EP3655301B1 - Véhicule ferroviaire pour le transport de personnes - Google Patents

Véhicule ferroviaire pour le transport de personnes Download PDF

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Publication number
EP3655301B1
EP3655301B1 EP18759885.9A EP18759885A EP3655301B1 EP 3655301 B1 EP3655301 B1 EP 3655301B1 EP 18759885 A EP18759885 A EP 18759885A EP 3655301 B1 EP3655301 B1 EP 3655301B1
Authority
EP
European Patent Office
Prior art keywords
rail vehicle
wheels
vehicle
rail
control facility
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.)
Active
Application number
EP18759885.9A
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German (de)
English (en)
Other versions
EP3655301A1 (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

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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

  • the invention relates to a rail vehicle for passenger transport.
  • Rail vehicle operators often want a rail vehicle used for passenger transport to have as large a passenger compartment as possible, given external dimensions.
  • a large passenger compartment enables a high passenger capacity to be achieved, which in turn enables cost-efficient operation of the rail vehicle 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).
  • a rail vehicle is known with an imaging system for capturing a space outside the rail vehicle, with which autonomous driving operation can be made possible.
  • An object of the invention is to provide a rail vehicle for passenger transport which can have a large passenger compartment.
  • the rail vehicle according to the invention for passenger transport is set up for fully autonomous driving. It includes a number of wheels, a sensor unit for monitoring a vehicle environment and a control device for evaluating sensor signals from the sensor unit and for controlling at least one of the wheels is set up, with the wheels being individual wheels, and with the rail vehicle having its own, in particular electric, drive unit for each of the wheels, with the respective drive unit being controllable using the control device, and with the respective drive unit being a wheel hub motor or a wheel hub motor includes.
  • Fully autonomous driving operation is to be understood as driving operation in which the rail vehicle is permanently controlled by the rail vehicle itself. In fully autonomous driving operation of the rail vehicle, no vehicle driver is required to control the rail vehicle.
  • the rail vehicle can drive fully autonomously, no vehicle driver's cab is required for a vehicle driver, so that the entire vehicle interior of the rail vehicle can be used as a passenger compartment, which ultimately means that a large passenger compartment can be obtained.
  • the wheels of the rail vehicle are designed as individual wheels (also referred to as loose wheels), the wheels require little installation space, for example for wheel housings to accommodate the wheels.
  • a larger vehicle interior and consequently a larger passenger compartment can be obtained by configuring the wheels as individual wheels.
  • the configuration of the wheels as individual wheels enables the rail vehicle to negotiate tight curves (ie curves with a small curve radius).
  • All wheels of the rail vehicle are preferably designed as individual wheels.
  • the rail vehicle preferably has wheels designed only as individual wheels.
  • the rail vehicle advantageously has four wheels, in particular precisely four wheels.
  • the wheels of the rail vehicle expediently form two pairs of wheels.
  • the control of a wheel by the control device can in particular be indirect control. That is, the controller can control the wheel by the controller controlling one or more devices acting on the wheel.
  • the autonomous driving operation of the rail vehicle can be implemented using the sensor unit and the control device.
  • the vehicle environment, in particular the route ahead, can be monitored with the aid of the sensor unit.
  • the sensor unit expediently generates sensor signals that are dependent on the state of the vehicle environment.
  • the sensor signals are advantageously evaluated by the control device. This allows the control device to control at least one of the wheels, preferably all wheels of the rail vehicle, depending on the situation.
  • the wheel or wheels are expediently controlled in accordance with the requirement that a collision of the rail vehicle with persons, other vehicles and/or other obstacles located in the vicinity of the vehicle is to be avoided.
  • control device can advantageously be configured in such a way that the control device brings about demand-dependent traffic management of the rail vehicle (instead of traffic management clocked according to a timetable).
  • the sensor unit is expediently communicatively connected to the control device.
  • the sensor unit can include one or more sensors.
  • the sensor unit can have at least one optoelectronic sensor, in particular at least one CCD sensor, and/or at least one ultrasonic sensor.
  • the monitoring of the vehicle environment can include, among other things, image analysis/recognition and/or a measurement of distances between the rail vehicle and persons or objects in the vehicle environment.
  • the control device expediently includes a processor for executing a computer program and a data memory in which a computer program can be stored. It is also advantageous if the control device is set up to generate control commands for one or more vehicle components—in particular based on an evaluation of the sensor signals.
  • the control device is preferably set up by a computer program, which is stored in the control device (more precisely in its data memory), for evaluating sensor signals and/or for generating control commands.
  • the control device is advantageously set up to control at least one of the wheels, preferably all wheels of the rail vehicle, as a function of the sensor signals from the sensor unit.
  • the wheels can be individually controlled using the control device.
  • the control device can control the wheels individually.
  • the wheels of the rail vehicle are single wheels, it is possible to optimize the driving dynamics of the rail vehicle.
  • the wheels can be controlled with the aid of the control device, for example, in such a way that as little noise as possible occurs when cornering and/or as little wear as possible occurs on the wheels and/or on the rails.
  • the wheels can be controlled using the control device in such a way that a comfort-optimized driving behavior of the rail vehicle is achieved.
  • the rail vehicle is preferably a tram vehicle.
  • a tram vehicle within the meaning of the invention can in particular be a light rail vehicle or subway vehicle.
  • the rail vehicle has a low-floor design.
  • the rail vehicle is advantageously a low-floor vehicle. This makes it easier for passengers whose mobility is restricted due to disability or age to get on and off the rail vehicle.
  • the rail vehicle preferably has an entry height of less than 400 mm. It is also preferred if the rail vehicle is designed without ramps and steps in the boarding area and/or in other areas of its passenger compartment.
  • the design of the wheels as individual wheels makes it possible to design the floor of the rail vehicle as low-floor in the area of the wheels, in particular since a wheel set shaft for each pair of wheels, which takes up a lot of installation space, can be omitted. This enables the installation of many and wide passenger access doors, which in turn allows short passenger changeover times, particularly when the rail vehicle is designed with a low-floor design.
  • the low-floor portion of the vehicle (over the length of the rail vehicle) is 100%. This means that the vehicle is preferably a so-called 100% low-floor vehicle.
  • the rail vehicle expediently comprises a car body with a first and a second end section. Two of the wheels are preferably at the first end portion of the car body arranged. Another two of the wheels are preferably arranged at the second end portion of the car body. Such an arrangement of the wheels enables the rail vehicle to be configured flexibly between the end sections of the car body, since wheel housings, which would limit the configurability of the rail vehicle there, can be omitted in the central region of the car body.
  • the rail vehicle is a one-piece rail vehicle.
  • the rail vehicle is advantageously a rail vehicle that has exactly one car body (namely the car body mentioned above).
  • Such an embodiment of the rail vehicle can be implemented with low cost and construction effort compared to an embodiment of the rail vehicle as a multi-part vehicle.
  • the wheels arranged on the first end section of the car body can be elements of a first running gear.
  • the wheels arranged on the second end section of the car body can be elements of a second running gear.
  • the respective running gear can have an axle bridge that does not rotate with the wheels, which is fastened to the car body and carries the wheels of the running gear.
  • the rail vehicle is equipped with at least one drive unit for driving at least one of the wheels.
  • the at least one drive unit can advantageously be controlled using the control device.
  • the rail vehicle has its own drive unit for each of the wheels. This makes it possible to drive the wheels individually.
  • the respective drive unit is in particular an electric drive unit.
  • the respective drive unit can be controlled with the aid of the control device.
  • the control device is preferably communicatively connected to the respective drive unit. Furthermore, the control device is preferably set up to generate control commands for each of the drive units.
  • the respective drive unit is a wheel hub motor or includes a wheel hub motor.
  • This drive concept is that little installation space is required, which has a positive effect on the size of the interior volume of the rail vehicle that can be used as a passenger compartment.
  • Another advantage of this drive concept compared to drive concepts with a central motor that drives several wheels is that each wheel can be controlled individually and thus, for example, optimized driving dynamics control, in particular anti-slip control or cornering with different wheel speeds, is possible.
  • the compact design and the possible omission of components of a classic drive system make it possible to reduce the weight of the rail vehicle.
  • the respective motor is set up to directly drive the wheel assigned to the motor.
  • the respective drive unit can have a gearbox which is connected between its motor and the wheel assigned to the motor.
  • the rail vehicle has at least one braking device for braking at least one of the wheels.
  • the at least one braking device can advantageously be controlled using 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. Furthermore, it is advantageous if the respective braking device can be controlled with the aid of the control device.
  • control device is set up to control the respective braking device directly, in particular if the respective braking device can be actuated electrically or electromagnetically.
  • control device is preferably communicatively connected to the respective braking device.
  • control device is preferably set up to generate control commands for the respective braking device.
  • 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 set up to generate control commands for such a device.
  • the wheels are preferably each pivoted about their own vertical axis.
  • the wheels are preferably individually pivotable.
  • a vertical axis is to be understood as meaning an axis which is aligned vertically when the rail vehicle is aligned as intended—ie when the wheels are supported on rails.
  • the rail vehicle has its own steering device for each of the wheels.
  • the respective steering device can, for example, be a steering rod or comprise a steering rod.
  • the respective steering device is expediently connected to the wheel assigned to it. the each steering device can be used to pivot its associated wheel about the associated vertical axis.
  • the respective steering device can advantageously be controlled with the aid of the control device.
  • the control device can be set up to generate control commands for an actuator which is part of the steering device or is connected to it.
  • the rail vehicle can have a further sensor unit for monitoring its vehicle interior.
  • the additional sensor unit can be used in particular for automatic passenger handling.
  • the entry and exit processes of passengers can be monitored using the additional sensor unit.
  • Sensor signals that are generated by the additional sensor unit are expediently dependent on the state of the vehicle interior.
  • the first-mentioned sensor unit can also be (jointly) used for automatic passenger handling, in particular for monitoring the boarding processes of passengers.
  • control device is communicatively connected to the further sensor unit.
  • the control device is preferably set up to evaluate sensor signals from the further sensor unit.
  • the additional sensor unit can include one or more sensors.
  • the additional sensor unit can have at least one optoelectronic sensor, in particular at least one CCD sensor, and/or at least one ultrasonic sensor.
  • the monitoring of the vehicle interior can include, among other things, image analysis/recognition and/or determination of the positions of people.
  • the rail vehicle preferably includes at least one passenger access door that can be controlled using the control device. Below a passenger access door is present to understand a door through which passengers can enter and exit the vehicle.
  • the control device is expediently communicatively connected to an actuating mechanism of the passenger access door.
  • the control device is preferably set up to generate control commands for the actuating mechanism.
  • control device is set up to control the passenger access door as a function of sensor signals from the first-mentioned sensor unit and/or sensor signals from the further sensor unit. This makes it possible to control the opening and closing of the passenger access door depending on the situation. For example, if the control device uses the sensor signals to determine that a person is in the area of a door opening of the passenger access door, the control device can wait to close the passenger access door until the person has left the area of the door opening and the closing of the passenger access door is safe.
  • the invention also relates to a rail vehicle fleet, which includes a first rail vehicle according to the invention and at least one further rail vehicle according to the invention.
  • a rail vehicle fleet is to be understood here as a group of rail vehicles.
  • control devices of the rail vehicles are communicatively connected to one another.
  • the control devices of the rail vehicles can exchange data/information with one another.
  • the respective rail vehicle is preferably equipped with a communication device for wireless communication with the other rail vehicle(s) in the rail vehicle fleet.
  • the 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.
  • the control device of the first rail vehicle advantageously generates control commands for the control device of the further rail vehicle or--if the rail vehicle fleet comprises several further rail vehicles--for the control devices of the further rail vehicles.
  • the control device of the first rail vehicle is set up to control the control device of the at least one other rail vehicle in said operating mode in such a way that the rail vehicles travel at the same speed during operation.
  • the rail vehicles can form a rail vehicle convoy without time-consuming mechanical coupling of the individual rail vehicles. This makes it possible to dispense with coupling devices for mechanically coupling the rail vehicles, as a result of which the outlay on construction and costs for the rail vehicles can be reduced.
  • FIG 1 shows a schematic side view of a rail vehicle fleet 2, which includes a first rail vehicle 4a for passenger transport and two other rail vehicles 4b, 4c for passenger transport, wherein the rail vehicle fleet 2 can in principle include a higher or lower number of rail vehicles.
  • the rail vehicles 4a, 4b, 4c are each a low-floor, one-piece tram vehicle.
  • Each of the rail vehicles 4a, 4b, 4c is set up for fully autonomous driving.
  • none of the rail vehicles 4a, 4b, 4c has a driver's compartment in its vehicle interior, so that the entire vehicle interior of the respective rail vehicle 4a, 4b, 4c is used as a passenger compartment.
  • each of the rail vehicles 4a, 4b, 4c has four wheels 6, with in FIG 1 only two wheels 6 are visible from each of the rail vehicles 4a, 4b, 4c.
  • the wheels 6 are each designed as individually controllable single wheels.
  • each of the rail vehicles 4a, 4b, 4c has a communication device 8 for wireless communication with the two other rail vehicles 4a, 4b, 4c.
  • the communication devices 8 can be radio communication devices, for example.
  • each of the rail vehicles 4a, 4b, 4c has a control device 10 which is communicatively connected to the communication device 8 of the respective rail vehicle 4a, 4b, 4c via an information transmission line 12.
  • the wheels 6 of the respective rail vehicle 4a, 4b, 4c can be controlled by means of the control device 10 thereof.
  • 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 a plurality of passenger access doors 14 through which passengers can enter and exit the respective rail vehicle 4a, 4b, 4c.
  • the passenger access doors 14 of the respective rail vehicle 4a, 4b, 4c can be opened and closed by its control device 10.
  • each of the rail vehicles 4a, 4b, 4c has a plurality of sensor units 16 for monitoring its vehicle interior, which are connected to the control device 10 of the respective rail vehicle 4a, 4b, 4c via information transmission lines 12.
  • FIG 2 shows the first rail vehicle 4a of the rail vehicle fleet 2 as an example FIG 1 in a schematic sectional view.
  • FIG 2 all four wheels 6 and a car body 18 of the first rail vehicle 4a are shown. Two of the four wheels 6 are arranged on a first end section 20 of the car body 18, while the other two wheels 6 are arranged on a second end section 22 of the car body 18.
  • FIG 2 the aforementioned control device 10 and several other sensor units 24 of the rail vehicle 4a are shown. These further sensor units 24 are each connected to the control device 10 of the rail vehicle 4a via an information transmission line (not shown in the figure) and are used, among other things, for monitoring the vehicle surroundings 26 .
  • the rail vehicle 4a has a separate drive unit 28 for each of its four wheels 6, by means of which the respective wheel 6 can be driven.
  • the wheels 6 can therefore be driven individually.
  • the drive units 28 are each designed as a wheel hub motor.
  • Each of the drive units 28 is connected to the control device 10 via a control line (not shown in the figure) and can be controlled by the control device 10 .
  • the rail vehicle 4a has an electrodynamic brake for each of its wheels 6, which in particular can interact with the respective drive unit 28 and/or be integrated into the respective drive unit 28.
  • the respective electrodynamic brake can be a regenerative brake or a resistance brake.
  • the rail vehicle 4a also has an additional one for each of its four wheels 6 Braking device 30, in particular for emergency braking and / or to keep the rail vehicle 4a safe at a standstill.
  • the additional braking devices 30 are each designed as a mechanical friction brake—specifically in the present case as a disc brake—other design variants being fundamentally possible.
  • each of the additional braking devices 30 comprises a brake disc 32 which is connected directly or indirectly (for example via the respective drive unit 28 ) to the associated wheel 6 so that the brake disc 32 rotates with the wheel 6 .
  • each of the additional braking devices 30 includes a brake caliper 34 that interacts with its brake disc 32 and can be actuated by means of an actuator unit (not shown in the figure), which can be operated pneumatically, hydraulically, or electromechanically, for example, with each braking device 30 having its own actuator unit.
  • the braking devices 30 can be controlled individually with the aid of the actuator units.
  • the actuator units are each connected to the control device 10 via a control line (not shown in the figure) and can be controlled by the control device 10 .
  • Each of the wheels 6 has its own (to the drawing level of the FIG 2 vertical) vertical axis 36 pivoted.
  • the rail vehicle 4a has its own steering device 38 for each of its wheels 6 in order to swivel the wheels 6 .
  • Each of the steering devices 38 comprises a steering rod 40 and an actuator 42 coupled to the steering rod 40, by means of which the steering rod 40 can be driven and which is connected to the control device 10 via a control line (not shown in the figure) and can be controlled by the control device 10.
  • the wheels 6 can be controlled individually with the aid of the control device 10 . Controlling the wheels 6 by the controller 10 takes place indirectly, namely in that the control device 10 controls the drive unit 28, braking device 30 and steering device 38 assigned to the respective wheel 6.
  • the rail vehicle 4a stops at a stop, its passenger access doors 14 are opened by the control device 10 so that passengers can enter or leave the rail vehicle 4a.
  • the previously mentioned sensor units 16, 24 generate sensor signals and transmit them to the control device 10.
  • the control device 10 uses the sensor signals to monitor the boarding and alighting processes of passengers.
  • the control device 10 determines the positions of people inside and outside of the rail vehicle 4a and analyzes their movement behavior.
  • the passenger access doors 14 are closed again by the control device 10 .
  • the imminent closing of the passenger access doors 14 is announced beforehand 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. If the control device 10 recognizes from the movement behavior of an approaching person analyzed by it that the person wants to get on the rail vehicle 4a, the control device 10 can - if the timetable to be adhered to allows it - delay the closing of the passenger access door 14 until the person has entered the rail vehicle 4a boarded.
  • the control device 10 monitors the vehicle environment 26 using the sensor signals generated by the additional sensor units 24.
  • the control device 10 determines the distances from people located in the vehicle surroundings 26 and vehicles and analyzes their movement behavior.
  • the control device 10 controls the wheels 6 of the rail vehicle 4a.
  • the wheels 6 are controlled in fully autonomous driving mode in such a way that there is no collision between the rail vehicle 4a and persons and/or other vehicles.
  • the two other rail vehicles 4b, 4c of the rail vehicle fleet 2 FIG 1 are identical to the first rail vehicle 4a.
  • the above statements on the first rail vehicle 4a apply in an analogous manner to the two other rail vehicles 4b, 4c of the rail vehicle fleet 2.
  • control devices 10 of the rail vehicles 4a, 4b, 4c can be operated in an operating mode in which the control devices 10 of the two other rail vehicles 4b, 4c can be controlled by the control device 10 of the first rail vehicle 4a.
  • control devices 10 can be operated in an operating mode in which the control device 10 of the first rail vehicle 4a generates control commands for the control devices 10 of the two other rail vehicles 4b, 4c.
  • the control device 10 of the first rail vehicle 4a When generating the control commands for the control devices 10 of the two other 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 other rail vehicles 4b, 4c and sent to the first rail vehicle with the aid of the communication devices 8 4a are transmitted.
  • the control devices 10 of the two further rail vehicles 4b, 4c generate control commands for components of the respective further rail vehicle 4b, 4c as a function of the control commands which they receive from the control device 10 of the first rail vehicle 4a.
  • the control device 10 of the first rail vehicle 4a is set up to control the control devices 10 of the two other rail vehicles 4b, 4c in said operating mode in such a way that the rail vehicles 4a, 4b, 4c travel at the same speed during operation. What is achieved in this way is that the rail vehicles 4a, 4b, 4c form a rail vehicle formation in which the rail vehicles 4a, 4b, 4c are coupled “virtually” (ie without mechanical coupling). Since mechanical coupling devices are not required in order to form a rail vehicle assembly with the rail vehicles 4a, 4b, 4c, the rail vehicles 4a, 4b, 4c can each be designed without mechanical coupling devices.

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

Claims (13)

  1. Véhicule (4a, 4b, 4c) ferroviaire de transport de personnes, qui est conçu pour un fonctionnement en moteur entièrement autonome, comprenant plusieurs roues (6), une unité (24) à capteurs de surveillance d'un environnement (26) du véhicule et un dispositif (10) de commande, pour l'analyse de signaux de capteurs de l'unité (24) à capteurs, ainsi que pour la commande automatique d'au moins l'une des roues (6),
    caractérisé en ce que
    les roues (6) sont des roues simples et dans lequel le véhicule (4a, 4b, 4c) ferroviaire a, pour chacune des roues (6), sa propre unité (28) d'entraînement, notamment électrique, dans lequel le groupe (28) respectif d'entraînement peut être commandé à l'aide du dispositif (10) de commande et dans lequel l'unité (28) respective d'entraînement est un moteur à moyeu de roue ou comprend un moteur à moyeu de roue.
  2. Véhicule (4a, 4b, 4c) ferroviaire suivant la revendication 1,
    caractérisé en ce que le dispositif (10) de commande est conçu pour commander au moins l'une des roues (6), notamment toutes les roues (6) en fonction des signaux de capteurs de l'unité (24) à capteurs.
  3. Véhicule (4a, 4b, 4c) ferroviaire suivant la revendication 1 ou 2,
    caractérisé en ce que les roues (6) peuvent être commandées individuellement à l'aide du dispositif (10) de commande.
  4. Véhicule (4a, 4b, 4c) ferroviaire suivant l'une des revendications précédentes,
    dans lequel le véhicule (4a, 4b, 4c) ferroviaire est réalisé en mode à plancher surbaissé.
  5. Véhicule (4a, 4b, 4c) ferroviaire suivant l'une des revendications précédentes,
    caractérisé par une caisse (18) ayant une première et une deuxième parties (20, 22) d'extrémité, dans lequel deux des roues (6) sont montées à la première partie (20) d'extrémité de la caisse (18) et deux autres des roues (6) sont montées à la deuxième partie (22) d'extrémité de la caisse (18).
  6. Véhicule (4a, 4b, 4c) ferroviaire suivant l'une des revendications précédentes,
    dans lequel le véhicule (4a, 4b, 4c) ferroviaire est un véhicule ferroviaire d'une seule pièce.
  7. Véhicule (4a, 4b, 4c) ferroviaire suivant l'une des revendications précédentes,
    caractérisé par un propre dispositif (30) de freinage pour chacune des roues (6), dans lequel le dispositif (30) respectif de freinage peut être commandé à l'aide du dispositif (10) de commande.
  8. Véhicule (4a, 4b, 4c) ferroviaire suivant l'une des revendications précédentes,
    caractérisé en ce que les roues (6) sont montées pivotantes respectivement autour de leur propre axe (36) vertical.
  9. Véhicule (4a, 4b, 4c) ferroviaire suivant l'une des revendications précédentes,
    caractérisé par un propre dispositif (38) de braquage de chacune des roues (6), le dispositif (38) respectif de braquage pouvant être commandé à l'aide du dispositif (10) de commande.
  10. Véhicule (4a, 4b, 4c) ferroviaire suivant l'une des revendications précédentes,
    caractérisé par un autre groupe (16) à capteurs de contrôle de l'espace intérieur d'un véhicule, le dispositif (10) de commande étant conçu pour analyser des signaux de capteurs de l'autre groupe (16) à capteurs.
  11. Véhicule (4a, 4b, 4c) ferroviaire suivant la revendication 10,
    caractérisé par au moins une portière (14) d'accès des passagers, qui peut être commandée à l'aide du dispositif (10) de commande, dans lequel le dispositif (10) est conçu pour commander la au moins une portière (14) d'accès des passagers, en fonction de signaux de commande du groupe (24) à capteurs mentionnés en premier et/ou de signaux de capteurs de l'autre groupe (16) à capteurs.
  12. Flotte (2) de véhicules ferroviaires, comprenant un premier véhicule (4a) ferroviaire suivant l'une des revendications précédentes, ainsi qu'un autre véhicule (4b, 4c) ferroviaire suivant l'une des revendications précédentes, dans lequel les dispositifs (10) de commande des véhicules (4a, 4b, 4c) ferroviaires sont reliés en communication entre eux et peuvent fonctionner dans un mode de fonctionnement, dans lequel le dispositif (10) de commande du au moins un autre véhicule (4b, 4c) ferroviaire peut être commandé par le dispositif (10) de commande du premier véhicule (4a) ferroviaire.
  13. Flotte (2) de véhicules ferroviaires suivant la revendication 12,
    caractérisé en ce que le dispositif (10) de commande du premier véhicule (4a) ferroviaire est conçu pour, dans ledit mode de fonctionnement, commander le dispositif (10) de commande du au moins un autre véhicule (4b, 4c) ferroviaire, de manière à ce que les véhicules (4a, 4b, 4c) ferroviaires roulent dans le fonctionnement en moteur à la même vitesse.
EP18759885.9A 2017-09-29 2018-08-16 Véhicule ferroviaire pour le transport de personnes Active EP3655301B1 (fr)

Priority Applications (1)

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RS20230020A RS63902B1 (sr) 2017-09-29 2018-08-16 Vozilo na šinama za prevoz putnika

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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

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

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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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DE102020102929B4 (de) 2020-02-05 2024-02-08 G. Zwiehoff GmbH Verbundsystem mit einem Sicherheitssystem, einem Gleisabschnitt und einem Zug mit zumindest einem autonom fahrenden Schienenfahrzeug

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EP1569183A2 (fr) * 2004-02-24 2005-08-31 Robert Bosch GmbH Système de commande et/ou de réglage de systèmes d'assistance de conducteur et procédé relatif
DE102011113340A1 (de) * 2011-09-15 2013-03-21 Rail & Road Protec GmbH Schienenfahrzeug mit einem Videoüberwachungssystem
DE102014222900A1 (de) * 2014-11-10 2016-05-12 Bombardier Transportation Gmbh Betrieb eines Schienenfahrzeugs mit einem Bilderzeugungssystem
DE102015015864A1 (de) * 2015-12-09 2017-06-14 Ernst-Heinrich Hansen Transportfahrzeug

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CH679767A5 (fr) * 1986-03-25 1992-04-15 Sig Schweiz Industrieges
DE9302351U1 (de) * 1993-02-18 1994-06-23 Duewag Ag, 47829 Krefeld Schienenfahrzeug mit angetriebenen und/oder gebremsten Einzelrädern
DE102004003055A1 (de) * 2004-01-20 2005-08-18 Rheinmetall Landsysteme Gmbh Anordnung von einem ersten und mindestens einem weiteren Fahrzeug in einem lose koppelbaren nicht spurgebundenen Zugverband
DE102014219691A1 (de) * 2014-09-29 2016-01-21 Siemens Aktiengesellschaft Verfahren zur Überwachung einer Umgebung einer Schienenfahrbahn und Überwachungssystem
DE102014222906B4 (de) * 2014-11-10 2019-06-27 Bombardier Transportation Gmbh Schienenfahrzeug mit einem Sensor zur Erfassung eines Raumes außerhalb des Schienenfahrzeugsund/oder mit einem Signalgeber zum Ausgeben von Signalen in den Raum außerhalb desSchienenfahrzeugs
US20170106888A1 (en) * 2015-10-19 2017-04-20 Electro-Motive Diesel, Inc. Control system enabling remote locomotive configuration setting

Patent Citations (4)

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Publication number Priority date Publication date Assignee Title
EP1569183A2 (fr) * 2004-02-24 2005-08-31 Robert Bosch GmbH Système de commande et/ou de réglage de systèmes d'assistance de conducteur et procédé relatif
DE102011113340A1 (de) * 2011-09-15 2013-03-21 Rail & Road Protec GmbH Schienenfahrzeug mit einem Videoüberwachungssystem
DE102014222900A1 (de) * 2014-11-10 2016-05-12 Bombardier Transportation Gmbh Betrieb eines Schienenfahrzeugs mit einem Bilderzeugungssystem
DE102015015864A1 (de) * 2015-12-09 2017-06-14 Ernst-Heinrich Hansen Transportfahrzeug

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PL3655301T3 (pl) 2023-01-30
DK3655301T3 (da) 2023-01-23
EP3655301A1 (fr) 2020-05-27
RS63902B1 (sr) 2023-02-28
DE102017217408A1 (de) 2019-04-04
WO2019063190A1 (fr) 2019-04-04
ES2937403T3 (es) 2023-03-28

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