EP4275989A1 - Dispositif et procédé de transmission de données entre des parties d'un véhicule ferroviaire ou entre des véhicules ferroviaires, ainsi que partie d'un véhicule ferroviaire - Google Patents

Dispositif et procédé de transmission de données entre des parties d'un véhicule ferroviaire ou entre des véhicules ferroviaires, ainsi que partie d'un véhicule ferroviaire Download PDF

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Publication number
EP4275989A1
EP4275989A1 EP22305690.4A EP22305690A EP4275989A1 EP 4275989 A1 EP4275989 A1 EP 4275989A1 EP 22305690 A EP22305690 A EP 22305690A EP 4275989 A1 EP4275989 A1 EP 4275989A1
Authority
EP
European Patent Office
Prior art keywords
nfc
rail vehicle
data transmission
designed
nfc device
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.)
Pending
Application number
EP22305690.4A
Other languages
German (de)
English (en)
Inventor
Peter Heidrich
Ingo Kunkel
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.)
Alstom Holdings SA
Original Assignee
Alstom Holdings SA
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 Alstom Holdings SA filed Critical Alstom Holdings SA
Priority to EP22305690.4A priority Critical patent/EP4275989A1/fr
Priority to US18/143,976 priority patent/US20230365172A1/en
Publication of EP4275989A1 publication Critical patent/EP4275989A1/fr
Pending legal-status Critical Current

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Classifications

    • 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
    • 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
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0072—On-board train data handling

Definitions

  • the invention relates to a method and a device for data transmission between two connectable parts of a rail vehicle or between rail vehicles and a part of a rail vehicle.
  • the EP 1 762 455 A1 describes an automatic central buffer coupling for a multi-link vehicle with a first coupling head, via which a non-positive connection between a first and an adjacent second car body can be established with a second coupling head of a counter-coupling in the coupled state, and with a signal transmission device for transmitting electrical and / or electronic Signals between the first and second car bodies.
  • the signal transmission device has at least one coupling element and at least one negative coupling element, the coupling element being integrated in a contact carrier of the first coupling head and the negative coupling element being integrated in a contact carrier of the second coupling head. It is further disclosed that the coupling element and the negative feedback element each have at least one antenna element.
  • the US 10,250,300 B1 discloses a condition monitoring sensor comprising a first near field communications transponder and a memory, the condition monitoring sensor being attached to a mechanical system and monitoring its conditions.
  • the technical problem arises of creating a device and a method for data transmission between two connectable parts of a rail vehicle or between rail vehicles and a part of a rail vehicle, which can be implemented in a simple manner, especially in existing rail vehicles.
  • the two connectable parts can be parts of a rail vehicle.
  • the device enables data transmission between parts of rail vehicles, for example between subway or S-Bahn cars or passenger train cars, or between such parts and, for example, an e-container.
  • the two connectable parts can also be parts of a rail vehicle of different rail vehicles.
  • the device enables data transmission between complete rail vehicles (e.g. coupled subway, S-Bru or trams).
  • the data transmission can then take place to or from a rail vehicle component arranged in or on the part.
  • a rail vehicle component can in particular be an electrical, electromechanical or electronic component.
  • the two connectable parts can each be a car body, car, wagon or another part of a rail vehicle.
  • one part can be a car body and the other part to be a part that is different from a car body.
  • the other part can be a cupboard or container.
  • the cabinet or container can be designed to accommodate the rail vehicle components, and such components can therefore be arranged in the cabinet or container. If these components are electrical or electronic components, the container can be referred to as an e-container.
  • Such a part (first part) of a rail vehicle has a connecting device for mechanical connection to another part of the rail vehicle or forms such a connection device.
  • the further part can have a corresponding connecting device which serves to connect to the first part and can, for example, interact with it in order to produce a mechanically connected state.
  • the connecting devices can be designed to produce a screw, clamp, snap, positive and/or frictional connection. As explained in more detail below, such a connecting device can in particular be a coupling device.
  • the data transmission can here refer to a signal transmission, i.e. a transmission of electrical or electronic signals, with information being encoded in or through the transmitted signal.
  • the data transmission is wireless data transmission.
  • the data transmission can be carried out to transmit control signals, but also to transmit information signals, in particular status information signals.
  • the device further comprises at least one NFC device (near field communication device).
  • NFC device near field communication device
  • Such a device is based on RFID technology and is used to transmit data contactlessly via electromagnetic induction using loosely coupled coils or antennas over short distances of a few centimeters.
  • NFC device The data transmission and the functionality of an NFC device are standardized by standards known to those skilled in the art. Data transmission between the NFC device and another NFC device can be both active-passive and active-active.
  • the device comprises at least one fastening interface for mechanical fastening to the connecting device or the device forms this fastening interface.
  • the fastening interface can in particular be designed for releasable mechanical fastening to the connecting device.
  • the fastening interface can have or form elements for producing a screw, clamp, latching, form-fitting and/or frictional connection.
  • the fastening interface is designed for mechanical fastening to an already existing connecting device of the part of the rail vehicle. This may mean that the connection device is not specific the device-side fastening interface has or forms its own interface.
  • the fastening interface is designed in such a way that the device can be subsequently fastened to existing parts of a rail vehicle, i.e. retrofitted.
  • data transmission via the known and used WTB can be supplemented using the proposed device.
  • the use of an NFC device advantageously ensures that data transmission cannot be compromised, such as data transmission using Bluetooth or WLAN.
  • Such data transmission can lead to undesirable influences on the data transmission in the neighboring vehicle due to interference, particularly in the case of rail vehicles arranged adjacent to one another on, for example, parallel tracks.
  • This advantageously results in reliable data transmission.
  • This also results in an implementation of data transmission with a low additional weight, since a device according to the invention has only a low weight.
  • This is also easy to assemble and align/adjust, regardless of the vehicle type, especially by just one person, and can therefore be used universally.
  • This also advantageously results in non-reactive data transmission and tap-proof data transmission.
  • a data transmission between two networks is non-reactive if no signals or data are introduced into the sending network during or through the data transmission or if data in this network can be changed.
  • the data transmission also has good electromagnetic compatibility.
  • the device can have or form an interface for wired data transmission, in particular for a network line, with the device being connected via this to a communication system, in particular a bus system, of the rail vehicle or rail vehicle part can be connected.
  • the device in particular the NFC device, can be connected via the interface, for example to an Ethernet cable, which can be part of a communication system of the rail vehicle or part.
  • This interface can be arranged on a rear side of the device, i.e. on a side facing the rail vehicle part to which the device is attached.
  • a data transmission line can thus be routed from the device to part of the rail vehicle, in particular in a protected manner, for example protected by a PMA hose.
  • the NFC device can enable (reliable) data transmission, for example, up to a distance of 60 mm (including) from the corresponding NFC device.
  • a data transfer rate that can be provided with the NFC facility can be up to 100 Mbps (inclusive).
  • a data transmission frequency range can be, for example, in a range from 58 GHz to 64 GHz.
  • the NFC device can preferably be designed for bidirectional data transmission, but also for unidirectional data transmission.
  • the device can further be designed such that a predetermined degree of protection, for example a degree of protection IP69, is achieved.
  • a predetermined degree of protection for example a degree of protection IP69
  • the device can be fastened to the connecting device of a first part of the rail vehicle with the at least one fastening interface in such a way that, in the state connected to this connecting device, a relative position, i.e. relative position and/or relative orientation, between the NFC device arranged on the first part of the rail vehicle Device and a (further) NFC device of a (further) device arranged on a (corresponding) connection device of a further part of the rail vehicle corresponds to a predetermined target relative position or does not deviate from it by more than a predetermined amount.
  • a distance between the NFC devices can be, for example, less than 40 mm or less than 1 mm.
  • a first device with at least one first NFC device to be attached to a first part of the rail vehicle and a further (corresponding) device with at least one further NFC device to be attached to another part of the rail vehicle is. If the connecting devices of these parts are connected, the predetermined relative position explained can be set.
  • the device in particular the fastening interface and/or the NFC device, can thus be designed in such a way that the device (and thus also the NFC device) can be fastened to the connection device with a predetermined repeatability.
  • a repeatability represents the size of a maximum deviation between the (spatial) layers of the device that arise when the device is attached to the connecting device multiple times, i.e. repeatedly. This repeatability can be determined, for example, as the standard deviation of the deviations in a large number of, for example more than 100, repeated attachments.
  • the repeatability is preferably less than or equal to 0.5 mm or 5 angular minutes.
  • the design of the attachment interface and/or the connection device ensures that the NFC device assumes the same position and/or orientation each time it is attached.
  • the connecting device is a coupling device.
  • the coupling device can be used in particular to produce a mechanical, in particular non-positive, connection between the two rail vehicle parts, the connection being designed in particular to transmit drive forces.
  • the coupling device can be designed as a center buffer coupling, in particular as a Scharfenberg coupling or UIC coupling, but also as a differently designed coupling device. It is particularly possible for the coupling device to comprise or form a coupling head, via which the non-positive connection can be established with a further coupling head of a counter-coupling device of the further rail vehicle part in the coupled state.
  • first coupling device is arranged or attached to a first part of the rail vehicle and a further coupling device (counter-coupling device) to be arranged or attached to a further part.
  • connection device is a coupling device
  • the NFC device is not in accordance with the teaching of EP 1 762 455 A1 integrated into the coupling head, but mounted on it, in particular on an outside.
  • the device can be mounted on the left, right, below or above a coupling device, in particular an automatic coupling device.
  • the connecting device is a bellows.
  • This bellows can also serve in particular to protect an intermediate area between the two parts of the rail vehicle, the intermediate area being a transition area between car bodies.
  • the bellows can therefore be arranged in a car body, in particular at a front end of the car body.
  • a first bellows can be arranged or attached to a first part and a further bellows can be arranged or attached to a further part, in which case the first bellows and the further bellows are then mechanically connected to produce an overall bellows, in particular with a mechanically releasable connection.
  • the device comprises or forms at least one damping element for mechanical damping.
  • the at least one damping element is arranged and/or designed in such a way that force impulses introduced into the device via the fastening interface are dampened.
  • the damping element can be an elastic element, for example an element made of elastic material such as rubber.
  • the damping element can also be referred to as a decoupling element and can be designed, for example, as a rubber-metal composite element.
  • the at least one damping element can be arranged and/or designed in such a way that an amplitude of a movement of the NFC device caused by such a force surge is smaller than in a design of the device without a damping element.
  • a degree of damping which is provided by the at least one damping element, can be between 0 (exclusively) and 1 (exclusively), preferably equal to 1, more preferably greater than 1, the degree of damping serving to characterize the movement vibration of the NFC device, in particular the vibrations caused by force impulses introduced via the fastening interface.
  • at least one damping element is provided, which dampens movements of the NFC device of the device induced by force impulses and thus ensures positional accuracy as well as possible, even when force impulses are present.
  • the device comprises a further NFC device.
  • the device comprises at least two, preferably exactly two, NFC devices.
  • redundant data transmission between the two connectable parts can be made possible and/or the data transmission capacity can be increased, in particular doubled.
  • the design of the device with at least two or exactly two NFC devices also enables greater flexibility when connecting parts of a rail vehicle. It is therefore possible for the first NFC device to be a master NFC device and thus to serve as a master in communication with another NFC device (another device), in particular a modulated high-frequency near field (HF near field). generated, which supplies the passive slave NFC device of the other device with energy.
  • the NFC device can be a reader device.
  • the further NFC device of the device can be a slave NFC device, which can be designed to receive the HF near field, which is generated, for example, by a master NFC device of another device.
  • a data transmission can be initiated from both rail vehicle parts, namely by the corresponding master NFC device . If there is only one NFC device and it is only designed as a master or slave NFC device, then in case of doubt no NFC connection can be initiated by the corresponding section of the rail vehicle.
  • the first NFC device is designed as an NFC master device and the further NFC device is designed as an NFC slave device.
  • the fastening interface comprises a frame element or is designed as a frame element.
  • the frame element can be made of metal or plastic.
  • the frame element can in particular comprise or surround an internal volume.
  • the internal volume can be designed to serve in particular for arranging the section of the connecting device.
  • the inner volume can also serve to accommodate or arrange a section of the NFC device or a support structure, with the at least one NFC device being arranged in or on the support structure. If at least one NFC device is arranged in the internal volume of the frame element, this advantageously results in good mechanical protection of the NFC device, which in turn increases the reliability of the data transmission.
  • the frame element is designed to accommodate or arrange a section of the connecting device, this advantageously results in simple and safe assembly of the device.
  • the at least one NFC device is arranged in the internal volume of the frame element.
  • the device comprises a support structure, wherein the at least one NFC device is arranged in or on the support structure.
  • the support structure can also be designed as a frame element, with at least one NFC device or several NFC devices being arranged in an internal volume or in different internal volumes, which are (s) from the support structure is/are trained.
  • the design of the device with a support structure for attaching the at least one NFC device advantageously enables the NFC device to be arranged in a precise position relative to the attachment interface and protection of the at least one NFC device from external influences, such as dirt or mechanical damage. If the device comprises a support structure, the support structure can have or form the fastening interface.
  • the support structure can comprise or form a frame element with an internal volume which serves to arrange the section of the connecting device.
  • the support structure and frame element for arranging the section of the connecting device are integrally formed. In this way, in particular, a low design of the device that takes up little space can be achieved.
  • the support structure it is also possible for the support structure to be attached to a fastening element, for example the frame element explained above, with the fastening element having or forming the fastening interface.
  • the support structure is connected to the fastening interface via the at least one damping element.
  • the support structure it is possible for the support structure to be connected to the previously explained fastening element via the at least one damping element.
  • a mechanical coupling of the support structure and the fastening element can be formed at least partially or even completely by the damping element. This advantageously results in a simple structure of the proposed device, in particular which ensures the explained positional accuracy of the at least one NFC device.
  • the damping element is part of the support structure.
  • the damping element is integrated in the support structure, for example is an integral part of the support structure.
  • the fastening interface is also an integral part of the support structure.
  • an integral design can mean that the various components cannot be separated from one another without damage, in particular are not connected in a detachable manner. If the damping element is part of the support structure, this advantageously results in one Design of a device with damping properties that takes up little space.
  • the device comprises at least one protective device for protecting the at least one NFC device or forms the protective device.
  • the protective device can in particular be designed as a protective or impact plate or sacrificial disc, which can be made of plastic, for example.
  • the protective device can in particular be arranged or designed in such a way that it protects the NFC device from mechanical influences, in particular from mechanical influences from a preferred receiving direction of the NFC device.
  • the preferred reception direction here refers to a signal propagation direction of the HF near field generated by another NFC device, which is received by the (protected) NFC device during intended use or intended data transmission.
  • the protective device can be arranged and/or designed in such a way that the NFC device is arranged between the protective device and the part of the rail vehicle to which the NFC device is attached as part of the device. This advantageously results in increased mechanical protection of the NFC device and thus improved reliability of the data transmission.
  • the device comprises at least one interface for supplying energy to the at least one NFC device. It is possible for this interface to be connected to an energy storage device or energy source arranged in the vehicle or in part of the rail vehicle in order to supply the at least one NFC device, which can in particular be designed as a master NFC device, with energy, in particular to create a near field. This advantageously results in reliable operation of the NFC device.
  • the at least one NFC device of a device can be connected to an energy source or an energy storage device that is arranged on the vehicle part to which the device with the at least one NFC device is attached.
  • An energy storage device can have one or more energy generating devices, for example a solar cell, which can be arranged, for example, on a vehicle roof of the rail vehicle, or a generator device, for example an axle generator device, of the vehicle part be supplied with energy and thus charged.
  • the energy generating device mentioned can be connected directly to the device and to supply it with energy for operation.
  • the device does not include such an interface.
  • the NFC device of the device is designed as a slave NFC device, an inductive energy transfer to the NFC device can also take place, as is known to those skilled in the art, in particular by an electromagnetic field generated by a corresponding master NFC device.
  • the device does not include an interface for supplying energy to the at least one NFC device.
  • a part of a rail vehicle in particular a car body of the rail vehicle, the part comprising at least one connecting device for mechanical connection to another part of the rail vehicle, which can be another car body or a different part, for example a container or cabinet, or trains.
  • this connecting device can be a bellows or a coupling device.
  • a bellows tunnel can be arranged between two car bodies of a rail vehicle or coupling devices for coupling the car bodies can be arranged thereon.
  • a bellows tunnel can also be arranged between a car body and a container, through which cables, for example for energy transmission, are routed.
  • a device according to one of the embodiments described in this disclosure is attached to the connecting device.
  • a rail vehicle with several, in particular at least or exactly two, parts, the parts being mechanically connected to one another by means of corresponding connecting devices.
  • a device according to one of the embodiments described in this disclosure is attached to both parts.
  • the devices can be arranged on the connection devices and/or designed in such a way that in the connected state the relative position between NFC devices of both devices corresponds to a target relative position or does not deviate from it by more than a predetermined amount. This has already been explained previously.
  • the NFC device of the first device can be operated as a master NFC device and the NFC device of the further device can be operated as a slave NFC device.
  • the data transmission can take place in accordance with an SDTv2 or SDTv4 protocol, in particular using one of these protocols, with the use of SDTv2 providing a SIL of 2 and the use of SDTv4 providing a SIL of 4
  • an operating command or an information signal is transmitted via the at least one NFC device.
  • the operating command or the information signal can be provided or encoded by the content of the data transmitted via the NFC device.
  • Data can be transmitted in particular in the form of a data telegram.
  • An operating command can, for example, control operation of a device of the rail vehicle, for example a braking device.
  • the operating command can be a braking command.
  • other operating commands are also conceivable.
  • a braking command is generated by a central control device and sent to each part via NFC devices which are attached to the various parts as explained above , in particular from one part to the other part, i.e. sequentially.
  • a braking command can be generated in a control device in a locomotive of the rail vehicle and then transmitted to a last part of the rail vehicle in the coupling sequence.
  • a braking command transmitted in this way can then be used, for example, to control braking devices that are arranged on the individual rail vehicle parts.
  • can Brake valves in all rail vehicle parts can be opened by a control with the brake command. This means that, particularly due to the rapid data transmission, each rail vehicle part can be braked quickly at the same time. This can also be called direct braking. In this way, the indirect braking that is common in freight wagons can be replaced or supplemented, which would significantly shorten the braking distance.
  • an ABS braking command can be generated in a corresponding manner by a central control device and transmitted with the data transmission to braking devices in the rail vehicle parts, in particular sequentially to each part of the rail vehicle.
  • braking devices can be controlled alternately to brake the movement of the rail vehicle and to release it, i.e. to release the movement.
  • This can also be called pneumatic anti-skid function. This can advantageously reduce the formation of flat spots on the wheels of the parts of the rail vehicle.
  • control device which can in particular be designed as a microcontroller or integrated circuit or include one, to be arranged in each vehicle part, which controls the corresponding control of controllable devices depending on the commands transmitted by means of data transmission Device(s), e.g. the braking device(s).
  • data transmission Device(s) e.g. the braking device(s).
  • a control device can also be referred to or designed as a SIL computing device. In this case, braking commands can be generated decentrally.
  • An information signal can be used in particular to transmit information for passenger counting, information for the operation of an infotainment system, information for passenger compartment monitoring, information for climate control and for the transmission of safety-relevant information.
  • signals that are different from one another can be transmitted simultaneously via separately designed NFC devices of a device, which advantageously ensures independent and rapid transmission and increases reliability. So two or even more, in particular up to six or up to eight, different signals can be used at the same time be transmitted via various NFC devices of a device. Different signals can be different information signals or different operating commands, but also an information signal and an operating command.
  • Fig. 1 shows a schematic front view of a device 1 according to the invention for data transmission between two connectable parts of a rail vehicle.
  • the connectable parts can, for example, be a first car body 2a and a second car body 2b (see Fig. 2 ) of the rail vehicle.
  • the device 1 includes a first NFC device 3a and a second NFC device 3b.
  • the first NFC device 3a is designed as an NFC master device and the further NFC device 3b is designed as an NFC slave device.
  • the NFC devices 3a, 3b are attached to a support structure 4, in particular stationary relative to the support structure 4. A relative position between the NFC devices 3a, 3b of the device 1 is therefore constant.
  • the support structure is designed as a frame-shaped element, which forms two internal volumes 5 for receiving the NFC devices 3a, 3b, the NFC devices 3a, 3b being arranged in these internal volumes.
  • the device 1 further comprises at least one fastening interface 6 for mechanically fastening the device 1 to a connecting device of a part of the rail vehicle.
  • this connecting device can be, for example, a coupling device 7a, 7b, different from one another Coupling devices 7a, 7b are arranged on different parts of the rail vehicle.
  • the fastening interface 6 comprises a frame element or is designed as a frame element.
  • the frame element 6 includes an internal volume 8 for receiving a section of the connecting device.
  • the device 1 further comprises damping elements 9, which can be formed, for example, from an elastic material such as rubber. These damping elements 9 are arranged between the fastening interface 6, in particular the frame element forming the fastening interface, and the support structure 4. In particular, the support structure 4 and the fastening interface 6 are mechanically connected or coupled via the damping elements 9.
  • Fig. 2 shows a schematic side view of two car bodies 2a, 2b with coupling devices 7a, 7b, devices 1 according to the invention being attached to the coupling devices 7a, 7b.
  • Shown is a first car body 2a with a first coupling device 7a, a first device 1a with a fastening interface 6, damping elements 9, a support structure 4 and an NFC device 3 (shown in dashed lines) being attached to the first coupling device 7a.
  • the first device 1a for data transmission is attached to the first coupling device 7a in a mechanically detachable manner.
  • a second car body 2b with a second coupling device 7b which can be mechanically connected to the first coupling device 7a for power transmission.
  • a second device 1b which also includes a fastening interface 6, damping elements 9, a support structure 4 and an NFC device 10, is mechanically fastened to the second coupling device 7b.
  • the devices 1a, 1b are each attached to the coupling devices 7a, 7b in such a way that in a coupled, i.e. mechanically connected, state of the coupling devices 7a, 7b, the NFC devices 3, 10 of the first and second devices 1a, 1b have a predetermined Take the target relative position or its relative position does not deviate from this target relative position by more than a predetermined amount.
  • FIG. 2 Shown are interfaces of the devices 1a, 1b for connecting a power supply and interfaces for wired data transmission, for example for a connection to a bus system of the rail vehicle.
  • the NFC devices 3, 10 can be activated or deactivated depending on a coupling state.
  • the coupling state or connection state can be determined or detected, for example by sensors or sensor-supported, in particular by a higher-level system of the rail vehicle.
  • the NFC device 3, 10 In a coupled state or when this state is detected, the NFC device 3, 10 can be put into an activated state and thus operated for data transmission. In a disengaged or uncoupled state or when this state is detected, the NFC device 3, 10 can be put into a deactivated state, whereby it cannot be operated for data transmission in this state. In the activated state, for example, a power supply to the NFC device 3, 10 can be established and interrupted in a deactivated state.
  • Fig. 2 Shown are protective devices 11a, 11b designed as cover plates, which are designed as so-called sacrificial plates and in the radiation direction of an electromagnetic field generated by the NFC device 11a, 11b in front of a front side of the support structure 4 or the housing (not shown) of the corresponding NFC device 3, 10 are arranged.
  • Fig. 3 shows a schematic flowchart of a method according to the invention for data transmission with one of, for example, in Fig. 1 or Fig. 2 shown devices 1.
  • an NFC master device 3a is operated to generate an electromagnetic field.
  • this electromagnetic field is received in an NFC slave device of a further device 1b.
  • This can then also generate an electromagnetic field, in particular by using the inductively transmitted energy.
  • Data transmission, in particular bidirectional, can then take place in a known manner via modulation of the electromagnetic field.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP22305690.4A 2022-05-10 2022-05-10 Dispositif et procédé de transmission de données entre des parties d'un véhicule ferroviaire ou entre des véhicules ferroviaires, ainsi que partie d'un véhicule ferroviaire Pending EP4275989A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP22305690.4A EP4275989A1 (fr) 2022-05-10 2022-05-10 Dispositif et procédé de transmission de données entre des parties d'un véhicule ferroviaire ou entre des véhicules ferroviaires, ainsi que partie d'un véhicule ferroviaire
US18/143,976 US20230365172A1 (en) 2022-05-10 2023-05-05 Device And Method For The Data Transmission Between Parts Of A Rail Vehicle As Well As Part Of A Rail Vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP22305690.4A EP4275989A1 (fr) 2022-05-10 2022-05-10 Dispositif et procédé de transmission de données entre des parties d'un véhicule ferroviaire ou entre des véhicules ferroviaires, ainsi que partie d'un véhicule ferroviaire

Publications (1)

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EP4275989A1 true EP4275989A1 (fr) 2023-11-15

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EP22305690.4A Pending EP4275989A1 (fr) 2022-05-10 2022-05-10 Dispositif et procédé de transmission de données entre des parties d'un véhicule ferroviaire ou entre des véhicules ferroviaires, ainsi que partie d'un véhicule ferroviaire

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US (1) US20230365172A1 (fr)
EP (1) EP4275989A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1762455A1 (fr) 2005-09-08 2007-03-14 Voith Turbo Scharfenberg GmbH & Co. KG Attelage automatique central avec une antenne pour la transmission de signaux par voie aerienne
DE102011079551A1 (de) * 2011-07-21 2013-01-24 Siemens Aktiengesellschaft Datenübertragungsvorrichtung, Schienenfahrzeug und Verfahren zur Datenübertragung
US10250300B1 (en) 2018-06-27 2019-04-02 Aktiebolaget Skf Wireless condition monitoring sensor with near field communication insection hardware
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EP3895954A1 (fr) * 2020-04-09 2021-10-20 Voith Patent GmbH Attelage, en particulier attelage automatique, véhicule guidé sur rail doté d'un tel attelage, ainsi que convoi de véhicules et système de communication de convoi de véhicules

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1762455A1 (fr) 2005-09-08 2007-03-14 Voith Turbo Scharfenberg GmbH & Co. KG Attelage automatique central avec une antenne pour la transmission de signaux par voie aerienne
DE102011079551A1 (de) * 2011-07-21 2013-01-24 Siemens Aktiengesellschaft Datenübertragungsvorrichtung, Schienenfahrzeug und Verfahren zur Datenübertragung
US10250300B1 (en) 2018-06-27 2019-04-02 Aktiebolaget Skf Wireless condition monitoring sensor with near field communication insection hardware
DE102019109417A1 (de) * 2019-04-10 2020-10-15 Voith Patent Gmbh Messmodul für eine Kupplungseinrichtung für ein spurgeführtes Fahrzeug, Kupplungseinrichtung mit einem derartigen Modul und Verfahren zur mechanischen Kopplung derartiger Fahrzeuge
EP3895954A1 (fr) * 2020-04-09 2021-10-20 Voith Patent GmbH Attelage, en particulier attelage automatique, véhicule guidé sur rail doté d'un tel attelage, ainsi que convoi de véhicules et système de communication de convoi de véhicules

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