RAIL VEHICLE HAVING AN EVENT-CONTROLLED DRIVER'S CAB DISPLAY DEVICE

Abstract

A rail vehicle has a set of operational subsystems and a driver's cab display device for displaying information to the driver of the vehicle. The driver's cab display device has at least one central display unit. The novel rail vehicle enables flexible and targeted outputting of information to the driver of the vehicle. For that purpose, the driver's cab display device has a control unit which is connected upstream of the display unit and which is provided to organize a dynamic information content, relating to multiple operational subsystems, for the display unit.

Claims

1-14. (canceled)

15. A rail vehicle, comprising: a set of operating means subsystems; a driver's cab display device for displaying information to a vehicle driver, said driver's cab display device including: at least one central screen unit; a control unit connected upstream of said screen unit and configured to regulate a dynamic information content related to a number of said operating means subsystems for said screen unit; wherein said control unit is configured to carry out a regulation process including a checking of at least one condition and information handling in dependence on a result of a check, wherein a condition of the regulation process includes an occurrence of an operating event and the information handling includes displaying information in dependence on the result of the check.

16. The rail vehicle according to claim 15, wherein said control unit has an interface device with a set of interfaces each assigned to a respectively different operating means subsystem.

17. The rail vehicle according to claim 15, wherein said operating means subsystems are selected from the group consisting of a train protection system, a door unit, an air conditioning device, a passenger information system, a video monitoring unit, an electronic working timetable unit with driver assistance function, and a train-to-track communication unit.

18. The rail vehicle according to claim 15, wherein the operating event is an event selected from the group consisting of a scheduled stop at a station, a journey phase, a start of a journey, a phase of calling at a station, and an actuation of an emergency trigger by a passenger.

19. The rail vehicle according to claim 15, wherein said control unit has an interface via which, during operation, said control unit accesses a database in which operating events are assigned at least one item of system-related information in each case.

20. The rail vehicle according to claim 15, wherein the information handling includes the display of a subsystem-related operating mask.

21. The rail vehicle according to claim 15, wherein: a regulation process of the control unit includes the checking of at least one condition and information handling as a function of the result of a check; said control unit has an interface via which, during operation, said control unit accesses a database in which system-related information is assigned a priority level in each case; and a condition of the regulation process involves the presence of a priority level.

22. The rail vehicle according to claim 21, wherein said control unit has an interface, via which, during operation, said control unit accesses a database in which priority levels are assigned a handling process for handling the subsystem-related information in each case.

23. The rail vehicle according to claim 21, wherein an assigned handling process dependent on the priority level is an automatic display of the information by way of said screen unit, a making the information available with a displayed notification by way of said screen unit or making the information available passively.

24. The rail vehicle according to claim 21, wherein safety-related information is assigned a higher priority level compared to other information.

25. The rail vehicle according to claim 15, wherein said screen unit comprises at least one display surface formed by a vehicle window.

26. A method for outputting information to a driver of a rail vehicle, the rail vehicle having a plurality of operating means subsystems and a screen unit for displaying the information, the method comprising: regulating a dynamic information content related to a plurality of operating means subsystems for the screen unit; displaying the dynamic information content by way of the screen unit; while regulating the information content, checking for at least one condition, the condition being an occurrence of an operational event; and selectively displaying the information in dependence on a result of the checking step.

27. The method according to claim 26, which comprises displaying a subsystem-related operating mask during information handling.

28. The method according to claim 26, which comprises assigning priority levels to the subsystem-related information, during regulation of the information content checking at least one condition and information handling takes place as a function of the result of the check and the at least one condition involves the presence of a priority level.

Description

[0027] Exemplary embodiments of the invention are explained in greater detail with reference to the drawings, in which:

[0028] FIG. 1: shows a rail vehicle in a schematic side view,

[0029] FIG. 2: shows a detailed view of a driver's area with a control desk,

[0030] FIG. 3: shows the control desk with a display device in a view from above

[0031] FIG. 4: shows a display device with a control unit and operating means subsystems of the rail vehicle,

[0032] FIG. 5: shows a data bus structure of the rail vehicle and

[0033] FIG. 6: shows an operating mask

[0034] FIG. 1 shows a rail vehicle 10 in a schematic view from the side. The rail vehicle 10 is embodied as an association of a number of cars 12, which are coupled mechanically to one another and which form a train unit. In the configuration considered the rail vehicle 10 is embodied as what is referred to as a multiple unit train. To this end at least one of the cars 12 of the association is provided with a drive unit 14 for driving a drive axle 16. The drive unit 14 has a power supply unit, which especially by means of power electronics generates electric power for an electric motor (not shown). In a further configuration it is conceivable for the rail vehicle 10 to be embodied as a single traction unit. In addition the rail vehicle 10 can also be embodied as a locomotive.

[0035] It is known that the rail vehicle 10 has a number of operating means that make it possible to operate the vehicle 10. A set of functionally-connected operating means that are assigned to a specific functionality is also called an “operating means subsystem” (also just “subsystem” in this text). In FIG. 1 operating means of the following operating means subsystems are shown by way of example: Components of the drive unit (subsystem 14), of a brake device (subsystem 18, shown by way of example and schematically in car 12.2), of a vehicle controller (subsystem 19), of a train protection system (subsystem 20), of a door unit (subsystem 22, shown by way of example and schematically in car 12.3), of an air conditioning device (subsystem 24), of a passenger information system (subsystem 26), of a video monitoring unit (subsystem 28), of an electronic working timetable unit with driver assistance function (subsystem 30) and of a train-to-track communication unit (subsystem 32). Operating means of the vehicle 10 can generally be embodied as a control unit, a sensor unit and/or actuator unit. The operating means that are installed in rail vehicle 10 and are therefore permanently linked to the vehicle structure are networked with one another and are thereby components of a data network 34 shown greatly simplified in FIG. 1

[0036] In addition the rail vehicle 10 is equipped in each head car in each case with a driver's cab 36, which will be described below.

[0037] FIGS. 2 and 3 show the driver's cab 36 in a schematic diagram. Viewed in the direction of travel 38, it is arranged behind the vehicle window 40, embodied as the windscreen, of the respective front car. It is equipped with a seating facility 42 for the vehicle driver and a control desk 44, which serves as a carrier unit for a driver's cab actuation device 46 and a driver's cab display device 48. It is known that the driver's cab actuation device 46 has a set of operating means (see FIG. 3) via which the vehicle driver can enter various control commands. Typical control commands are the entry of a traction stage by means of a first operating means 50 embodied as an operating lever and the entry of a braking stage by means of a further operating means 52 embodied as an operating lever. Via further operating means 54 embodied as push buttons the vehicle driver can handle an acknowledgement process requested by the train protection system (e.g. PZB acknowledgement). The control desk 44 is equipped with further operating means not described individually in any greater detail.

[0038] The driver's cab display device 48 has a central display unit 56, which has a display screen unit 60 arranged centrally in relation to the direction 58 of the width of the rail vehicle 10. The display screen unit 60 is arranged—in relation to the direction 58 of the width of the rail vehicle 10—between the operating means 50, 52 for traction and braking, wherein the display screen unit 60 is offset relative to the operating means 50, 52 in the direction of travel 38. The display screen unit 60 forms a contiguous display surface 62, which is located in the field of view of a seated vehicle driver looking in the direction of travel 38. The display surface 62 is located here on the vehicle central plane 64, which extends in the direction of travel 38—or longitudinal direction of the rail vehicle 10—or the display surface 62 is intersected by the vehicle central plane 64. The display surface 62 is accordingly arranged centrally in the control desk 44.

[0039] FIG. 4 shows a schematic diagram of a circuit of the rail vehicle 10. The operating means subsystems 14, 18, 19 as well as 20 to 32 described above are shown schematically. Furthermore the driver's cab display device 48 is shown, which features the display unit 56 with the display screen unit 60 and a control unit 66 for controlling the display unit 56. The control unit 66 has an active connection to the display unit 56 for control of said unit. It is also connected via an interface device 68 to the operating means subsystems described above for exchange of data. To this end it has a set of interfaces 70, each of which is assigned to a different operating means subsystem. The interfaces 70 in this case can correspond to physical connection options, such as e.g. plug-in options, and/or they can also correspond to logical connections, such as in the form of logical ports for example. In the latter, preferred option the control unit 66 is connected to a data bus structure 72, through which the operating means subsystems are networked with one another.

[0040] The data bus structure 72 is shown as a highly schematic diagram in FIG. 4. A typical configuration of the data bus structure 72 is shown in FIG. 5. The data bus structure 72 has a ring 74, which connects control devices 76.1 to 76.4, especially stored program controls, to one another. The ring 74 is based in particular on Ethernet technology and can be embodied as a Profinet® ring for example. In an alternate configuration the data bus structure 72 can have a CAN bus. Connected to the ring 74 via a data bus 78 of the data bus structure 72 connected to the ring 74 are operating means systems 24, 26 shown by way of example. The bus 78 can e.g. correspond to the known MVB bus. Also connected to the ring 74 can be a train bus 80 of the data bus structure 72 extending along the entire association of cars 12, such as e.g. a WTB bus or ETB bus.

[0041] The control unit 66—as set out in detail below—is intended to regulate a dynamic information content related to a number of operating means subsystems for the display unit 56.

[0042] To this end the control unit 66 has a processing unit 82 with at least one processor and a memory unit 84, in which software modules are stored. Programmed into at least one software module is a regulation process, in which the following method steps are carried out: [0043] Checking step, in which the fulfilment of at least one condition is checked and [0044] Information handling as a function of the result of the check.

[0045] Information handling, which is done in accordance with rules that are based on the specification of conditions, is controlled by the control unit 66. Information is accordingly output dynamically by means of the display unit 56, depending on parameters that are evaluated by the control unit 66.

[0046] In particular the information handling comprises an event-triggered display of information, in that a condition of the regulation process involves the occurrence of an operating event. Here the rules include the linkage of operating events to one or more display processes, which are carried out when a specific operating event is recognized by the control unit 66 as having occurred.

[0047] The event-triggered control of the display unit 56 is based on an assignment table of a database, which is stored in the memory unit 84 and is shown below. In this assignment table predefined operating events are assigned in each case to at least one item of subsystem-related information:

TABLE-US-00001 Operating event Information Scheduled stop at a station Images of subsystem 28 - monitoring of passenger compartments Scheduled stop at a station Operating mask “technical diagnosis display” of subsystem 19 - release of the doors Journey phase Images of subsystem 28 - Front camera Journey phase Journey recommendations subsystem 30 Actuation of an emergency Images of subsystem 28 - button by a passenger camera that is assigned to the emergency station. Start of the journey Operating mask of subsystem 19 Phase of calling at a station Operating panel of subsystem 26 - selection and playing of announcements — —

[0048] The recognition of the occurrence of an operating event can itself occur through the checking of a number of conditions. Thus for example the operating event “scheduled stop at a station” can be detected by the condition “speed of the vehicle falling below a predetermined threshold value” (e.g. 5 km/h) and “impending, scheduled stop at a station”, which can be taken from subsystem 30.

[0049] The display process that is triggered by the fulfilment of the condition “occurrence of the operating event X” then includes the display of the information assigned to this operating event X in accordance with the database.

[0050] This display process in particular includes an automatic incorporation of the assigned information into the display screen unit 60. Thus for example, if the operating event “scheduled stop at a station” is present, the images of the video monitoring unit (subsystem 28) in the area of the doors will be incorporated automatically into the display. While the rail vehicle 10 is at a standstill at the station the images of the video cameras remain displayed. In the departure phase the exceeding of the speed threshold value described above is checked by the control unit 66. If the operating event “scheduled stop at a station” is recognized thereby as no longer being currently present, an automatic hiding of the camera images in the display screen unit 60 is triggered by the control unit 66.

[0051] In addition, if the operating event “scheduled stop at a station” is present, an operating mask of the subsystem 19 is incorporated automatically, via which release and locking of the doors can be carried out by the train driver. The operating mask corresponds to the “technical diagnosis display” of the prior art. If the operating event is no longer present, the operating mask is hidden.

[0052] For operating event “journey phase” there is an automatic incorporation of the image information of subsystem 28 (“video monitoring unit”), especially from front cameras, and a marking of obstacles that are on the track. These display processes can be linked to further events that are related to a weather condition and/or a lighting condition. This image information is hidden automatically during the operating event “phase of calling at a station”.

[0053] During the operating event “journey phase” there is an automatic display of driving recommendations of a driver assistance system of subsystem 30 (“electronic working timetable unit”). On exit from this operating event, e.g. when the rail vehicle 10 is in the “phase of calling at a station”, this image information is hidden on the display automatically.

[0054] For operating event “start of the journey” the aforementioned operating mask “technical diagnosis display” of subsystem 19 (“vehicle control”) is shown automatically, by which the train driver is requested to enter a vehicle number and further parameters and by means of which they can make these entries. An example of a version of such an operating mask 85 is shown in FIG. 6.

[0055] The assignment table shown above is advantageously able to be configured by the end user, wherein, as well as settings that cannot be changed, further links between operating events and specific information of the subsystems can be defined.

[0056] A condition for a regulation process of the control unit 66 can also be the presence of a priority level, which is assigned to specific subsystem-related information.

[0057] To this end the database stored in the memory unit 84 comprises an assignment table, which is shown below:

TABLE-US-00002 Information Priority level Messages of subsystem 14 High Messages of subsystem 18 High Messages of subsystem 24 Medium Messages of subsystem 26 Low Messages of subsystem 30 Low . . . . . .

[0058] A checking step based on the priority level is of advantage especially for information for which there is no direct assignment to a specific operating event, especially one that is defined in the database. This predominantly involves messages created by the subsystems about the state of operating means, which can be created per se at any time—i.e. in any operating phase.

[0059] In an example, while the rail vehicle 10 is halted at a station, a message of a diagnosis device will be created. This is a component of subsystem 24 (“air conditioning device”) and signals that a ventilation unit in the subsystem is defective. This information is assigned the priority level “medium”. The control unit 66 checks for the presence of a specific priority level for this information and assigns specific information handling.

[0060] To this end the database has an assignment table, which is shown below:

TABLE-US-00003 Priority level Handling of the information High Automatic display by means of the display unit 56 Medium Making the information available with automatic notification by means of the display unit 56 Low Making the information available without automatic notification

[0061] The handling process specified in the second line includes the automatic incorporation of a notification for the train driver, which informs them that the information can be retrieved. The information itself can be retrieved by an active operation of the control panel by the train driver. Accordingly it is left to the train driver as to whether the content of the message is displayed to them by means of the display unit 56.

[0062] In a further example, during a journey phase of the rail vehicle 10, messages from different diagnostic devices will be created. The first diagnostic device is a component of subsystem 14 and is assigned to a drive control device. This creates the message “drive motor 1—car 29 failed”. The further message corresponds to the message described above about the failure of a ventilation unit in subsystem 24. The control unit 66 evaluates the priority level assigned in each case and makes a decision on the basis thereof about the display process to be initiated. The first message is assigned the priority level “high”, so that the control unit 66 triggers an automatic display of the information about the failure of the drive motor. In relation to the message of subsystem 24, which is assigned the priority level “medium”, a notification is shown in the display as described above.

[0063] System-related information, which, as described above, is assigned to at least one operating event, can also be assigned to a priority level in each case. In a further example driving recommendations of the driver assistance system are displayed during a journey phase of the rail vehicle 10 as described above. If the above-mentioned message relating to the failure of the drive motor is created, this message is superimposed in the display on the driving recommendations. This is achieved by the message created by subsystem 14 (“drive unit”) being assigned a higher priority level than the driving recommendations of the subsystem 30 (“electronic working timetable unit”). The message relating to the failure of the drive motor should however not be superimposed on any displayed information that is likewise assigned the priority level “high”. Accordingly information can only be superimposed on information that has a lower priority level.

[0064] Of the information that is communicated in the rail vehicle 10 and in its environment, the highest priority level is assigned to the information that is safety-related. In technical terms this information, which is relevant for personal protection, will also be referred to as safety-relevant information. This involves information or data for which communication is subject to standardized requirements. In particular a safety-conformant data transmission is defined in Standards EN 50128, 50159, 50126 and/or 50129. Through the assignment of the highest priority level to safety-relevant information, after evaluation by the control unit 66, the information is incorporated automatically into the display of the display screen unit 60. Since the display processes initiated by the control unit 66 in relation to safety-related information also correspond to a communication process of safety-related information, it is likewise subject to the above-mentioned requirements. Accordingly the control unit 66 must be designed for safety. In particular it is a redundant design. This can be achieved by it being equipped with two processing units—e.g. two processor cores—as indicated in FIG. 4, wherein the control processes of the control unit 66 are redundant in diverse ways. For example the control processes will be programmed in each case with two different algorithms.

[0065] In the exemplary embodiment considered above the display unit 56 has the display screen unit 60 embodied as a screen, wherein display processes are carried out by means of the display screen unit 60. As an alternative or in addition the display unit 56 has a display means 86, for which the vehicle window 40 formed by the windscreen forms a display surface 88. This optional version of the display unit 56 with the display means 86—also referred to as a heads-up display in technical circles—is shown by a dashed outline in FIG. 4 (see also FIG. 1).