Actuator-Operable Driving Settings Device for a Rail Vehicle

Abstract

A driver's cab configuration for a rail vehicle includes a driving settings device operable by a vehicle driver for setting a desired driving behaviour of the rail vehicle, and a memory device in which a target driving behaviour profile for the rail vehicle is stored. The driver's cab configuration includes an operating actuator which is configured to operate the driving settings device based on the target driving behaviour profile, and a drive control device which is configured to control at least a drive device of the rail vehicle based on operations the driving settings device.

A method for operating a rail vehicle is also disclosed.

Claims

1. A driver's cab configuration for a rail vehicle comprising: a driving settings device operable by a vehicle driver for setting a desired driving behaviour of the rail vehicle; a memory device in which a target driving behaviour profile for the rail vehicle is stored; an operating actuator which is configured to operate the driving settings device based on the target driving behaviour profile; and a drive control device which is configured to control at least a drive device of the rail vehicle based on operations of the driving settings device.

2. The driver's cab configuration according to claim 1, wherein the drive control device is designed to control the drive device irrespective of whether the driving settings device is operated by the vehicle driver or by the operating actuator.

3. The driver's cab configuration according to claim 1, an operation detection means which is designed to detect operations and/or states of the driving settings device so that these are transmittable to the drive control device.

4. The driver's cab configuration according to claim 1, wherein the operation of the driving settings device comprises adjusting and particularly tilting, shifting, and/or rotating the driving settings device.

5. The driver's cab configuration according to claim 1, wherein the operating actuator is connected to the driving settings device via a safety coupling.

6. The driver's cab configuration according to claim 5, wherein the safety coupling is openable as a result of the application of manual forces to the driving settings device; and/or in that a closure of the safety coupling is manually activatable.

7. The driver's cab configuration according to claim 1, wherein the target driving behaviour profile defines a location-dependent target driving behaviour, particularly a location-dependent target driving speed.

8. The driver's cab configuration according to claim 1, wherein the operating actuator is designed to operate the driving settings device so that it assumes a position in which a driving behaviour corresponding to the target driving behaviour profile is instructable.

9. The driver's cab configuration according to claim 1, wherein the driver's cab configuration is electively operable in a manual operating mode in which the operating actuator does not perform operations of the driving settings device; and is operable in a at least a partially autonomous operating mode in which the driving settings device is operable by the operating actuator.

10. A method for operating a rail vehicle, the rail vehicle comprising a driving settings device operable by a vehicle driver for setting a desired driving behaviour, the method comprising: an actuator operation of the driving settings device based on a target driving behaviour profile; and controlling at least a drive device of the rail vehicle based on the operation of the driving settings device.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0059] In the following, embodiments of the invention will be explained with reference to the appended schematic Figures. Features having the same effect or of the same kind may be designated by the same reference numerals across the Figures here.

[0060] FIG. 1 shows a driver's cab configuration according to an embodiment of the invention which is operated based on a method according to an embodiment.

[0061] FIG. 1a shows a detailed view of the driver's cab configuration according to FIG. 1 in the area of a drive/brake lever.

[0062] FIG. 2 shows a flow chart of the method according to FIG. 1.

DESCRIPTION OF THE INVENTION

[0063] In FIG. 1, a schematically highly simplified view of a rail vehicle 1 is shown. More precisely, a plan view of the rail vehicle 1 and particularly its driver's cab 10 is shown. Essential constituent parts of the rail vehicle 1 such as, for example, the roof construction are omitted. An outer contour of the rail vehicle 1 is shown in dashed lines and not fully rendered here. As another constituent part of the rail vehicle, a wheel axle 11 driven by an electric traction motor is shown. The latter constitutes a drive device 14. A forward driving direction F of the rail vehicle 1 is indicated.

[0064] Apart from a conventional control console 15 including indicated monitors 16, the driver's cab 10 comprises a driver's cab configuration 12 according to an embodiment of the invention.

[0065] The driver's cab configuration 12 initially comprises a driving settings device in the form of a lever 18. It is shown in a plan view so that only its circular contour is visible. The lever 18 is movable in a slot 19. More precisely, it is operable so that it is shiftable or tiltable along the slot 19. Such a movement corresponds to an adjustment of the lever 18. Further details of the lever 18 can be gathered from FIG. 1a discussed below.

[0066] Assumed positions of the lever 18 (i.e., its current operating state or degree of operation) are detectable by means of an operation detection means 20. As indicated in dashed lines, it is connected to a drive control device 22 in the form of a control device comprising the at least one processor means not separately shown in a data-transmitting manner. In this way, operations detected by the operation detection means 20 and particularly current positions of the lever 18 are transmitted to the drive control device 22.

[0067] By way of example, a zero position of the lever 18 along the moving slot 19 designated by 0 is shown. When the lever 18 assumes this position a driving speed of 0 km/h is set by it. Shifts in the forward driving direction F correspond to the setting of an increasing positive driving speed, a specific predetermined driving speed value being allocated to each corresponding position of the lever 18. Shifts opposite to the forward driving direction F correspond to the setting of a deceleration or a negative acceleration.

[0068] Based on the position of the lever 18 detected by the operation detection means 20, the operation detection means 20 or the drive control device 22 can determine a driving behaviour currently set by the lever 18, and more precisely, a driving behaviour parameter in the form of the driving speed and/or a potential negative acceleration currently set thereby. In a per se known manner, the drive control device 22 is designed to control the drive device or the traction motor 14 based thereon, for example via a data connection indicated in dashed lines, so that it implements the predetermined driving behaviour parameter by appropriately driving the wheel axle 11.

[0069] The driver's cab configuration 12 according to the shown embodiment also comprises an operating actuator 24. In the case shown, it is an electric motor. It is mechanically coupled to the lever 18 via a schematically indicated connecting arrangement 26. More precisely, coupling is performed so that the operating actuator 24, in the following also only referred to as the actuator or motor, can move or adjust the lever 18 along the slot 19 by force and/or momentum transmission by the connecting arrangement 26. The connecting arrangement 26 is only optional, and a direct mechanical coupling of the actuator 24 and the lever 18 could also be provided. As yet to be discussed with reference to FIG. 1a, however, preferably a safety coupling 80 is provided to selectively and mechanically couple or disengage the actuator 24 and the lever 18 to or from each other.

[0070] As indicated in dashed lines, the actuator 24 is connected to an actuator control system 26 in a data-transmitting manner. It comprises at least one processor means 28. In addition or as an alternative, at least one memory device 30 is provided. In the memory device 30, a target driving behaviour profile is stored, for example in the form of a characteristic, of a general data set, or of a data table. Said storage may be performed on the part of a vehicle manufacturer, subsequently, e.g. within the scope of development works or software updates, or in the preparation of a particular driving operation, for example by downloading the target driving behaviour profile from a vehicle-external computer system (for example by means of a mobile radio or Internet connection).

[0071] The actuator control system 26 is generally designed to control the operating actuator 24 so that it moves or adjusts the lever 18 in a desired manner. For this purpose, the rail vehicle 1 (for example a separate control means not shown or else the actuator control system 26 itself) initially determines a current location of the rail vehicle 1 or a route segment currently travelled on by it. Then, a driving behaviour parameter predetermined by the target driving behaviour profile (in the shown exemplary case the driving speed) for this location or for this route segment is determined. This may also be performed by the actuator control system 26 and particularly its processor means 28.

[0072] A correlation between a position to be assumed by the lever 18 so that, in this way, the associated determined driving behaviour parameter is settable or that it assumes a position along of the slot 19 which corresponds to an associated magnitude specification may also be stored in advance (particularly in the memory device 30). Such a correlation may be determined, e.g., by way of calculation or calibration. In this way, the actuator control system 26 is informed of which position the lever 18 is to assume for setting the driving behaviour parameter currently desired according to the target driving behaviour profile and can control the operating actuator 24 correspondingly. For the sake of completeness, it is to be understood that the correlation between an actuator operation and a position of the lever 18 realisable or attainable thereby may also be known and, e.g., determined in advance.

[0073] In FIG. 1a, a detailed view of the area of the lever 18 is shown. The view, in turn, corresponds to a plan view analogous to FIG. 1, components hidden by the control console 15 from the perspective of the vehicle driver being nonetheless partly illustrated for explanatory reasons.

[0074] The illustration is schematic again and may therefore, in details, deviate from the positioning of individual components shown in FIG. 1.

[0075] Again, the lever 18 as well as the slot 19 indicated in dashed lines can be seen. The lever 18 is moved or tilted into a position directed forwards. For this purpose, the lever 18 comprises a rod 17 by means of which it is connected to a rotary axis element 82. The rotary axis element 82 is movably supported by rotary bearings not specifically shown. The axis of rotation R extends in the sheet plane and along the rotary axis element 82 here. Correspondingly, it becomes clear that, depending on a movement or tilt of the lever 18, the rotary axis element 82 is rotatable about the axis of rotation R.

[0076] Also indicated is a position of the operation detection means 20 which may be generally implemented as a sensor for detecting a rotational movement and/or an angular position of the rotary axis element 82.

[0077] It is not specifically shown that the rotary axis element 82 may optionally also be detected by other sensory units in a per se known manner. This is applied in common control architectures to retrieve so-called safety signals. However, since, in the present case, the rotary axis element 82 remains substantially unchanged as compared to existing solutions these safety signals can still be retrieved, and therefore the control architecture of the rail vehicle 1 can remain substantially unchanged.

[0078] By way of example, a safety coupling 80 is shown on one end of the rotary axis element 82. It may be configured according to known solutions. In a schematically highly simplified manner, it is indicated that a first, by way of example ring-shaped member 81 of the safety coupling 80 is coupled with the rotary axis element 82 in a rotationally fixed manner. A second, by way of example ring-shaped member 83 is connected to the connecting arrangement 26 in a rotationally fixed manner. The members 81, 83 are connectable in a torque-transmitting manner (engaged state) or detachable from each other (disengaged state without torque transmission) via a coupling mechanism not specifically shown.

[0079] It is not specifically shown that the coupling mechanism or generally the safety coupling 80 is electronically operable, the operation being manually performable by the vehicle driver by way of an operating element on the driver's console 15 which is not specifically shown. The safety coupling 80 may also be understood to be a constituent part of the connecting arrangement 26.

[0080] By way of example, the connecting arrangement 26 comprises a first belt pulley 86 which is illustrated in cross section and may optionally be formed as a hollow cylinder (shown with an optionally closed bottom here) around the axis of rotation R. The belt pulley 86 is connected to the second member 83 of the safety coupling 80 in a rotationally fixed manner. The belt pulley 86 is connected to a drive pulley 25 of the actuator 24 also serving as a belt pulley by a belt 84 indicated in dashed lines. The belt 84 extends around the belt pulley 86 and the drive pulley 25 so that, in the plan view of FIG. 1, only a segment or only about half of the length of the belt 84 (particularly only its top circumferential segment) is visible. Another segment or another half is hidden by the segment shown. In other words, the axis of rotation R is enclosed by the belt 84, or the belt 84 extends around the axis of rotation R by being wound around the belt pulley 86 and the drive pulley 25.

[0081] When the safety coupling 80 is closed a torque can be transmitted to the rotary axis element 82 by the actuator 24 by means of the connecting arrangement 26, and the lever 18 can then be tilted within the slot 19. This is detected by the operation detection means 20. If the vehicle driver (even with the lever 18 standing still) will now manually apply a force to the lever 18 and thus a moment to the rotary axis element 82, the safety coupling 80 will open when a threshold torque is exceeded. Then, the operating actuator 24 can no longer transmit moments to the rotary axis element 82 and, consequently, not operate the lever 18. Consequently, a manual operating mode is given which was activated by the manually induced opening of the safety coupling 80.

[0082] The renewed closing of the safety coupling 80 is preferably only performed in response to a corresponding request of the vehicle driver, for example by operating the operating element not shown. This enables switching into a partially autonomous operating mode.

[0083] As a general aspect of the disclosed solution not limited to the embodiment and the details shown there, the safety coupling 80 is therefore preferably positioned between the operating actuator 24 and an element detected by the operation detection means 20 (by way of example here: the rotary axis element 82). This positioning may particularly relate to a position in the flow of forces between the actuator 24 and the lever 18. This renders a reliable detectability of lever operations possible even with the safety coupling 80 opened.

[0084] In summary therefore, a variety of operating modes of the driver's cab configuration 12 are available among which a train driver may switch, preferably manually. In a manual operating mode, the operating actuator 24 is inactive in a way in which it does not perform any adjustments of the control lever 18 (particularly due to the opened safety coupling 80). The control lever 18 is then merely manually shifted which is detected by the operation detection means 20 and is the basis of a control of the traction motor 14 by the drive control device 22.

[0085] In a partially autonomous operating mode, the lever 18 is controllable and, more precisely, movable by the operating actuator 24 based on the target driving behaviour defined by the target driving behaviour profile (particularly due to the closed safety coupling 80). An operator will thereby receive direct visual feedback about which driving behaviour is currently set in the form of the current position or movement of the lever 18. If he/she wishes a deviation therefrom he/she can intuitively displace the lever 18 in an appropriate manner, the position adjusted by means of the actuator constituting a readily understandable reference. When an associated adjustment was performed, the actuator 24 can then, in the absence of a manual operation and, e.g., informed of a position of the lever 18 currently detected by the operation detection means 20, move the latter back into a position corresponding to the target driving behaviour.

[0086] Consequently, as a general option not limited to the embodiment, also a data-transmitting connection not shown in FIG. 1 may exist between the operation detection means 20 and the actuator control system 26.

[0087] The partially autonomous operating mode enables the desired target driving behaviour to be precisely implementable since the operation by the actuator control system 26 is controlled in a computer-aided manner. Particularly, previous manual delays in the implementation of a desired target driving behaviour only visually displayed can be avoided. At the same time, however, there is the possibility to perform the described manual intervention and particularly the override of the actuator adjustment of the control lever 18. In this way, a reliable manual possibility to intervene is provided so that no exclusively driver-autonomous operation of the rail vehicle 1 is performed. This reduces the safety requirements and approval requirements of the rail vehicle 1 correspondingly.

[0088] A preferred variant provides that, in case of a manual intervention (i.e., a manual adjustment) of the lever 18 in the partially autonomous operating mode, an automatic shift into the manual operating mode will take place, i.e., that the partially autonomous operating mode is purposefully interrupted and terminated. As shown, this may particularly be performed by opening a safety coupling 80 when a force- and/or moment threshold is reached. In this way, it can be avoided that, from the perspective of the driver, driver-autonomous interventions take place again in an unnaturally fast manner. The control of the driving behaviour may be purposefully left to driver until he/she reactivates a partially autonomous operation. A driver-independent automatic activation of the partially autonomous operating mode, on the other hand, might involve increased approval requirements.

[0089] In FIG. 2, a flow chart of an exemplary method is shown which is performable by the driver's cab configuration 12 according to FIG. 1 or according to which the rail vehicle 1 shown there is operable. In a step S1, a partially autonomous operating mode of the type described above is activated. In a step S2, the actuator control system 26 then receives information relating to the current location or travelled-on route segment of the rail vehicle 1 or detects this information itself. In a step S3, the actuator control system 26 then detects the target driving behaviour parameter associated with this location or route segment as predetermined and defined by the target driving behaviour profile stored in the memory device 30.

[0090] Preferably, then a current position of the lever 18 is assessed. This may take place by means of the operation detection means 20 and information detected by it. If this position of the lever 18 corresponds to a desired target driving behaviour or the target driving behaviour parameter determined in the step S3 is settable thereby, first, no separate control of the operating actuator 24 may take place. Instead, a new target driving behaviour parameter may be determined, e.g. in regular intervals or upon determination/receipt of a new location or route segment, and the lever position can be reassessed (see the dashed return arrow at S3).

[0091] However, when there is a deviation, the actuator control system 26, in step S4, controls the operating actuator 24 so that it moves the lever 18 into a position corresponding to the determined target driving behaviour parameter. This movement of the lever 18 is in turn detected by the control means 20 in step S5. The control means 20 transmits the determined operation and particularly a currently assumed position of the lever 18 to the drive control device 22 in step S6. In step S7, it will then control the traction motor 14 to implement the target driving behaviour set by the lever 18 in accordance with the assumed position (in the example shown a target driving speed).

[0092] As pointed out, this operating mode can be terminated as soon as the driver opens the safety coupling 80 by applying a manual force and then operates the lever 18 in an exclusively manual way. In addition or as an alternative, a shift to a manual operating mode may also take place by opening the safety coupling 80 by operating an operating element in the driver's console 15 (not shown).