EP3655301A1 - Véhicule ferroviaire pour le transport de personnes - Google Patents

Véhicule ferroviaire pour le transport de personnes

Info

Publication number
EP3655301A1
EP3655301A1 EP18759885.9A EP18759885A EP3655301A1 EP 3655301 A1 EP3655301 A1 EP 3655301A1 EP 18759885 A EP18759885 A EP 18759885A EP 3655301 A1 EP3655301 A1 EP 3655301A1
Authority
EP
European Patent Office
Prior art keywords
rail vehicle
wheels
control device
vehicle
control
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.)
Granted
Application number
EP18759885.9A
Other languages
German (de)
English (en)
Other versions
EP3655301B1 (fr
Inventor
Matthias Hofmann
Thorsten Jastrow
Dirk Winkler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
Original Assignee
Siemens Mobility GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Priority to RS20230020A priority Critical patent/RS63902B1/sr
Publication of EP3655301A1 publication Critical patent/EP3655301A1/fr
Application granted granted Critical
Publication of EP3655301B1 publication Critical patent/EP3655301B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • B61C17/12—Control gear; Arrangements for controlling locomotives from remote points in the train or when operating in multiple units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/46—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors forming parts of wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/10—Arrangements for trains which are closely following one another
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/041—Obstacle detection

Definitions

  • Rail vehicle for passenger transport the invention relates to a rail vehicle for Movable Vehicle for passenger transport.
  • a large passenger compartment allows a high passenger capacity to be achieved, which in turn enables the rail vehicle to operate cost-effectively and also has a positive effect on the specific energy consumption of the rail vehicle (energy consumption per passenger kilometer) and on the specific pollutant emissions of the rail vehicle (pollutant emissions per passenger kilometer).
  • An object of the invention is to provide a rail vehicle for passenger transport, which may have a large passenger compartment. This object is achieved by a rail ⁇ vehicle according to claim 1.
  • the rail vehicle according to the invention for passenger transport is set up for a fully autonomous driving operation. It comprises a plurality of wheels, a sensor unit for monitoring a vehicle environment and a control device which is set up for evaluating sensor signals of the sensor unit and for controlling at least one of the wheels, wherein the wheels are single wheels.
  • the rail vehicle can drive fully autonomous, no driver's space is needed for a driver, so that the entire vehicle interior of the rail vehicle can be used as driving guest room, which ultimately a large passenger compartment can be obtained.
  • the wheels of the rail vehicle are As individual wheels (also referred to as loose wheels), the wheels require little space, for example, for wheel arches for receiving the wheels.
  • the wheels compared to a four-wheel bogie, in which the wheels are connected in pairs by a wheelset, can be obtained by the design of the wheels as individual wheels, a larger vehicle interior and consequently a larger passenger compartment.
  • the design of the wheels as single wheels allows the rail vehicle to negotiate tight turns (i.e., curves with a small turning radius).
  • all wheels of the rail vehicle are designed as individual wheels.
  • the railcar train preferably has only wheels designed as single wheels.
  • the rail vehicle has four wheels, in particular exactly four wheels.
  • the wheels of the rail vehicle form two pairs of wheels.
  • the steering of a wheel by the control device may be, in particular, an indirect control. That is, the control ⁇ device can control the wheel by the Steuereinrich- tion controls one or more devices which acts on the wheel / act.
  • the autonomous driving operation of the rail vehicle can be realized using the sensor unit and the controller who ⁇ .
  • the sensor unit By means of the sensor unit, the vehicle environment, in particular the route ahead, can be monitored.
  • the sensor unit generates sensor signals that are dependent on the state of the vehicle environment.
  • the sensor signals are advantageously evaluated by the Steuereinrich ⁇ tung. This allows the control device, at least one of the wheels, preferably to control all the wheels of the slide ⁇ nenhuss depending on the situation.
  • allianceckererwei ⁇ se is carried out controlling the wheel or wheels in accordance with the require- ment that a collision of the railway vehicle having disposed in the vehicle surroundings persons, other vehicles and / or other obstacles to be avoided.
  • control device can advantageously be configured in such a way that the control device effects demand-driven traffic management of the rail vehicle (instead of a timed traffic schedule according to a timetable).
  • the sensor unit with the Steuerein ⁇ direction is communicatively connected.
  • the sensor unit may include one or more sensors.
  • the sensor unit may have at least one optoelectronic sensor, in particular at least one CCD sensor, and / or at least one ultrasound sensor.
  • Monitoring of the vehicle environment may include, among other things, image evaluation / recognition and / or measurement of distances of the rail vehicle to persons or objects in the vehicle environment.
  • control means comprises a Prozes ⁇ sor for the execution of a computer program and a data Memory in which a computer program can be deposited. It is also advantageous if the control device is configured to generate control commands for one or more driving ⁇ compelling components - especially based on egg ner evaluating the sensor signals.
  • control means is by a program Computerpro ⁇ which is (specifically, in the data memory) in the control device deposited sorsignalen for evaluating transmitter and / or adapted for generating control commands.
  • a program Computerpro ⁇ which is (specifically, in the data memory) in the control device deposited sorsignalen for evaluating transmitter and / or adapted for generating control commands.
  • control means is to be rich ⁇ tet, at least one of the wheels, preferably all the wheels of the rail vehicle, to control a function of the sensor signals of the Sen ⁇ soresque.
  • the wheels of the rail vehicle are single wheels, an optimization of the driving dynamics of the rail vehicle is possible.
  • the wheels can be controlled by means of the control device, for example, so that when cornering as little noise as possible and / or as little wear as possible on the wheels and / or on rails.
  • the wheels can be controlled by means of the control device so that a comfort-optimized driving behavior of the rail vehicle is achieved.
  • the rail vehicle is a road ⁇ rail vehicle.
  • a tram vehicle in the sense of the invention may in particular be a light rail vehicle or subway vehicle.
  • the rail vehicle is designed in Niederflurbau ⁇ way.
  • the rail vehicle is advantageously a low-floor vehicle. This allows passengers who are to disability or age restricted in their molecular stability, the entry into the rail running ⁇ convincing and the exit from the rail vehicle is relieved.
  • the rail vehicle preferably has an entry ⁇ height of less than 400 mm. Further, it is preferred if the rail vehicle in the boarding area and / or out ⁇ leads in other areas of his cabin without ramps and stages.
  • the design of the wheels as individual wheels makes it possible to form the floor of the rail vehicle low-floor in the area of the wheels, especially since a much space consuming Radsatzwelle for each pair of wheels ental ⁇ len can. This makes it possible to install many and wide passenger access doors, which in turn allows short passenger changeover times, in particular when the rail vehicle is designed in low-floor construction.
  • the low-floor portion of the vehicle (over the length of the rail vehicle) carries 100% ⁇ . That is, the vehicle is preferably a so-called 100% low-floor vehicle.
  • the rail vehicle comprises a car ⁇ box with a first and a second end portion.
  • Two of the wheels are preferably arranged at the first end portion of the car body.
  • Two others of the wheels are preferably arranged on the second end portion of the car body.
  • Such an arrangement of the wheels allows a flexible configuration of the railway vehicle between the end portions of the car body, because in the central region of the car body wheel arches, which would limit the configurability of the rails there ⁇ vehicle, can be omitted.
  • the rail vehicle is a one ⁇ -part rail vehicle. That is, the Schienenfahr ⁇ stuff is advantageously a rail vehicle that has exactly one car body (namely, the aforementioned car body).
  • Such an embodiment of the rail vehicle is compared with an embodiment of the rail vehicle as a multi-part vehicle, with low cost and construc ⁇ tion effort feasible.
  • Further arranged on the first end portion of the Wagenkas ⁇ tens wheels may be elements of a first suspension.
  • the Rä ⁇ arranged on the second end portion of the car body may be elements of a second chassis.
  • the respective chassis can not one with the wheels
  • the railway vehicle is equipped with at least ⁇ least a drive unit for driving at least one of the wheels.
  • the at least one integrated Antriebsein ⁇ is advantageously controlled using the control device.
  • the rail vehicle for each of the wheels on an own Antriebsein ⁇ unit This allows the wheels individually Anlagentrei ⁇ ben.
  • the respective drive unit may in particular be an electric drive unit.
  • the respective drive unit can be controlled by means of the control device.
  • the control device is communicatively connected to the respective drive unit.
  • the control device is preferably configured to generate control commands for each of the drive units.
  • the respective drive unit may be a motor or comprise a motor. It is particularly preferred if the respective ge drive unit is a wheel hub motor or near-wheel motor (with a short connection for transmitting drive and braking forces) or such a motor - ie a wheel hub motor or a motor close to the wheel - includes.
  • An advantage of this drive concept is that little installation space is needed, which has a positive effect on the size of the usable as a passenger compartment interior volume of the rail vehicle.
  • Another advantage of this drive concept compared to drive ⁇ concepts with a central engine that drives multiple wheels, is that each wheel is individually controlled and thus, for example, an optimized vehicle dynamics control, in ⁇ particular anti-skid control or cornering with different wheel speeds , is possible.
  • the compact design and the possible elimination of components of a conventional drive system allows a reduction in the weight of the rail vehicle.
  • the respective engine is adapted to directly drive the wheel associated with the engine.
  • the respective drive unit may comprise a transmission which is connected between its engine and the wheel associated with the engine.
  • the rail vehicle has at least one braking device for braking at least one of the wheels.
  • the at least one braking device is advantageously controllable by means of the control device.
  • the rail vehicle has its own braking device for each of the wheels. This makes it possible to brake the wheels individually.
  • control means is adapted to control the respective braking ⁇ device directly, in particular if the jewei- lige brake device is electrically or electromagnetically actuated.
  • the STEU ⁇ er Huawei is preferably communicatively connected to the respective brake device.
  • control means is preferably adapted to generate for the particular Bremsvor ⁇ directional control commands.
  • control device is set up to control the respective braking device indirectly, ie by controlling at least one device acting on the respective braking device, such as a valve of a compressed air system.
  • control device is preferably communicatively connected to such a device.
  • control device is preferably configured to generate control commands for such a device.
  • the wheels are each pivotally mounted about its own vertical axis.
  • the wheels are preferably individually pivotable.
  • Under a vertical axis is to be understood in the present case an axis in accordance with intended ⁇ SSER alignment of the rail vehicle - is vertically oriented - in other words when the wheels are supported on rails.
  • the rail vehicle has a separate steering device for each of the wheels.
  • the respective steering device may be, for example, a handlebar or include a handlebar.
  • the respective steering device is connected to the associated wheel.
  • the respective steering device can be used to pivot the wheel assigned to it around the associated vertical axis.
  • the respective steering device can be controlled by means of the control device.
  • the control device may be configured to generate control commands for an actuator that is part of or connected to the steering device.
  • the rail vehicle may have a further sensor unit for monitoring its vehicle interior.
  • the wei ⁇ tere sensor unit can be used in particular for automatic passenger handling.
  • the further sensor unit can monitor passengers' entry and exit processes.
  • sensor signals which are generated by the further sensor unit are dependent on the state of the vehicle interior.
  • an automatic fare collection especially for an over ⁇ monitoring the entry procedures of passengers, as well as the first-mentioned sensor unit (co-) can be used.
  • control device is communicatively connected to the further sensor unit.
  • the control device is preferably set up for evaluating sensor signals of the further sensor unit.
  • the further sensor unit may comprise one or more sensors.
  • the sensor unit may further comprise Minim ⁇ least one optoelectronic sensor, in particular at least one CCD sensor, and / or at least one ultrasonic sensor.
  • the monitoring of the vehicle interior may include, among other things, an image evaluation / recognition and / or a determination of the positions of persons.
  • the rail vehicle comprises at least one passenger access door, which is controllable by means of the control device.
  • a passenger access door means a door through which passengers can enter and leave the vehicle.
  • the control device is expediently connected communicatively with an actuating mechanism of the passenger access door.
  • the control device is preferably to be ⁇ directed testify control commands for the operating mechanism to it ⁇ .
  • the control device is set up to control the passenger access door as a function of sensor signals of the first-mentioned sensor unit and / or of sensor signals of the further sensor unit. This makes it possible to control the opening and closing of the passenger access door depending on the situation. If, for example, the control device determines from the sensor signals that a person is located in the area of a door opening of the passenger access door, the control device can wait for the passenger access door to close until the person has left the area of the door opening and closing the passenger access door is safe.
  • the invention also relates to a rail vehicle fleet, a first inventive rail vehicle and min ⁇ least a further inventive rail vehicle includes fully.
  • a rail vehicle fleet is to be understood as a group of rail vehicles.
  • the control devices of the rail vehicles are communicatively connected with each other.
  • the control devices of the rail vehicles can exchange data / information with one another.
  • the respective rail vehicle is equipped with a communication device for wireless communication with the other rail vehicle (s) of the rail vehicle fleet.
  • control devices of the rail vehicles can be operated in an operating mode in which the control device of the at least one further rail vehicle can be controlled by the control device of the first rail vehicle.
  • this operating mode it ⁇ testifies to the control device of the first rail vehicle before ⁇ geous enough, control commands for the control device of the other rail vehicle and - if the rail vehicle fleet ⁇ includes several other rail vehicles - for the control devices of the other rail vehicles.
  • the control means of the first rail vehicle is to be directed ⁇ , the tax-ren to such in said operation mode, the control means at least one further rail vehicle, the rail vehicles are traveling in the driving operation at the same speed.
  • the rails ⁇ vehicles - without time-consuming mechanical coupling of the individual rail vehicles - form a rail vehicle association.
  • This makes it possible to dispense with coupling devices for mechanical coupling of rail vehicles, whereby the design and cost of the rail ⁇ vehicles can be reduced.
  • 1 shows a schematic representation of a rail vehicle fleet comprising three rail vehicles; 2 shows a schematic representation of one of the three rail ⁇ nenInstitute of FIG 1.
  • FIG. 1 schematically shows a side view of a rail vehicle fleet 2, which comprises a first rail vehicle 4 a for passenger transport and two further rail vehicles 4 b, 4 c for passenger transport, the rail vehicle fleet 2 basically being able to comprise a higher or a lower number of rail vehicles.
  • the rail vehicles 4 a, 4 b, 4 c are each a low-floor construction method of a single- piece tram vehicle.
  • Each of the rail vehicles 4a, 4b, 4c is furnished for a vollau ⁇ tonomen driving.
  • none of the rail vehicles 4a, 4b, 4c has egg ⁇ nen driver's space in its vehicle interior , so that the entire vehicle interior of the respective rail vehicle 4a, 4b, 4c is used as driving ⁇ hospitality space.
  • each of the rail vehicles 4a, 4b, 4c four Ra ⁇ 6, wherein, 4c only two wheels 6 are visible in Figure 1 of each of the rail vehicles 4a, 4b.
  • the wheels 6 are each as individually controllable single wheel out ⁇ leads.
  • each of the rail vehicles 4a, 4b, 4c ei ⁇ ne communication device 8 for wireless communication with the other two rail vehicles 4a, 4b, 4c. at the communication devices 8 may be, for example, radio communication devices.
  • each of the rail vehicles 4 a, 4 b, 4 c has a control device 10 which is communicatively connected to the communication device 8 of the respective rail vehicle 4 a, 4 b, 4 c via an information transmission line 12.
  • the control device 10 of the respective rail vehicle 4a, 4b, 4c whose wheels 6 are controllable.
  • the control devices 10 of the rail vehicles 4a, 4b, 4c can exchange information with one another via the communication devices 8.
  • each of the rail vehicles 4a, 4b, 4c has several passenger access doors 14 through which passengers can enter and leave the respective rail vehicle 4a, 4b, 4c.
  • the passenger access doors 14 of the respective rail vehicle 4 a, 4 b, 4 c are apparent and closable by its control device 10.
  • each of the rail vehicles 4a, 4b has, 4c on a plurality of sensor units 16 for monitoring his vehicle interior, with the control device 10 of the respective rail vehicle 4a, 4b, 4c are connected via information transmission lines ⁇ 12th
  • FIG. 2 shows by way of example the first rail vehicle 4a of the rail vehicle fleet 2 from FIG. 1 in a schematic sectional view.
  • control device 10 As well as a plurality of further sensor units 24 of FIG Rail vehicle 4a shown. These further sensor units 24 are each connected to the control device 10 of the rail vehicle 4 a via an information transmission line (not shown in FIG. 1) and are used, inter alia, to monitor the vehicle surroundings 26.
  • the rail vehicle 4a has for each of its four wheels 6 its own drive unit 28, through which the respec ⁇ ge wheel 6 can be driven.
  • the wheels 6 are therefore individually driven.
  • the on ⁇ drive units 28 are each formed as a wheel hub motor.
  • Each of the drive units 28 is connected via a control line, not shown figuratively with the control device 10 and controllable by the control device 10.
  • the rail vehicle 4a has an electrodynamic brake for each of its wheels 6, which interacts in particular with the respective drive unit 28 and / or can be integrated into the respective drive unit 28.
  • the respective electro-dynamic brake be a useful ⁇ current brake or a dynamic brake.
  • the rail vehicle ⁇ generating 4a addition for each of its four wheels 6 is an additional Liehe braking device 30, in particular for a Gefah ⁇ renbremsung and / or to the rail vehicle at a standstill 4a to securely hold.
  • the additional braking devices 30 are each designed as a mechanical friction brake - and in the present case as a disc brake -, in principle, other embodiments are possible.
  • Each of the additional braking devices 30 comprises in the present embodiment, a brake disc 32, the di ⁇ rectly or indirectly (for example via the respective drive unit 28) connected to the associated wheel 6, so that the brake disc 32 rotates with the wheel. 6
  • each of the additional braking devices to ⁇ holds 30 a cooperates with its brake disc caliper 32 34 can be actuated by means of an actuator unit, not shown figuratively, which can be operated, for example pneumatically, hydraulically or electromechanically, with a separate actuator unit is provided for each brake device 30.
  • the actuator units By means of the actuator units, the braking devices 30 are individually controllable.
  • the actuator units are each connected to the control device 10 via a control line (not shown in FIG. 1) and can be controlled by the control device 10.
  • Each of the wheels 6 is pivotally mounted about its own (vertical to the plane of FIG 2) vertical axis 36.
  • each of the steering devices 38 comprises a handlebar 40 and an actuator 42 coupled to the handlebar 40, by which the handlebar 40 is driven and which is connected via a control line not shown figuratively with the control device 10 and is controllable by the control device 10.
  • the wheels 6 are individu ⁇ ell controlled.
  • the control of the wheels 6 by the control device 10 takes place in an indirect way, namely by the control device 10 controls the respective wheel 6 associated drive unit 28, brake device 30 and steering device 38.
  • the control device 10 uses the sensor signals to monitor the entry and exit processes of passengers. In this case, the control device 10 determines the positions of persons located inside and outside the rail vehicle 4a and analyzes their movement behavior. hold. After a predetermined period of time, the passenger access doors 14 are closed again by the control device 10. The upcoming closing of the passenger access doors 14 is previously announced by a signal tone.
  • the control device 10 delays the closing of the corresponding passenger access door 14 until the person has left the area of the door opening and the closing of the passenger access door 14 is safe. Detects the controller 10 based on the analyzed by her movement behavior of a hauling person that the person wants to get into the rail vehicle 4a, the controller 10 may - if the schedule to be followed - delay the closing of the passenger access door 14 until the person in the rail vehicle 4a has entered.
  • the control device 10 monitors the vehicle surroundings 26 on the basis of the sensor signals generated by the further sensor units 24. In this case, the control device 10 determines the distances of persons and vehicles located in the vehicle surroundings 26 and analyzes their movement behavior. Depending on the sensor signals, the control device 10 controls the wheels 6 of the rail vehicle 4a. Controlling the Ra ⁇ 6 takes place in fully autonomous driving in such a way that it does not come between the rail vehicle 4a and persons and / or other vehicles in a collision.
  • the other two rail vehicles 4b, 4c of the rails ⁇ fleet 2 of Figure 1 are identical to the first
  • Rail vehicle 4a formed.
  • the above statements on the first rail vehicle 4a apply analogously to the two further rail vehicles 4b, 4c of the rail vehicle fleet 2.
  • control devices 10 of the rail vehicles 4a, 4b 4c are operable in an operating mode, in FIG Which of the control device 10 of the first rail vehicle 4a, the control devices 10 of the other two
  • Rail vehicles 4b, 4c are controllable. That is, the STEU ⁇ er wornen 10 are operable in an operating mode in which the control device 10 of the first rail vehicle 4a control commands for the control devices 10 of the other two rail vehicles 4b, 4c are generated.
  • the control device 10 of the first rail vehicle 4a When generating the control commands for the control devices 10 of the two further rail vehicles 4b, 4c, the control device 10 of the first rail vehicle 4a takes into account sensor signals generated by the sensor units 16, 24 of the two further rail vehicles 4b, 4c and with the aid of the communication devices 8 be transmitted to the first rail vehicle 4a.
  • control means 10 In said operating mode, the control means 10 generate 4b of the other two rail vehicles, 4c, 4c as a function of control commands that they receive from the control means 10 of the first rail vehicle 4a, control commands for Kom ⁇ components of the respective other rail vehicle 4b.
  • the control device 10 of the first rail vehicle 4a is set up to control the control devices 10 of the two further rail vehicles 4b, 4c in said operating mode in such a way that the rail vehicles 4a, 4b, 4c travel at the same speed while driving.
  • the rail vehicles 4a, 4b, 4c form a rail vehicle association in which the rail vehicles 4a, 4b, 4c are coupled "virtually" (ie without mechanical coupling), since mechanical coupling devices are not required.
  • the rail vehicles 4a, 4b, 4c can each be designed without mechanical coupling devices.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Abstract

L'invention concerne un véhicule ferroviaire (4a, 4b, 4c) destiné au transport de personnes et conçu pour une conduite entièrement autonome, ce véhicule ferroviaire comprenant plusieurs roues (6), une unité de détection (24) pour surveiller un environnement du véhicule (26) et un dispositif de commande (10) qui est conçu pour évaluer des signaux de capteurs de l'unité de détection (24) et pour commander au moins une des roues (6), les roues (6) étant des roues indépendantes.
EP18759885.9A 2017-09-29 2018-08-16 Véhicule ferroviaire pour le transport de personnes Active EP3655301B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
RS20230020A RS63902B1 (sr) 2017-09-29 2018-08-16 Vozilo na šinama za prevoz putnika

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017217408.0A DE102017217408A1 (de) 2017-09-29 2017-09-29 Schienenfahrzeug zur Personenbeförderung
PCT/EP2018/072181 WO2019063190A1 (fr) 2017-09-29 2018-08-16 Véhicule ferroviaire pour le transport de personnes

Publications (2)

Publication Number Publication Date
EP3655301A1 true EP3655301A1 (fr) 2020-05-27
EP3655301B1 EP3655301B1 (fr) 2022-11-09

Family

ID=63405179

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18759885.9A Active EP3655301B1 (fr) 2017-09-29 2018-08-16 Véhicule ferroviaire pour le transport de personnes

Country Status (7)

Country Link
EP (1) EP3655301B1 (fr)
DE (1) DE102017217408A1 (fr)
DK (1) DK3655301T3 (fr)
ES (1) ES2937403T3 (fr)
PL (1) PL3655301T3 (fr)
RS (1) RS63902B1 (fr)
WO (1) WO2019063190A1 (fr)

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Also Published As

Publication number Publication date
RS63902B1 (sr) 2023-02-28
ES2937403T3 (es) 2023-03-28
DE102017217408A1 (de) 2019-04-04
DK3655301T3 (da) 2023-01-23
PL3655301T3 (pl) 2023-01-30
WO2019063190A1 (fr) 2019-04-04
EP3655301B1 (fr) 2022-11-09

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