EP2163451B2 - Poste de conduite d'un véhicule guidé, notamment d'un véhicule ferroviaire - Google Patents

Poste de conduite d'un véhicule guidé, notamment d'un véhicule ferroviaire Download PDF

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Publication number
EP2163451B2
EP2163451B2 EP09090012.7A EP09090012A EP2163451B2 EP 2163451 B2 EP2163451 B2 EP 2163451B2 EP 09090012 A EP09090012 A EP 09090012A EP 2163451 B2 EP2163451 B2 EP 2163451B2
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EP
European Patent Office
Prior art keywords
driver
seat
operating
vehicle
location
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.)
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EP09090012.7A
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German (de)
English (en)
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EP2163451A1 (fr
EP2163451B1 (fr
Inventor
Mirko Ziesch
Reinhard Selzer
heinz-Jürgen Horn
Sven Kobel
Hans Ruprecht Bahr
Jochen Dittrich
Tibor Kiss
Jan Vietze
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to PL09090012T priority Critical patent/PL2163451T5/pl
Publication of EP2163451A1 publication Critical patent/EP2163451A1/fr
Application granted granted Critical
Publication of EP2163451B1 publication Critical patent/EP2163451B1/fr
Publication of EP2163451B2 publication Critical patent/EP2163451B2/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/04—Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof

Definitions

  • the invention relates to a driver's cab of a rail vehicle, in particular a rail vehicle, and a method for producing such a driver's cab.
  • Driver's cabs of rail vehicles have a variety of display elements and controls. These elements are usually distributed over numerous areas (e.g. on the roof of the vehicle, in a desk, on a side cabinet and possibly on the driver's seat). Important controls should be easily accessible for the driver. Important display elements must be arranged in such a way that the driver can reliably recognize the information displayed while driving.
  • the driver's cab must be able to be adapted to the body geometry of different drivers. It is particularly important that an operating element for controlling the drive system and/or the braking system of the vehicle can be reached by the driver.
  • the operating element can in particular be a combined driving/braking lever with which (as is usual in trams) both the drive and the braking effect of the vehicle are controlled.
  • the lever z. B. forward in the longitudinal direction of the vehicle to accelerate the vehicle, and moved backwards to maintain the vehicle speed or to brake the vehicle.
  • the driver will constantly touch or grip the control element while driving. In addition to accessibility, a minimum level of comfort for the driver must also be guaranteed. If necessary, regulations for the protection of people at the workplace must also be observed. For example, it cannot be expected of the driver that he can only reach the control element in a position that is uncomfortable for him or even a burden on his physical health.
  • drive/brake levers are usually located to the left of the driver's seat and are permanently installed.
  • the area on the surface of which the lever is arranged is often referred to as the cabinet.
  • the driver's seat can usually be adjusted both in terms of its position in the vertical direction and in terms of its position in the longitudinal direction of the vehicle, so that a suitable posture, which is comfortable for the driver, is possible in which the driver can grip the lever.
  • adjusting the longitudinal position and height of the driver's seat has the disadvantage that with certain body geometries, e.g. a relatively small upper body with relatively long arms, a position of the head and thus of the eyes is reached from which the driver's view of the surroundings of the vehicle is impaired. For example, a child who is 120 cm tall standing 30 cm in front of a tram must be able to be seen by the driver.
  • driver's seats have already been proposed, in which the operating element is integrated or on which the operating element is attached. If the longitudinal position of the driver's seat is adjusted in the longitudinal direction of the vehicle or in the direction of travel, the control element moves with it.
  • the disadvantage here is that the position of the operating element must also be adjustable relative to the seat in order to take into account the different body geometries of potential drivers.
  • the operating element is an operating component that is critical to safety when driving. If the control line for controlling the driving operation, which leads from the operating element to the drive system and/or to the braking system of the vehicle, is damaged, safe driving operation is no longer guaranteed.
  • the arrangement of the operating element on the driver's seat therefore increases the risk of damage. At the very least, special measures must be taken to prevent such damage. Moreover, it involves considerable additional effort to lay the control line to the driver's seat and to reconnect it after the driver's seat has been replaced.
  • first operating element In addition to the operating element for controlling the drive and/or the braking system (hereinafter referred to as “first operating element”), there are many other operating elements in rail-bound vehicles. It is an essential task of driver training that the driver quickly and reliably finds and can operate at least the controls that are frequently used while driving. Since the controls are scattered across the various faces mentioned above, finding them isn't easy. It is also undesirable, at least in some driving situations, for the driver to have to leave his normal seated position on the driver's seat in order to be able to operate an operating element. The same applies to the display elements, e.g. B. a screen that can also be read while driving or, more generally, can be visually recorded.
  • display elements e.g. B. a screen that can also be read while driving or, more generally, can be visually recorded.
  • EP 1 277 638 A1 describes a driver's cab for rail vehicles with a seat for the driver and controls for driving and monitoring operations.
  • the driver's cab is formed from a self-sufficient modular system, with a floor platform as the basic supporting element for a driver's seat, with control panels and a central display.
  • a control panel is arranged to the right and left of the vehicle driver, which is equipped with operable displays for driving-related operating and operating technology.
  • a driving switch is installed on one of the control panels, which is designed similar to a joystick and is equipped with a control for all driving levels and with a train-brake force control.
  • the control panels are integrated at the front end of an armrest each side of the seat bottom on the driver's seat.
  • the driving switch is also installed on the inside at the front end.
  • DE 691 08 642 T2 describes a control panel of a driver's cab of a locomotive for a high-speed train.
  • the panel contains the controls for the propulsion and braking of the train. To make it easier for technicians to detect external signals, signaling in the cabin is used.
  • a display system is located in the technician's field of vision at the top of the console. Directly below the display system are three screens.
  • operating elements for actuating vehicle functions that do not directly control the magnitude of the driving force and the braking force are divided into two groups.
  • Each of the groups of controls is placed in a common but separate control area from the other group.
  • the first group has controls that the driver has to operate repeatedly while driving.
  • the second group has controls that the driver rarely or never has to operate while driving.
  • Examples of functions that are assigned to the first group are door control of passenger doors, emergency braking of the vehicle with emergency shutdown of the drive motor or emergency shutdown of the driving force, hazard warning lights, activation and control of loudspeakers for announcements in the passenger compartment, windscreen wipers, interior lighting in the Passenger compartment, vehicle exterior lighting, adjustment of vehicle exterior mirror alignment, audible warning signal, rail magnetic brake, rail sanding and point control.
  • the second group of operating elements are to be assigned in particular: rigging the vehicle/vehicle start, workshop trip operating mode, coupling or uncoupling operating mode from other rail vehicles or rail vehicle parts, any other functions for selecting an operating mode of the vehicle, raising and/or lowering a pantograph, functions for Control of the heating and/or air conditioning system, adjustment of movable elements of the driver's cab, e.g. the height of the foot pedestal to put the driver's feet up, and emergency release of the brakes.
  • the aforementioned operating functions can also be divided into two groups in a different way. Individual functions may be missing or other functions may be added.
  • the specific allocation made for a specific rail vehicle depends on the requirements of the vehicle operator and the type of vehicle.
  • the basic idea of dividing the operating functions into two different groups has the advantage that a group that has operating elements that are to be operated more frequently while driving can be combined, i.e. arranged in a delimited common operating area that can be easily reached by the driver.
  • this first operating area with the operating elements of the first group can be arranged within easy reach for one hand of the driver, the driver being able to sit in a comfortable position and with his forearm resting on the driver's seat, for example.
  • the driver's other hand is preferably used, as usual, to operate the first control element, i.e. to set the magnitude of the driving force and/or the braking force.
  • the other group of controls for functions that are used less frequently or are less important mainly during the journey can be arranged in a more remote place in the driver's cab.
  • the corresponding delimited operating area is arranged laterally beyond the first operating element from the perspective of the driver's seat, for example. This operating area is still easily accessible, but is removed from the central area, which is particularly clear and easily accessible for the driver.
  • the display device is preferably arranged in front of the location of the driver's seat in the direction of travel.
  • the arrangement of preferred dimensions is such that a driver sitting on the driver's seat can look beyond the display device through a windshield of the vehicle.
  • At least no functions required while the vehicle is moving are controlled via operating elements that are arranged at locations other than the first operating area.
  • controls on the roof of the vehicle are avoided.
  • An armrest is provided on which the driver's forearm can rest while the driver is seated in the driver's seat.
  • the arm is the arm with which the driver operates the controls in the first control area.
  • This armrest can be mounted in particular on the driver's seat and is preferably adjusted in such a way that the longitudinal axis of the forearm runs in a straight line to the first operating area.
  • operating functions can also be integrated into the display device, e.g. via a touch-sensitive screen (touchscreen).
  • this screen can be located in front of the driver's seat in the direction of travel, whereby the driver has to extend his arm slightly to touch the surface of the screen.
  • the screen can be arranged in such a way that it can be reached from the seat with the hand that operates the first control element while driving.
  • the operating elements integrated into the screen or generally into the display device are preferably those that are only to be operated when the vehicle is temporarily stopped or at least do not necessarily have to be operated while the vehicle is moving.
  • an additional armrest is provided for the arm that operates the operating elements in the first operating area, preferably as an element of the same unit that also has the first group of operating elements, e.g. a so-called static compensating handle, i.e. one element , which can be grasped with the hand, but on which the forearm can also be placed directly in front of the wrist.
  • a so-called static compensating handle i.e. one element , which can be grasped with the hand, but on which the forearm can also be placed directly in front of the wrist. If the other arm is also resting while the hand of the other arm is operating the first control element, this additional armrest leads to a static balance in the driver's posture, i.e. none of the forearms experiences a significantly greater weight force than the other.
  • the armrests for both arms are arranged so that the driver can sit straight forward in the direction of travel, while both arms are bent in the same way and the forearms extend approximately the same distance forward in the direction of travel. As a result, the driver's shoulders are relieved and the driver can drive the vehicle for long periods of time without tiring.
  • the first operating area with the first group of operating elements preferably has two partial surfaces, the operating elements being distributed over the two partial surfaces and the partial surfaces being angled towards one another.
  • a first partial surface is preferably arranged only slightly inclined to the horizontal and closer to the location of the driver's seat.
  • the second partial surface is preferably located in front of it in the direction of travel, but it is more inclined to the horizontal, so that the driver looks almost perpendicularly at this partial surface.
  • the controls in this second sub-surface are further away from the driver's seating position.
  • the second partial surface preferably contains operating elements for operating functions that need to be operated less frequently and/or not while the vehicle is moving, e.g. opening and closing the passenger doors.
  • the driver's cab can preferably be adapted to the respective driver over a wide range of different body geometries.
  • the driver's seat can be adjusted for this purpose.
  • the longitudinal position of the first control element can be adjusted and the longitudinal adjustability of the driver's seat can therefore be severely restricted or even not available.
  • the display device and the first group of operating elements are parts of a common unit.
  • the unit which can be prefabricated separately and installed in the vehicle in the finished state, can be a desk-like construction, with the first group of operating elements preferably being arranged in a projecting area running backwards in the direction of travel, or at least partly in a such area is arranged.
  • part of the first group of operating elements can be distributed over a first surface of the unit, the first surface being arranged on top of a region of the unit that projects in the opposite direction of travel of the vehicle, and another part the first group of controls are distributed over a second surface of the unit, the second surface being arranged as a forwardly sloping surface.
  • the second surface may have the same inclination from the horizontal as the surface of a screen also integrated in the unit adjacent to the second surface.
  • the first surface and the second surface of the first group of operating elements can merge into one another at a curved or angled surface area of the unit.
  • the first control element and an armrest be adjusted together in the longitudinal direction, in particular horizontally in the longitudinal direction, of the rail vehicle in order to enable the respective driver to operate it comfortably.
  • the armrest is therefore preferably not a part of the driver's seat, even if it is not impossible for the driver's seat to be additionally supported on a holder of the armrest, while allowing the armrest to move longitudinally.
  • the armrest and the first operating element are not directly connected to the driver's seat, but only indirectly via load-bearing parts of the rail vehicle.
  • the longitudinal mobility of the first control element means that the longitudinal position of the first control element can be adapted to the body geometry of the respective driver. It is therefore in particular not necessary (although still optionally possible within narrow limits) to provide a driver's seat that can be adjusted in the longitudinal direction. Since the driver's seat does not have to be adjusted in the longitudinal direction, it can be ensured that the driver's head is at an optimal position in the longitudinal direction of the vehicle. From this point, for example, a very good all-round view can be possible, at least over the front hemisphere.
  • the first operating element and the armrest are part of a common assembly, the assembly being movable in the longitudinal direction.
  • This makes it easier to adjust the longitudinal position of both the first control element and the armrest, since the longitudinal position can be adjusted by adjusting the assembly accordingly.
  • a relative position and/or relative alignment of the armrest and the first control element can therefore also be specified.
  • the first control element and the armrest can be arranged relative to one another such that when the driver's forearm is placed on the armrest, the first control element can be operated with the hand and/or at least one finger of the arm placed on it. Since this relative position does not change when the longitudinal position of the assembly is adjusted, the relative position can be optimally preset.
  • Such an arrangement can also be provided in a driver's cab other than that described above.
  • a method for adjusting a rail vehicle driver's cab to the body geometry of a driver is proposed, with the driver's cab having a first operating element for controlling the drive system and/or the braking system of a rail vehicle, in particular a combined driving/braking lever, and with a longitudinal position of the first Control element in the longitudinal direction of the vehicle is set together with a longitudinal position of an armrest for placing at least the driver's forearm in order to adjust the driver's cab to the body geometry of a driver.
  • An adjustment device for adjusting the longitudinal position of the assembly comprises, for example, a fixed part which is connected directly or indirectly via immovable components of the rail vehicle to a supporting structure of the rail vehicle.
  • a longitudinally movable part of the adjuster is movable relative to the fixed part.
  • the assembly is connected to the moving part. It is optionally possible to connect only the first control element to such an adjustment device. In this case, only the longitudinal position of the first operating element is adjusted.
  • the longitudinal position of the armrest can be adjusted separately or an armrest geometry can be selected that makes adjustment unnecessary. However, if a distance between a front edge of the armrest and the first control element is shortened by extending the armrest, e.g. with an additional extension element, this also means adjusting the longitudinal position of the armrest in the context of the present invention.
  • the longitudinal position therefore preferably relates to the front edge of the armrest or, in the case of an extension, to the extended armrest.
  • the fixed part of the adjustment device may have a guide which, when adjusting the longitudinal position, guides movement of the movable part in the longitudinal direction.
  • a lubricant is preferably introduced when the adjustment device is manufactured, so that the friction between the stationary part and the movable part is reduced.
  • the space containing the fixed part, the movable part and the lubricant is arranged in a housing so that accidental contact with the lubricant is avoided and the adjustment device e.g. B. is maintenance-free for life.
  • the assembly is, for example, selectively inserted into one of various latching positions that are arranged one behind the other in the longitudinal direction.
  • the force required to adjust the longitudinal position of the assembly or of the first operating element can be generated manually and/or by a motor. Any suitable constructions can also be used to transmit the force to the moving part(s) of the adjustment device.
  • the movable part is coupled to a spindle which is rotatable about a longitudinal axis of rotation and thereby propels the at least one movable part in the longitudinal direction or in the opposite direction (depending on the direction of rotation of the spindle).
  • the adjustment device for adjusting the longitudinal position of the assembly is preferably designed in such a way that the position of the assembly cannot be changed in the vertical direction.
  • the height of the seat surface of the driver's seat is preferably adjustable. In this case, therefore, only the height of the driver's seat is adjusted to adjust a seat position of the driver in the vertical direction relative to the first operating element, but not the vertical position of the first operating element or the armrest.
  • the position of the driver's seat cannot be changed in the longitudinal direction. On the one hand, this facilitates the construction and attachment of the driver's seat and, on the other hand, it ensures that the driver's longitudinal position is optimal. To adjust the seat position of the driver in the longitudinal direction relative to the first operating element, only the longitudinal position of the first operating element is therefore adjusted, but not the longitudinal position of the driver's seat.
  • the first operating element or assembly can not only be adjustable in the longitudinal direction, but its position can also be adjusted transversely to the longitudinal direction in a substantially horizontal direction. This makes it possible to adjust the relative position of the first control element to the driver's seat and thus adapted to drivers with a broader or narrower upper body.
  • the direction of travel of the vehicle is indicated by an arrow with the reference character F. 1 shows parts of a driver's cab 1.
  • a panel 2 with controls is arranged on the upper surface of a cabinet 7, which is seen in the direction of travel on the left in the vehicle.
  • a panel 2 with controls is arranged on the upper surface of a cabinet 7, which is seen in the direction of travel on the left in the vehicle.
  • an assembly 4 is arranged, which has an armrest 5 and a single operating lever 6.
  • an assembly 4 is arranged, which has an armrest 5 and a single operating lever 6.
  • FIG 1 shown longitudinal position of the assembly 4 is not accessible, but only in another longitudinal position of the assembly 4. This will be discussed in more detail.
  • the driver's cab 1 has, for example, a desk 3 located in front of the assembly 4 in the direction of travel, with at least one screen 11 (see FIG 3 and 4 ) and a space 8 for additional controls (in 1 not shown, see 7 ) on.
  • a foot 9 of the driver's cab 1 ends at the level of the floor of the rail vehicle.
  • a driver's seat the foot of which, for example, is in the 1 shown area S can be attached to the floor of the vehicle.
  • the seat surface of the driver's seat will be arranged approximately to the side in the horizontal direction and transversely to the direction of travel F of the armrest 5, but at a lower level when the driver's seat is mounted on the floor.
  • the different positions of the lever 6 are from the enlarged view of 2 recognizable.
  • the armrest 5 is inclined downward as it extends from back to front (viewed in the direction of travel) so that the driver's left forearm inclined downward toward the operating lever 6 can rest comfortably on the upper surface of the armrest 5 .
  • the armrest 5 and the operating lever 6 protrude from the assembly 4 and are therefore easily accessible for the driver.
  • the controls arranged in panel 2 of the controls relate to control functions that are rarely used when driving. Nevertheless, the driver can easily reach these operating elements 100 as well.
  • FIG. 3 and 6 show a side view of that part of the driver's cab 1 in which the module 4 is located. 4 and figure 5 show a top view of this area. From all Figures 3 to 6 two different longitudinal positions of the assembly 4 with the armrest 5 and the operating lever 6 can be seen. The longitudinal position further back in the direction of travel F is indicated by dashed lines. Accordingly, the reference numerals identifying the elements in the more rearward longitudinal position are identified with a prime. Reference number 5 therefore indicates the armrest in the front longitudinal position and reference number 5' indicates the armrest in the rear longitudinal position.
  • the invention generally involves adjustment of not just two longitudinal positions, but a plurality of longitudinal positions, or even continuous longitudinal adjustment of the assembly.
  • the subassembly 4 has a further element 12 which is located between the armrest and the operating lever 6 when viewed from above.
  • the longitudinal position can be set manually or the motorized movement of the assembly 4 in the longitudinal direction can be controlled.
  • a spindle is moved via the element 12 by causing the spindle to rotate about its longitudinal axis aligned in the direction of travel, and the spindle therefore moves the assembly 4 forward or backward in the longitudinal direction.
  • the lever can take 6 different positions.
  • the one furthest to the right corresponds to in figure 5 shown position of the selection of the maximum traction of the drive.
  • the middle position of the lever 6 corresponds to the neutral position, in which neither an additional accelerating tractive force nor a braking force is selected.
  • the rear, left in figure 5 The position shown corresponds to the maximum braking force.
  • FIG 7 shows the complete driver's cab and also a driver's seat 25 on which a driver 27 sits. It can be clearly seen that the driver's left arm 27 can also reach the operating elements 100 on the panel 2 .
  • a small display 125 is arranged on the edge of the panel 2, which also has operating elements, as shown in FIG 8 is recognizable.
  • the other panel 23 with operating elements 110, 112 can also be seen, which is located on the right in front of the driver 27 in the direction of travel.
  • This panel 23 has two surfaces with controls. One surface is in 7 clearly recognizable and denoted by the reference numeral 130. The other surface 131 is inclined so that the driver looks approximately perpendicular to the surface. The inclination is about the same as the inclination of the screen surface of the screen 11 (see 4 ).
  • the right forearm or (as in the in 7 illustrated case) the driver's right hand rests on a bracket 135 fixed to the body having the first surface 130 on its upper side.
  • the bracket 135 extends approximately in a horizontal direction transverse to the direction of the forearm, which is defined, for example, by a right armrest 140 attached to the driver's seat 25 . Viewed in the longitudinal direction F, the bracket 135 is approximately in the same position as the lever 6.
  • the support of the bracket 135 extends slightly upwards from a level below the first surface 130 at both ends of the bracket 135 transversely to the direction of the forearm in a curved course, so that the height level of the upper side of the bracket 135 is slightly above the first surface 130.
  • the upper side of the bracket 135 is preferably aligned with the surface of the armrest 140, so that the driver's forearm can rest on both the armrest 140 and the bracket 135 when it is inclined slightly downwards.
  • the direction of travel F is at the top of the picture.
  • panel 2 On the left is panel 2 with a total of up to twenty-five operating elements 100, corresponding to the twenty-five circles arranged in five rows and five columns and other contours on panel 2.
  • the unit 4 with the armrest 5 and the lever 6 in front of it in the direction of travel can be seen to the right of the panel 2 .
  • Screen 11 is again in front of it in the direction of travel.
  • the footrest can be designed as a pedal for operating a function of the vehicle.
  • a speedometer 141 and underneath a display 142 with controls are arranged. To the right of it, protruding from the desk 3 in the direction of the driver's seat, the other panel 23 with the surfaces 130, 131 arranged at an angle to one another can be seen.
  • the surface 130 Located on the surface 130 are up to twenty controls 112 in five columns and four rows. On the surface 131 there are five controls 110 in a row, i. H. side by side from the driver's perspective.
  • FIG. 9 shows similar to 6 a side view of the assembly 4 with the operating lever 6 and the armrest 5.
  • the mechanism 41 via which movements of the operating lever 6 for setting the driving force and the braking force is transmitted, and a mechanism 44-48, with which the longitudinal position of the assembly 4 can be adjusted.
  • the mechanism 44-48 is located inside the assembly 4 below the armrest 5, z. B. below a cover. Only one part, namely the element 12 already described, is accessible from outside the assembly 4 for operating the adjusting mechanism 44-48.
  • 10 shows a plan view of the in 9 arrangement shown.
  • 11 shows a three-dimensional representation of the assembly 4. In these two figures is also as in 9 the mechanics 44-48 are shown by broken lines.
  • the mechanics 44-48 are best off 12 recognizable.
  • the mechanics are in the in 12 shown condition but in a different set position. While the in Figures 9 to 11 shown position corresponds to the rearmost possible longitudinal position of the assembly 4 in the direction of travel F, corresponds to the in 12 shown position of the furthest forward possible longitudinal position of assembly 4.
  • the mechanism 44-48 has four fastening elements 44a, 44b, 45a, 45b in order to fasten the mechanism 44-48 to supporting parts of the vehicle on the one hand and to the assembly 4 on the other hand. More precisely, the mechanism 44-48 also belongs to the assembly 4. However, only two of the fastening elements 44a, 44b and other moving parts of the mechanism 44-48 are movable in the longitudinal direction.
  • the fasteners 44, 45 are designed in the embodiment shown here as cuboid blocks, each at their transverse to the direction of travel lying end areas have a vertical through hole, in which there are screws, bolts or rivets (not shown in the figures) with which the cuboids are attached either to the longitudinally movable parts of the assembly group 4 or to parts connected to load-bearing parts of the vehicle (here the cabinet 7 or its internals) are firmly connected.
  • the fastening elements 45a, 45b which are located between the fastening elements 44a, 44b in the direction of travel, are firmly connected to the supporting parts of the vehicle.
  • the fastening elements 44a, 44b are connected to the moving parts of the assembly 4.
  • the fastening elements 45 on the one hand and the fastening elements 44 on the other hand are connected via guide elements 47a, 47b and via a threaded spindle 48 so that they can be moved longitudinally relative to one another.
  • the guide elements 47 are designed as rods with a cylindrical shape and are arranged to the right and left of the threaded spindle 48 in the direction of travel.
  • Three bores each extend side by side in the longitudinal direction, ie in the direction of travel F through the fastening elements 44, 45, through all fastening elements 44, 45.
  • a guide element 47a, 47b extends respectively.
  • the threaded spindle 48 extends through the intermediate bore (in the case of fastening element 45b, designated by reference numeral 52). At least one of the central, longitudinal through bores in the fastening elements 45, which are firmly connected to the supporting parts of the vehicle, is a threaded bore with Designed internal thread.
  • the external thread of the threaded spindle 48 interacts with this thread, so that when the element 12 firmly connected to the threaded spindle 48 at the front end of the threaded spindle 48 is actuated (rotary movement), the threaded spindle 48 and all parts of the mechanism 44-48 that can be moved in the longitudinal direction, depending on the direction of the rotational movement of the element 12 can be moved forwards in the direction of travel or backwards counter to the direction of travel.
  • the spindle has, for example, within the fastening elements 44, at least one circumferential annular groove on its outer circumference, into which the corresponding engagement elements of the fastening elements 44 engage, so that the fastening elements 44 and all parts of the assembly 4 connected thereto be carried along with the movement in the longitudinal direction.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Control Devices (AREA)
  • Seats For Vehicles (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Claims (9)

  1. Poste de conduite d'un véhicule guidé, en particulier d'un véhicule ferroviaire, comprenant :
    - un dispositif d'affichage servant à présenter des informations, qui peuvent être identifiées visuellement par un conducteur du véhicule lors du trajet, sachant que le dispositif d'affichage présente au moins un écran (11),
    - un premier élément de commande (6) servant à commander le système d'entraînement et/ou le système de freinage du véhicule, en particulier un levier de manœuvre/de freinage,
    - une pluralité d'éléments de commande supplémentaires (100, 110, 112) servant à activer des fonctions du véhicule, lesquelles ne commandent pas directement l'intensité de la force d'entraînement et de la force de freinage,
    sachant
    a) que le dispositif d'affichage est disposé dans le sens de la marche devant l'emplacement d'un siège conducteur (25) de sorte qu'un conducteur (27) assis sur le siège conducteur (25) puisse regarder à travers un pare-brise avant du véhicule au-delà du dispositif d'affichage,
    b) que le premier élément de commande (6) est disposé sur le côté de l'emplacement du siège conducteur (25) ou sur le côté devant l'emplacement du siège conducteur (25), sur un premier côté de l'emplacement et à une hauteur au niveau de laquelle la main du conducteur (27) se trouve lorsque le bras de ce dernier est plié et posé sur un premier accoudoir (5), lorsque le conducteur (27) est assis sur le siège conducteur (25),
    caractérisé en ce
    c) que les éléments de commande supplémentaires (100, 110, 112) sont divisés en deux groupes, qui sont respectivement disposés dans une zone de commande commune (2, 23), sachant qu'un premier des deux groupes présente des éléments de commande (110, 112) que le conducteur (27) doit activer de manière répétée lors du trajet, et sachant que le deuxième groupe des deux groupes présente des éléments de commande (100) que le conducteur (27) ne doit pas activer ou rarement lors du trajet,
    d) que la première zone de commande (23), dans laquelle est disposé le premier groupe d'éléments de commande (110, 112), est disposée sur un deuxième côté de l'emplacement du siège conducteur (25), sachant que le deuxième côté de l'emplacement fait face au premier côté de l'emplacement par rapport à un axe longitudinal, s'étendant dans le sens de la marche (F), du véhicule, de sorte que le premier groupe d'éléments de commande (110, 112) peut être atteint par l'autre main du conducteur (27), qui ne commande pas le premier élément de commande (6), lorsque l'avant-bras est posé sur un deuxième accoudoir (140), alors que le conducteur (27) est assis sur le siège conducteur (25),
    e) que la deuxième zone de commande (2), dans laquelle le deuxième groupe d'éléments de commande (100) est disposé, est disposée sur le premier côté de l'emplacement du siège conducteur (25), et du point de vue du siège conducteur (25), de manière plus éloignée latéralement que le premier élément de commande (6) par rapport au siège conducteur (25),
    f) que le dispositif d'affichage et le premier groupe d'éléments de commande (110, 112) constituent des parties d'une unité commune (3).
  2. Poste de conduite selon la revendication précédente, sachant qu'une partie (112) du premier groupe d'éléments de commande (110, 112) est répartie sur une première surface (130) de l'unité (3), sachant que la première surface (130) se trouve au niveau du côté supérieur d'une zone, faisant saillie dans le sens contraire du sens de la marche (F) du véhicule, de l'unité (3).
  3. Poste de conduite selon l'une quelconque des deux revendications précédentes, sachant qu'une partie (110) du premier groupe d'éléments de commande (110, 112) est répartie sur une deuxième surface (131) de l'unité, sachant que la deuxième surface (131) s'étend de manière ascendante vers l'avant dans le sens de la marche (F).
  4. Poste de conduite selon les deux revendications précédentes, sachant que la première surface (130) devient la deuxième surface (131) au niveau d'une zone de surface courbée ou coudée de l'unité (3).
  5. Poste de conduite selon l'une quelconque des revendications précédentes, sachant que le premier accoudoir (5) et le premier élément de commande (6) constituent des parties d'un groupe commun (4), lequel est mobile dans la direction longitudinale, c'est-à-dire dans le sens de la marche (F) et dans le sens inverse au sens de la marche du véhicule, une position longitudinale dudit groupe (4) pouvant de cette manière être ajustée.
  6. Procédé servant à fabriquer un poste de conduite d'un véhicule guidé, en particulier d'un véhicule ferroviaire, sachant :
    a) qu'un dispositif d'affichage servant à présenter des informations est disposé dans le sens de la marche devant l'emplacement d'un siège conducteur (25) de sorte qu'un conducteur (27) assis sur le siège conducteur (25) peut regarder au-delà du dispositif d'affichage à travers le pare-brise avant du véhicule,
    b) qu'un premier élément de commande (6) servant à commander le système d'entraînement et/ou le système de freinage du véhicule, en particulier un levier de manœuvre/de freinage, est disposé sur le côté de l'emplacement du siège conducteur (25) ou sur le côté devant l'emplacement du siège conducteur (25) sur un premier côté de l'emplacement et à une hauteur, à laquelle la main du conducteur (27) se trouve lorsque le bras de ce dernier est plié et posé sur un premier accoudoir (5), lorsque le conducteur (27) est assis sur le siège conducteur (25),
    caractérisé en ce
    c) qu'une pluralité d'éléments de commande supplémentaires (100, 110, 112) servant à activer des fonctions du véhicule, qui ne commandent pas directement l'intensité de la force d'entraînement et de la force de freinage, sont divisés en deux groupes, sachant que les groupes sont disposés respectivement dans une zone de commande commune (2, 23), sachant qu'un premier des deux groupes présente des éléments de commande (110, 112) que le conducteur (27) doit activer de manière répétée lors du trajet, et sachant que le deuxième des deux groupes présente des éléments de commande (100) que le conducteur (27) ne doit pas activer ou rarement lors du trajet,
    d) que la première zone de commande (23), dans laquelle est disposé le premier groupe d'éléments de commande (110, 112), est disposée sur un deuxième côté de l'emplacement du siège conducteur (25), sachant que le deuxième côté de l'emplacement fait face au premier côté de l'emplacement par rapport à un axe longitudinal, s'étendant dans le sens de la marche (F), du véhicule de sorte que le premier groupe d'éléments de commande (110, 112) peut être atteint par l'autre main du conducteur (27), qui ne commandent pas le premier élément de commande (6) lorsque l'avant-bras de ce dernier est posé sur un deuxième accoudoir (140) alors que le conducteur (27) est assis sur le siège conducteur (25),
    e) que la deuxième zone de commande (2), dans laquelle est disposé le deuxième groupe d'éléments de commande (100), est disposée sur le premier côté de l'emplacement du siège conducteur (25) et, du point de vue du siège conducteur (25), de manière plus éloignée latéralement que le premier élément de commande (6) par rapport au siège conducteur (25),
    f) que le dispositif d'affichage et le premier groupe d'éléments de commande (110, 112) sont fabriqués comme des parties d'une unité commune (3).
  7. Procédé selon la revendication précédente, sachant qu'une partie du premier groupe d'éléments de commande (110, 112) est répartie sur une première surface (130) de l'unité (3), sachant que la première surface (130) est disposée au niveau du côté supérieur d'une zone, faisant saillie dans le sens inverse du sens de la marche (F) du véhicule, de l'unité (3).
  8. Procédé selon l'une quelconque des deux revendications précédentes, sachant qu'une partie du premier groupe d'éléments de commande (110, 112) est répartie sur une deuxième surface (131) de l'unité (3), sachant que la deuxième surface (131) est disposée sur la surface ascendante vers l'avant dans le sens de la marche (F).
  9. Procédé selon les deux revendications précédentes, sachant que la première surface (130) et la deuxième surface (131) sont disposées de telle manière qu'elles se confondent au niveau d'une zone de surface courbée ou coudée de l'unité (3).
EP09090012.7A 2008-09-12 2009-09-08 Poste de conduite d'un véhicule guidé, notamment d'un véhicule ferroviaire Active EP2163451B2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL09090012T PL2163451T5 (pl) 2008-09-12 2009-09-08 Stanowisko kierowcy pojazdu poruszającego się po wymuszonym torze ruchu, zwłaszcza pojazdu szynowego

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102008047661A DE102008047661A1 (de) 2008-09-12 2008-09-12 Führerstand eines spurgebundenen Fahrzeuges, insbesondere eines Schienenfahrzeugs

Publications (3)

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EP2163451A1 EP2163451A1 (fr) 2010-03-17
EP2163451B1 EP2163451B1 (fr) 2013-08-14
EP2163451B2 true EP2163451B2 (fr) 2022-05-11

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EP (1) EP2163451B2 (fr)
DE (1) DE102008047661A1 (fr)
ES (1) ES2432800T5 (fr)
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Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009058685A1 (de) * 2009-12-16 2011-06-22 Bombardier Transportation GmbH, 10785 Modularer Fahrerstand für Schienenfahrzeuge und Verfahren zur Herstellung
DE102010025043A1 (de) * 2010-06-22 2011-12-22 Bombardier Transportation Gmbh Schienenfahrzeug mit einem Fahrerstand
DE102012206316B4 (de) * 2012-04-17 2018-05-17 Siemens Aktiengesellschaft Steuerungssystem zur Steuerung eines Schienenfahrzeugs
CN104015737B (zh) * 2014-06-23 2016-04-13 永济新时速电机电器有限责任公司 电传动重型轨道车司机操纵台
EP3381764B1 (fr) * 2017-03-30 2021-04-28 Bombardier Transportation GmbH Afficheur

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006018537A1 (de) † 2006-04-21 2007-11-08 Grammer Ag Steuerkonsole an einer Armlehne eines Fahrzeugsitzes

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2666292B1 (fr) 1990-08-28 1992-10-16 Alsthom Gec Pupitre de commande d'une cabine de conduite d'un engin de traction pour train a grande vitesse.
DE10134854A1 (de) * 2001-07-18 2003-02-06 Alstom Lhb Gmbh Führerstand für Schienenfahrzeuge
KR100976916B1 (ko) * 2005-12-27 2010-08-18 두산인프라코어 주식회사 건설기계의 조향조정장치

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006018537A1 (de) † 2006-04-21 2007-11-08 Grammer Ag Steuerkonsole an einer Armlehne eines Fahrzeugsitzes

Also Published As

Publication number Publication date
ES2432800T3 (es) 2013-12-05
PL2163451T3 (pl) 2014-01-31
DE102008047661A1 (de) 2010-04-08
PL2163451T5 (pl) 2022-07-11
EP2163451A1 (fr) 2010-03-17
EP2163451B1 (fr) 2013-08-14
ES2432800T5 (es) 2022-07-19

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