control elements (25) of the emergency control desk, through arrangements of the cover (26).
13. The rolling stock according to claim 11, wherein the emergency control desk (22) is provided with a cover (26) which normally covers all the control elements (24, 25) of the emergency control desk in such a way as to prevent access thereto, and wherein all the dedicated control elements (24) are part of the control elements (24, 25) of the emergency control desk (22) and are, in the simplified takeover mode, physically accessible to said individual on board, without having access to the other control elements (25) of the emergency control desk, by means of arrangements of the cover (26).
14. The rolling stock according to one of claims 12 or 13, wherein said arrangements of the cover (26) are a flap or flaps (27).
15. The rolling stock according to claim 11 or 12, wherein at least one of the dedicated control elements (24) is housed in a support that is separate from the emergency control desk, this support is able to, in the simplified takeover mode, be connected to the rolling stock (20) so as to control the rolling stock.
16. The rolling stock according to one of claims 11, wherein all the dedicated control elements (24) are housed in a support that is separate from the emergency control desk, this support being able to be, in the simplified takeover mode, connected to the rolling stock (20) in order to control the rolling stock.
17. The rolling stock according to any one of claims 11 to 16, wherein the emergency control desk (22) is located at the front of the rolling stock (20), in line with a front window (23) of the rolling stock (20).
18. The rolling stock according to any one of claims 11 to 17, wherein the dedicated control elements (24) further include:

    - a signal passing button (24.4), and/or

    - elements (24.5) for controlling a public address system of the rolling stock (20), and/or

    - buttons (24.6) for controlling a shutdown and a preparation of the rolling stock (20).

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