EP2163452B1 - Réglage d'un poste de conduite d'un véhicule sur rail en fonction de la géométrie corporelle d'un conducteur - Google Patents

Réglage d'un poste de conduite d'un véhicule sur rail en fonction de la géométrie corporelle d'un conducteur Download PDF

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Publication number
EP2163452B1
EP2163452B1 EP09090013A EP09090013A EP2163452B1 EP 2163452 B1 EP2163452 B1 EP 2163452B1 EP 09090013 A EP09090013 A EP 09090013A EP 09090013 A EP09090013 A EP 09090013A EP 2163452 B1 EP2163452 B1 EP 2163452B1
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EP
European Patent Office
Prior art keywords
driver
armrest
assembly
control element
seat
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
EP09090013A
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German (de)
English (en)
Other versions
EP2163452A1 (fr
Inventor
heinz-Jürgen Horn
Sven Kobel
Anja Marquetant-Herre
Mirko Ziesch
Jochen Dittrich
Tibor Kiss
Jan Vietze
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 Transportation Germany GmbH
Original Assignee
Bombardier Transportation 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 Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to PL09090013T priority Critical patent/PL2163452T3/pl
Publication of EP2163452A1 publication Critical patent/EP2163452A1/fr
Application granted granted Critical
Publication of EP2163452B1 publication Critical patent/EP2163452B1/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
    • B61C17/04—Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof

Definitions

  • the invention relates to the setting of a rail vehicle driver's cab to the body geometry of a driver, wherein the driver's cab has an operating element for controlling the drive system and / or the braking system of a rail vehicle.
  • the control element may in particular be a combined drive / brake lever with which (as is usual with streetcars) both the drive and the braking action of the rail vehicle are controlled.
  • the lever In trams, the lever is usually placed forward in the longitudinal direction of the vehicle to accelerate the vehicle and moved rearward to maintain vehicle speed or decelerate the vehicle.
  • the operating element for controlling the drive system and / or the braking system of a rail vehicle is an operating element that must be permanently accessible to the driver.
  • the driver will permanently touch or grip the control while driving.
  • regulations for the protection of persons at the workplace must also be observed. For example, it is unreasonable for the driver to reach the operating element only in a position which is uncomfortable for him or even puts a strain on the physical health.
  • Driving / brake levers are located in trams whose doors are arranged on the right side of the vehicle, usually in the area left of the driver's seat and firmly installed.
  • the area on the surface of the lever is arranged, is often referred to as Geschränk.
  • the driver's seat can be adjusted both in terms of its position in the vertical direction and in terms of its position in the longitudinal direction of the vehicle, so that a suitable, comfortable for the driver attitude is possible in which the driver can grip the lever.
  • driver's seats have already been proposed, in which the operating element is integrated or to which the operating element is attached. If the longitudinal position of the driver's seat in the vehicle longitudinal direction or direction of travel is adjusted, the operating element moves with.
  • the disadvantage of this is that the position of the control element must also be adjustable relative to the seat in order to take into account the different body geometries of possible drivers.
  • the operating element is a safety-critical operating component for driving operation. If the control line for controlling the driving operation, which leads from the operating element to the drive system and / or to the braking system of the vehicle, damaged, the safe driving operation is no longer guaranteed. The arrangement of the operating element on the driver's seat therefore increases the risk of damage. At least special measures must be taken to prevent such damage. Incidentally, it is associated with considerable additional effort to relocate the control line to the driver's seat and, after replacing the driver's seat, re-connect.
  • DE 20111859 U1 discloses a cab for rail vehicles with a seat for the driver and controls for driving.
  • the driver's cab has a driving switch, which is designed similar to a joystick, for all driving levels and with a train braking force control.
  • DE 9204392 U1 discloses a device with a chair for driver's cabs of machines.
  • a height adjustable adjustable about a vertical axis chair carrier a tiltable about a horizontal axis seat and an adjustable angle in the backrest are arranged.
  • Both sides of the seat are on the Carrier armrests provided, which are pivotally mounted with the seat and near their front ends each have a control lever with at least one master switch.
  • the effort for the preparation of the arrangement and for the adjustment of the cab to the body geometry of the driver should be low.
  • the position of the driver should meet the safety requirements regardless of the body geometry.
  • the armrest is therefore preferably not a part of the driver's seat, even if it is not excluded that the driver's seat is additionally supported on a bracket of the armrest, while allowing the longitudinal mobility of the armrest.
  • the armrest and the control element are not directly, but only indirectly via supporting parts of the rail vehicle, connected to the driver's seat.
  • the longitudinal mobility of the operating element ensures that the longitudinal position of the operating element can be adapted to the body geometry of the respective driver. Therefore, it is not necessary in particular (although optionally still possible within narrow limits) to provide a driver's seat which can be adjusted in the longitudinal direction. Since the driver's seat does not need to be adjusted in the longitudinal direction, it can be ensured that the driver's head is located at an optimum position in the longitudinal direction of the vehicle. From this point, e.g. a very good all-round view be possible at least over the front half-space.
  • the operating element and the armrest are part of a common assembly, wherein the assembly is movable in the longitudinal direction.
  • This facilitates the adjustment of the longitudinal position of both the control element and the armrest, since the longitudinal position can be adjusted by appropriate adjustment of the module.
  • a relative position and / or relative orientation of the armrest and the operating element can be specified.
  • the operating element and the armrest can be arranged relative to one another such that, when the driver's forearm is placed on the armrest, the operating element can be operated by hand and / or at least one finger of the resting arm. Since this relative position does not change when the longitudinal position of the module is adjusted, the relative position can be optimally preset.
  • a method for adjusting a rail vehicle driver's cab to the body geometry of a driver, wherein the driver's cab has an operating element for controlling the drive system and / or the braking system of a rail vehicle, in particular a combined drive / brake lever, and wherein a longitudinal position of the operating element in FIG Is set along the longitudinal direction of the vehicle along with a longitudinal position of an armrest for laying at least the forearm of the driver to adjust the cab to the body geometry of a driver.
  • An adjusting device for adjusting the longitudinal position of the assembly has, for example, a fixed part, which is connected directly or indirectly via immovable components of the rail vehicle with a supporting structure of the rail vehicle.
  • a longitudinally movable part of the adjusting device is movable relative to the fixed part.
  • the assembly is connected to the moving part.
  • the longitudinal position of the armrest can be adjusted separately or it can be chosen a geometry of the armrest, which makes a setting unnecessary.
  • the longitudinal position therefore preferably refers to the front edge of the armrest or in the case of extension of the extended armrest.
  • the fixed part of the adjusting device may comprise a guide which, when the longitudinal position is adjusted, results in a movement of the movable part in the longitudinal direction.
  • a lubricant is introduced during manufacture of the adjusting device, so that the friction between the fixed part and the movable part is reduced.
  • the space containing the fixed part, the moving part and the lubricant is arranged in a housing, so that an inadvertent contact with the lubricant is avoided and the adjusting device z. B. lifelong maintenance.
  • the assembly is e.g. optionally in one of various locking positions, which are arranged one behind the other in the longitudinal direction, used.
  • the force required for adjusting the longitudinal position of the assembly or the operating element can be generated manually and / or by a motor.
  • a motor to transfer the force to the or the moving parts of the adjustment also any suitable constructions come into question.
  • the movable member is coupled to a spindle which is rotatable about a longitudinal axis of rotation and thereby causes a propulsion of the at least one movable member in the longitudinal direction or the opposite direction (depending on the direction of rotation of the spindle).
  • the adjustment device for adjusting the longitudinal position of the assembly is designed so that the position of the assembly in the vertical direction is not changeable.
  • the height of the seat surface of the driver's seat is adjustable. In this case, therefore, to adjust a seated position of the driver in the vertical direction relative to the operating member, only the height of the driver's seat is adjusted, but not the vertical position of the operating member or the armrest. It is therefore possible to compensate for the different size of the upper body of eligible drivers by adjusting the seating position in the vertical direction. If the vertical position is correctly set, the driver's head will always be within a predefined range so that both the all-round visibility and the visibility are ensured too short or in front of the rail vehicle lying or standing obstacles.
  • the position of the driver's seat in the longitudinal direction is not changeable. On the one hand, this facilitates the construction and fastening of the driver's seat and, on the other hand, ensures that the longitudinal position of the driver is optimal. For adjusting the seat position of the driver in the longitudinal direction relative to the operating element therefore only the longitudinal position of the operating element is adjusted, but not the longitudinal position of the driver's seat.
  • the operating element or the assembly can not only be adjustable in the longitudinal direction, but also its position can be adjusted transversely to the longitudinal direction in a substantially horizontal direction. This makes it possible to adjust the relative position of the operating element to the driver's seat and thus adapted to drivers with a broader or narrower upper body.
  • Fig. 1 shows parts of a cab 1.
  • a first panel 2 is arranged with controls.
  • an assembly 4 is arranged, which has an armrest 5 and a single operating lever 6.
  • the driver's station for example, a lying in front of the assembly 4 console 3 with at least one screen 11 (see FIG. 3 and FIG. 4 ) and a room 8 for other controls (in Fig. 1 not shown).
  • a foot 9 of the cab 1 ends at the height level of the floor of the rail vehicle.
  • a driver's seat whose foot eg in the in Fig. 1 shown area S can be attached to the floor of the vehicle.
  • the seat surface of the driver's seat will be arranged approximately laterally in the horizontal direction and transverse to the direction of travel F of the armrest 5, but at a lower height level, when the driver's seat is mounted on the ground.
  • the various positions of the lever 6 are from the enlarged view of Fig. 2 recognizable. Three of the positions, namely the positions indicated at 6a and 6b and another one of the four positions shown further to the right, are in the in Fig. 1 and Fig. 2 illustrated longitudinal position of the assembly 4 is not adjustable, but only in a longitudinal position of the assembly 4, which is in the direction of travel further back, ie in Fig. 2 would be further left in the picture.
  • Fig. 2 but is the shape of the assembly 4 and the armrest 5 and the fixed distance of the front edge 19 of the armrest to the operating lever 6 clearly visible.
  • the armrest 5 is inclined in its course from back to front (seen in the direction of travel) downwards, so that the left forearm of the driver can lie downwardly inclined in the direction of the operating lever 6 comfortably on the upper surface of the armrest 5.
  • the armrest 5 and the operating lever 6 protrude from the top of the assembly 4 and are therefore easily accessible to the driver.
  • the arranged in the panel 2 of the controls controls affect operating functions that are rarely used while driving. Nevertheless, the driver can also reach these controls well.
  • FIGS. 3 to 6 show a side view of that part of the cab 1, in which the assembly 4 is located.
  • Fig. 4 and Fig. 5 show a top view of this area. From all FIGS. 3 to 6 are two different longitudinal positions of the assembly 4 with the armrest 5 and the operating lever 6 can be seen. The longitudinal position positioned farther back in the direction of travel F is indicated by dashed lines. Accordingly, the reference numerals denoting the elements in the rearward longitudinal position are indicated by a prime. The reference numeral 5 therefore denotes the armrest in the front longitudinal position and the reference numeral 5 'denotes the armrest in the rear longitudinal position.
  • the invention generally involves the adjustment not only of two longitudinal positions but of a plurality of longitudinal positions or also the continuous adjustment of the assembly in the longitudinal direction.
  • the assembly 4 on another element 12, which is seen from above between the armrest and the operating lever 6.
  • the longitudinal position can be set manually or control the motor movement of the assembly 4 in the longitudinal direction.
  • a spindle is moved over the element 12, for example, in which rotation of the spindle about its longitudinal axis aligned in the direction of travel is effected and the spindle therefore moves the assembly 4 forward or backward in the longitudinal direction.
  • Out Fig. 5 is clearly visible that the lever can take 6 different positions. It corresponds to the furthest right in Fig. 5 illustrated position of the choice of the maximum tensile force of the drive.
  • the middle position of the lever 6 corresponds to the neutral position, in which neither an additional accelerating traction, nor a braking force is selected.
  • the back, left in Fig. 5 shown position corresponds to the maximum braking force.
  • Fig. 7 shows similar to Fig. 6
  • the mechanism 41 via which movements of the operating lever 6 for adjusting the driving force and the braking force is transmitted, and a mechanism 44-48, with the longitudinal position of the assembly 4 can be set, shown.
  • the mechanism 44-48 is located inside the assembly 4 below the armrest 5, z. B. below a cover. Only one part, namely the element 12 already described, is accessible from outside the assembly 4 for the operation of the adjustment mechanism 44-48.
  • Fig. 8 shows a plan view of the in Fig. 7 illustrated arrangement.
  • Fig. 9 shows a three-dimensional representation of the assembly 4. In these two figures is also as in Fig. 7 represented by broken lines the mechanics 44-48.
  • the mechanism 44-48 has four fastening elements 44a, 44b, 45a, 45b in order to fasten the mechanism 44-48, on the one hand, to supporting parts of the vehicle and, on the other hand, to the assembly 4. More specifically, the mechanism 44-48 is associated with the assembly 4. However, only two of the fasteners 44a, 44b and other movable parts of the mechanism 44-48 are longitudinally movable.
  • the fasteners 44, 45 are configured in the embodiment shown here as cuboid blocks, each having at their transversely to the direction of travel end portions a vertical through hole in which are not shown screws, bolts or rivets in the figures, with which the cuboid either on the longitudinally movable parts of the assembly 4 or with supporting parts of the vehicle connected parts (here the cabinet 7 or its internals) are firmly connected.
  • the fastening elements 45a, 45b which are located in the direction of travel between the fastening elements 44a, 44b, are fixedly connected to the supporting parts of the vehicle.
  • the fastening elements 44a, 44b are connected to the moving parts of the assembly 4.
  • the fastening elements 45, on the one hand, and the fastening elements 44, on the other hand, are connected so as to be movable longitudinally relative to one another via guide elements 47a, 47b and via a threaded spindle 48.
  • the guide elements 47 are designed as rods with cylindrical shape and arranged in the direction of travel to the right and left of the threaded spindle 48.
  • Through each fastening elements 44, 45 three holes each extend in the longitudinal direction, ie in the direction of travel F through the fastening elements 44, 45 therethrough.
  • Through the outer holes, for example, in fastener 45b in Fig. 10 are designated by the reference numerals 51, 51 ', each extending a guide member 47 a, 47 b.
  • the threaded spindle 48 extends.
  • the central, longitudinally extending through holes in the fasteners 45 which are fixedly connected to the supporting parts of the vehicle, as a threaded bore with Internal thread designed.
  • the external thread of the threaded spindle 48 cooperates, so that upon actuation (rotational movement) of the front end of the threaded spindle 48 fixedly connected to this element 12, the threaded spindle 48 and all longitudinally movable parts of the mechanism 44-48 depending on the direction of rotation of the element 12 are moved in the direction of travel forward or counter to the direction of travel to the rear.
  • the spindle has, for example within the fastening elements 44, at least one circumferential annular groove on its outer circumference, in which corresponding engagement elements of the fastening elements 44 engage, so that the fastening elements 44 and all parts of the assembly 4 connected thereto the movement to be taken in the longitudinal direction.

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Control Devices (AREA)
  • Body Structure For Vehicles (AREA)
  • Seats For Vehicles (AREA)
  • Vehicle Body Suspensions (AREA)
  • Braking Elements And Transmission Devices (AREA)

Claims (11)

  1. Ensemble de commande pour conducteur pour la commande du système d'entraînement et/ou du système de freinage d'un véhicule sur rail avec un élément de commande (6) configuré en particulier comme une manette d'accélérateur/de frein combinée pour la commande manuelle par le conducteur afin de réaliser la commande et un accoudoir (5) pour poser au moins l'avant-bras du conducteur, caractérisé en ce que l'élément de commande (6) et l'accoudoir (5) sont des parties d'un ensemble (4) commun et l'ensemble (4) étant mobile dans un sens longitudinal de sorte que la position longitudinale de l'ensemble (4) puisse être réglée dans le sens longitudinal.
  2. Ensemble de commande pour conducteur selon la revendication précédente, l'élément de commande (6) et l'accoudoir (5) étant disposés l'un par rapport à l'autre de telle sorte que lorsque l'avant-bras du conducteur est posé sur l' accoudoir (5), l'élément de commande (6) peut être commandé à la main et/ou au moins avec un doigt du bras posé et la position relative de l'élément de commande (6) et de l'accoudoir (5) ne se modifiant pas lors du réglage de la position longitudinale de l'ensemble (4).
  3. Ensemble de commande pour conducteur selon l'une quelconque des revendications précédentes, l'ensemble présentant un dispositif de réglage (44-48) pour le réglage de la position longitudinale de l'ensemble (4) dans le sens longitudinal, le dispositif de réglage (44-48) présentant une partie fixe (45) qui est reliée directement ou indirectement par des composants immobiles du véhicule sur rail à une construction porteuse du véhicule sur rail et le dispositif de réglage (44-48) présentant une partie (44, 47, 48) mobile par rapport à la partie fixe (45) dans le sens longitudinal, qui est reliée à l'ensemble.
  4. Ensemble de commande pour conducteur selon l'une quelconque des revendications précédentes, un dispositif de réglage (44-48) pour le réglage de la position longitudinale de l'ensemble (4) étant configuré de sorte que la position de l'ensemble (4) ne soit pas modifiable dans le sens vertical.
  5. Ensemble de commande pour conducteur selon l'une quelconque des revendications précédentes, l'ensemble présentant un siège de conducteur, sur lequel est assis le conducteur lors de la conduite du véhicule et actionne l'élément de commande (6) et la position du siège du conducteur n'étant pas modifiable dans le sens longitudinal.
  6. Ensemble de commande pour conducteur selon la revendication précédente, la hauteur de la surface de siège du conducteur étant réglable.
  7. Ensemble de commande pour conducteur selon l'une quelconque des revendications précédentes, l'ensemble présentant un siège du conducteur, sur lequel est assis le conducteur lors de la conduite du véhicule et actionne l'élément de commande (6) et la position du siège du conducteur étant aussi modifiable dans le sens longitudinal.
  8. Procédé de réglage d'un poste de conduite de véhicule sur rail sur la géométrie corporelle d'un conducteur, le poste de conduite présentant un élément de commande (6) pour la commande du système d'entraînement et/ou du système de freinage d'un véhicule sur rail, en particulier une manette d'accélérateur/de frein combinée, caractérisé en ce qu'une position longitudinale de l'élément de commande (6) est réglée dans le sens longitudinal du véhicule conjointement avec une position longitudinale d'un accoudoir (5) destiné à poser au moins l'avant-bras du conducteur afin de régler le poste de conduite sur la géométrie corporelle d'un conducteur.
  9. Procédé selon la revendication précédente, pour le réglage des positions longitudinales de l'élément de commande (6) et de l'accoudoir (5) étant déplacé un ensemble (4) commun formé au moins par l'élément de commande (6) et l'accoudoir (5) dans le sens longitudinal.
  10. Procédé selon l'une quelconque des revendications précédentes, pour le réglage d'une position de siège du conducteur dans le sens longitudinal par rapport à l'élément de commande (6), seule la position longitudinale de l'élément de commande (6) et de l'accoudoir (5) étant réglée mais pas la position longitudinale du siège du conducteur.
  11. Procédé selon l'une quelconque des revendications précédentes, pour le réglage d'une position de siège du conducteur dans le sens vertical par rapport à l'élément de commande (6), seule la hauteur du siège du conducteur étant réglée mais pas la position verticale de l'élément de commande (6) ou de l'accoudoir (5).
EP09090013A 2008-09-12 2009-09-08 Réglage d'un poste de conduite d'un véhicule sur rail en fonction de la géométrie corporelle d'un conducteur Active EP2163452B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL09090013T PL2163452T3 (pl) 2008-09-12 2009-09-08 Sposób i urządzenie do dopasowania geometrii stanowiska kierowcy do kształtu ciała kierowcy

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102008047650A DE102008047650A1 (de) 2008-09-12 2008-09-12 Einstellung eines Schienenfahrzeug-Führerstandes auf die Körpergeometrie eines Fahrers

Publications (2)

Publication Number Publication Date
EP2163452A1 EP2163452A1 (fr) 2010-03-17
EP2163452B1 true EP2163452B1 (fr) 2010-08-18

Family

ID=41404061

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09090013A Active EP2163452B1 (fr) 2008-09-12 2009-09-08 Réglage d'un poste de conduite d'un véhicule sur rail en fonction de la géométrie corporelle d'un conducteur

Country Status (5)

Country Link
EP (1) EP2163452B1 (fr)
AT (1) ATE477982T1 (fr)
DE (2) DE102008047650A1 (fr)
ES (1) ES2348782T3 (fr)
PL (1) PL2163452T3 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11661325B2 (en) 2016-02-05 2023-05-30 Crown Equipment Corporation Control elements for materials handling vehicles

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE9204392U1 (de) 1992-04-01 1992-05-27 Licentia Patent-Verwaltungs-Gmbh, 6000 Frankfurt Vorrichtung mit einem Sessel für Führerstände von Maschinen
DE19532025A1 (de) * 1995-08-31 1997-03-06 Abb Patent Gmbh Fahrersitz eines Schienenfahrzeuges, eines Baufahrzeuges oder einer Arbeitsmaschine
DE19932311C1 (de) * 1999-07-10 2000-09-21 Daimler Chrysler Ag Anordnung zur Bedienung von Aggregaten eines Fahrzeugs
DE10134854A1 (de) * 2001-07-18 2003-02-06 Alstom Lhb Gmbh Führerstand für Schienenfahrzeuge
DE20111859U1 (de) 2001-07-18 2002-11-28 ALSTOM LHB GmbH, 38239 Salzgitter Führerstand für Schienenfahrzeuge

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11661325B2 (en) 2016-02-05 2023-05-30 Crown Equipment Corporation Control elements for materials handling vehicles

Also Published As

Publication number Publication date
EP2163452A1 (fr) 2010-03-17
ATE477982T1 (de) 2010-09-15
DE102008047650A1 (de) 2010-04-15
ES2348782T3 (es) 2010-12-14
PL2163452T3 (pl) 2011-02-28
DE502009000070D1 (de) 2010-09-30

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