Actuatable steering command device for a rail vehicle

Abstract

The invention relates to a cab assembly (12) for a rail vehicle (1), comprising: - a driving command device (18) which can be manipulated by a vehicle driver for predefining a desired driving behavior of the rail vehicle (1); - a storage device (30) in which target driving behavior configuration data for the rail vehicle (1) are stored; - a manipulation actuator (24) which is provided for manipulating the driving command device (18) in accordance with the target driving behavior configuration data; and - a drive control device (22) which is provided for controlling at least one drive device (14) of the rail vehicle (1) in accordance with the manipulation of the driving command device (18). Furthermore, the invention relates to a method for operating a rail vehicle (1).

Description

TECHNICAL FIELD

[0001] The present application relates to a cab assembly for a rail vehicle and to a method for operating a rail vehicle. The rail vehicle can be in particular a locomotive, a drive car or a combination of a plurality of individual rail vehicles. BACKGROUND

[0002] It is known that a vehicle driver (or train driver) of a rail vehicle can predefine a desired driving behavior of the rail vehicle by means of a driving instruction device. This can involve a manual operating element (of the mechanical type in particular) in the cab of the rail vehicle. A known example is a driving instruction device in the form of an adjustable lever, in particular a so-called travel brake lever. These driving instruction devices can be adjusted manually by moving or tilting along a scale. The degree of adjustment is detected by means of a sensor. Each position of the driving instruction device is assigned a driving behavior and in particular a value of a specifically predefined driving behavior variable (in particular travel speed, traction and / or acceleration). The desired driving behavior variable pre-defined by the driver (here also referred to as vehicle driver) can thus be derived from the position of the driving instruction device detected by means of a sensor, and the drive device (in particular traction motor) of the rail vehicle can be controlled for providing or realizing this driving behavior variable.

[0003] Furthermore, it is known to assist the vehicle driver in controlling the rail vehicle in order for the vehicle driver to achieve the desired driving behavior. For example, a target driving behavior profile (Soll-Fahrverhaltensprofil) can be derived which is related to the route, in particular in the form of a so-called route-speed profile or chart. These target driving behavior profiles can define speeds for individual route sections which are in particular suitable for achieving a desired efficiency or reducing energy consumption. The target driving behavior profile and in particular the suitable speeds defined thereby can be displayed to the vehicle driver, in particular visually in the cab. The vehicle driver should thereby be prompted to achieve the target driving behavior by appropriately operating the driving instruction device. In other words, the vehicle driver should adhere to the driving behavior pre-defined by the target driving behavior profile and manually control the rail vehicle in accordance with this profile.

[0004] However, it has been shown that the corresponding implementation by the vehicle driver is not always successful. For example, if the vehicle driver notices a change in the pre-defined target driving behavior too late, the vehicle driver can only react with delay. The efficiency actually achieved in the operation of the rail vehicle is thereby impaired.

[0005] Furthermore, it is also known to control rail vehicles autonomously and in particular the driving speed of the rail vehicles. Thereby, a manual delay in achieving the desired target driving behavior can be avoided. However, the approval conditions to be met by the respective authorities for this purpose are very high and can only be met in part by high technical effort and cost-intensive technical measures. In particular, extensive technical measures for monitoring the autonomous driving operation on the rail traffic route are usually required. SUMMARY

[0006] It is therefore the task of the present application to improve the achievement of the desired target driving behavior by rail vehicles. In particular, this achievement should be implemented more precisely with limited technical effort.

[0007] This task is solved by the technical solution of the present application. Advantageous refinements are given in the technical solution of the present application. The above explanations and definitions can also apply to the present solution, unless otherwise stated or apparent.

[0008] The present application generally provides a driving command device in a cab assembly, which can be actuated in addition to the manual maneuverability, in particular adjustability. The actuated maneuvering or adjusting here is effected in accordance with a target driving behavior profile. The target driving behavior profile can correspond to the known target profile explained at the outset and in particular a route-speed profile. Instead of this route-speed profile being implemented completely autonomously or being visually displayed to the driver for manual implementation only, the present provision is that the conventional driving command device, in particular preferably a deflection of the driving command device, is actively maneuvered in accordance with the target driving behavior profile by means of a separate maneuvering actuator.

[0009] In other words, the maneuvering actuator preferably maneuvers the driving command device in such a way that the maneuvering actuator assumes the position required for achieving the driving behavior predefined by the target driving behavior profile. For example, if the profile preferably position-dependently predefines a target speed, the driving command device is actuated upon reaching the respective position without manual maneuvering, so that the state and in particular the position of the driving command device corresponds to the target speed or predefines the target speed therefrom.

[0010] Preferably, the maneuvering state of the driving command device is detected here in accordance with the conventional solution and / or in a manner similar to manual maneuvering. In particular, on the basis of the maneuvering state and in particular the position of the driving command device, the drive device of the rail vehicle is controlled in order to achieve the driving behavior predefined by the driving command device.

[0011] This also means that only little or no adjustment of the existing control architecture of the rail vehicle is required. From a control perspective, it makes no difference whether the driving instruction device is actuated or manually manipulated, i.e. the drive system of the rail vehicle can be manipulated independently of the type of manipulation of the driving instruction device and, for example, only on the basis of the movement and / or position of the driving instruction device. The approval prerequisites are thus significantly reduced, since the already approved control device or control architecture can be accessed. Preferably, the autonomous activation or deactivation of the operating mode in which the driving instruction device is actuated is also not possible, which further reduces the approval prerequisites.

[0012] From the perspective of the vehicle driver, the implementation of the target driving behavior profile is thus reliably ensured, since the driving instruction device is actuated into the appropriate position or into the appropriate manipulation state in accordance with the profile for the implementation of the profile. This prevents delays in the implementation of the target driving behavior profile, which can occur in pure manual operation. On the other hand, the vehicle driver directly obtains visual feedback by actuating the driving instruction device. In particular, the driving instruction device can be actuated to tilt, twist or pivot, which the vehicle driver can perceive and recognize accordingly. This corresponds to an intuitive feedback to the vehicle driver. This increases the operating safety of the rail vehicle, since the vehicle driver can always clearly recognize the predefined driving state of the rail vehicle.

[0013] However, the vehicle driver can also directly and purposefully change the operating state of the rail vehicle and in particular precisely adjust its driving behavior by manual intervention and in particular manual adjustment of the driving instruction device. This is particularly advantageous, since the instantaneously actuated position of the driving instruction device corresponds to the actually predefined driving behavior. A change in the driving behavior desired by the vehicle driver can thus be intuitively achieved by manual manipulation of the driving instruction device.

[0014] This solution enables a partially autonomous operation of the rail vehicle and in particular of the driving instruction device. Even in the case of autonomous change in the driving state by actuated adjustment of the driving instruction device, there is always the possibility of manual change and intervention. Furthermore, the actuated adjustable operating mode of the driving instruction device can be (preferably only) manually activated and / or deactivated. In particular, the actuated adjustment is not autonomously activated by the driver, so that the vehicle does not, for example, unintentionally accelerate autonomously by the driver (for example without prior manual release or activation). The approval prerequisites can thus be reduced compared to a fully autonomous operation of the rail vehicle.

[0015] In summary, the proposed solution is thus able to precisely achieve the desired target driving behavior, which is characterized by a safe and intuitive manual intervention possibility and a low approval prerequisite. Furthermore, the solution is characterized by a small adjustment effort of the existing rail vehicle, in particular of its control architecture.

[0016] In particular, a cab assembly for a rail vehicle is proposed, wherein the cab assembly has:

[0017] - a driving instruction device (e.g. a lever or a rotary wheel), which can be (manually) manipulated by a vehicle driver for predefining a desired driving behavior of the rail vehicle;

[0018] - a (digital and / or electronic) storage device, in which target driving behavior configuration data for the rail vehicle are stored;

[0019] - a manipulation actuator (herein also simply referred to as actuator), which is provided for manipulating the driving instruction device in particular independently of the vehicle driver in accordance with the target driving behavior configuration data; and

[0020] - a drive control device, which is provided for controlling at least one drive device of the rail vehicle in accordance with the manipulation of the driving instruction device.

[0021] The storage device can be an integral part of a control device of the rail vehicle. Preferably, however, the drive control device does not have direct access to the storage device or at least not to the target driving behavior configuration data. In particular, the drive control device controls the drive device of the rail vehicle, preferably not directly on the basis of the target driving behavior configuration data, e.g. not by reading or otherwise processing information of the target driving behavior configuration data. Instead, the drive control device preferably controls the drive device as a function of the manipulation of the driving instruction device by the manipulation actuator or on the basis of the corresponding manipulation of the driving instruction device, as in the case of a current manual manipulation of the driving instruction device. Here, it is preferably irrelevant from the perspective of the drive control device whether the manipulation of the driving instruction device is carried out manually or actuated. In other words, the driving instruction device can utilize any manipulation of the driving instruction device in order to control the drive control device on the basis of this manipulation, independently of the (actuated or manual) origin or cause of the manipulation.

[0022] As mentioned above, this is advantageous because only few components of the rail vehicle have to be changed, which facilitates retrofitting of the current solution in existing rail vehicles or reduces development effort starting from an existing rail vehicle, in particular. In particular, the driving instruction device and the drive control device can be configured according to conventional solutions. This is also helpful in terms of operational safety and related approval requirements, because the drive control device can control the drive device of the rail vehicle in a conventional manner based on the detected manipulation of the driving instruction device. If, instead, as is not preferred here, the drive control device would directly obtain the target driving behavior profile and control the drive device of the rail vehicle on the basis thereof, new safety risks would arise and the existing software or control architecture of the rail vehicle would have to be modified.

[0023] The target driving behavior profile can specify at least one course of the desired driving behavior variable, for example, with respect to a defined route. Such driving behavior profiles are known to be developed beforehand, for example, on the basis of simulations or measured drives. These driving behavior profiles can be saved as digital files and, for example, in the form of characteristic curves, tables or generally as a data collection or database in a storage device of the rail vehicle. These driving behavior profiles can also be saved by caching and / or downloading from a computer device, in particular a server and further in particular a web server, outside the vehicle.

[0024] The rail vehicle can be provided for determining its position, for which solutions known from the prior art can be used. It can further be provided for determining the target driving behavior variable defined by the target driving behavior profile on the basis of the determined position. This is explained in more detail below.

[0025] For controlling the drive device of the rail vehicle, which can be an electric drive motor or an internal combustion engine, in particular, and generally can be referred to as traction motor, the drive control device can, for example, adjust the (electrical) power supply of the drive device. In other words, the drive control device can, in particular, control the power electronics of the drive device, if the drive device comprises an electric motor, in order to achieve the desired driving behavior.

[0026] The force generated by the manipulation actuator can be chosen such that it can be manually overcome by the driver, i.e. can be oversteered. In other words, the force can be limited such that the vehicle driver can balance or overcome the manipulation performed by the manipulation actuator by counter-manipulation. Furthermore, the partially autonomous operation explained below and / or the manipulation actuator can also be automatically deactivated in the event of such oversteering.

[0027] As is also set out below, the manipulation actuator can also be mechanically decoupled from the driving instruction device at least in the case where the manual force is above a threshold value when the manual force is applied to the driving instruction device. This can be achieved by means of a safety clutch which connects the manipulation actuator and the driving instruction device and which opens in the presence of a corresponding force and first of all cancels the force and / or torque transmission connection.

[0028] Advantageously, the activation of the manipulation for actuation of the driving instruction device requires the activation or closure of such a safety clutch. It can thereby be ensured that the vehicle driver must consciously activate or release the actuation manipulation. The closure of the safety clutch can take place, for example, electronically and be activated by means of a manipulation of an operating element, for example a button, by the vehicle driver. In principle, a mechanical activation is also possible. For this purpose, the manipulation element which is mechanically coupled with the clutch can, for example, project into the vehicle interior and be adjustable by the vehicle driver.

[0029] By means of the manual intervention possibility and in particular the activation possibility it is ensured that the vehicle driver can always interrupt or adjust the driver-autonomous operation of the rail vehicle.

[0030] The manipulation actuator can comprise at least one electric motor and / or be an electric actuator. The electric actuator can be mechanically connected with the driving instruction device, for example by means of at least one connection assembly. The connection assembly can comprise, for example, a belt drive or a gear stage. In general, the connection assembly preferably has the already mentioned safety clutch.

[0031] The actuator can be designed to move the connection assembly and thereby manipulate the driving instruction device. For example, the manipulation actuator can be designed to tilt or deflect the driving instruction device, in particular in the form of a lever, by means of the connection assembly.

[0032] The driving instruction device can comprise, for example, or be coupled with a rotary shaft element. The rotary shaft element can be rotatably supported. The connection assembly can couple the rotary shaft element and the manipulation actuator with one another, for example in a force and / or torque transmitting manner.

[0033] According to one preferred development, the drive control device is designed to control the drive device independently of whether the driving instruction device is manipulated by the vehicle driver or by the manipulation actuator. As already mentioned above, the drive control device is not aware of the cause or origin of the driving instruction device manipulation and this cannot fundamentally be determined either.

[0034] To this end, the drive control device only obtains signals regarding the manipulation of the driving instruction device and cannot obtain, for example, the current operating state of the actuator or the usual adjustment of the manual or partially autonomous operating mode. At least, the drive control device cannot analyze, evaluate or use this information in order to determine the reason for the manipulation of the driving instruction device. Instead, the drive control device can control the drive device in the same way and only on the basis of the extent or type of manipulation, regardless of whether the manipulation is manual or actuated. It is thereby also ensured that no fundamental changes to the existing control architecture of the rail vehicle are necessary, but rather, in particular, the drive control device can control the drive device of the rail vehicle in a conventional manner depending on the detected manipulation of the driving instruction device.

[0035] Another embodiment provides that the cab assembly comprises a manipulation detection device which is designed to detect the manipulation and / or the state, in particular the position, of the driving instruction device and to transmit it to the drive control device. This can involve a sensor device or simply a sensor. The sensor can be designed according to a conventional construction type. The sensor can be designed to detect the current type of manipulation and in particular the extent of the manipulation, for example the current position of the driving instruction device. For example, it can thereby be determined to what extent a lever-like driving instruction device has been tilted or a rotary wheel-like driving instruction device has been twisted. The manipulation detection device can comprise a measuring scale which is generally movable, in particular tiltable, together with the driving instruction device. The manipulation detection device can also comprise a sensor unit which is designed to detect the current position of the measuring scale. The sensor unit is preferably mounted statically. The opposite case, in which the sensor unit is moved together with the measuring scale, is also possible in existing measuring scales.

[0036] In general, the measuring scale and the sensor unit can generally move relative to each other, wherein one of the measuring scale and the sensor unit is preferably movable together with the driving instruction device. For example, one of the measuring scale and the sensor unit can be coupled to a rotary shaft element of the type described above.

[0037] In principle, the detected manipulation or state can be transmitted to the drive control device, preferably by means of the manipulation device itself or by means of other control devices or communication devices of the rail vehicle.

[0038] One refinement provides that the manipulation of the driving instruction device comprises an adjustment or movement of the driving instruction device. In particular, the manipulation can comprise a tilting, a movement and / or a twisting (about a horizontal, vertical or even inclined rotary axis) of the driving instruction device. This corresponds to the usual types of movement of the driving instruction device which are intuitively perceived by the vehicle driver and can be reliably implemented by means of the manipulation actuator.

[0039] According to one preferred embodiment, by means of the driving instruction device at least one of the following driving behavior parameters of the rail vehicle can be predefined:

[0040] - the driving speed;

[0041] - the tractive force;

[0042] - the positive acceleration;

[0043] - the negative acceleration, i.e. the deceleration.

[0044] The target driving behavior profile defines in an expedient manner a value for the same driving behavior variable or a driving behavior variable which can be converted into a driving behavior variable which can be predefined by means of the driving command device.

[0045] As mentioned, according to a further aspect, the actuating drive is connected or in other words coupled or can be coupled in a torque-transmitting manner with the driving command device via a safety clutch. This connection can be realized indirectly via a connection assembly of the type described herein. The safety clutch can be connected with a rotational shaft element of the driving command device. In a manner known per se, the safety clutch can be decoupled, i.e. opened, for example when a maximum transmissible torque is exceeded. Preferably, this decoupling can occur when manual forces are applied to the driving command device, wherein these forces result in an effective torque on the safety clutch.

[0046] Correspondingly, one extension provides that the safety clutch can be opened due to the application of manual forces to the driving command device. Thereby, a possibility is provided which is reliable and mechanically less complex to implement for deactivating the actuating drive of the driving command device or for manually overriding the actuating drive. Additionally or alternatively, the opening can be realized by means of the operating element described herein.

[0047] Preferably, the closing and / or opening of the safety clutch can be activated manually, for example by means of the (electronic) operating element or the mechanical actuating element described above. In particular, the closing and / or opening of the safety clutch can preferably only be activated manually, i.e. the safety clutch cannot be decoupled and / or coupled automatically or by the driver. Otherwise, there would be the possibility for the driver to activate and / or deactivate the actuating drive and / or the corresponding operating mode manually, which can increase the approval prerequisites.

[0048] It can be provided in particular that the target driving behavior profile defines a target driving behavior which is position-dependent, in particular a target driving speed which is position-dependent. In other words, for at least one driving behavior variable, in particular a driving behavior variable of the type mentioned above, a value which is position-dependent can be defined and / or pre-specified by the target driving behavior profile as the corresponding target driving behavior. The position dependency can be established by the respective value referring to certain route sections of the route to be traveled. As mentioned, the rail vehicle can be configured to determine the current position and / or the current route section traveled. The actuating drive, in particular the control device of the actuating drive, can be configured to determine or obtain the current value of the driving behavior variable defined by the target driving behavior profile with knowledge of the position or the route section and to actuate the driving command device accordingly.

[0049] It can be provided in particular in this context that the actuating drive is configured to actuate, in particular to adjust or move, the driving command device in such a way that the driving command device assumes a position in or with which a driving behavior corresponding to the target driving behavior profile, in particular the current target driving behavior variable defined thereby, can be pre-specified. In other words, the actuating drive can be configured to adjust the driving command device in such a way that the (current) driving behavior variable defined by the target driving behavior profile can be pre-specified and / or implemented thereby. To this end, the actuating drive can know, for example on the basis of calibration information, the relationship between the actuation and / or the position of the driving command device and the driving behavior variable which can be pre-specified thereby.

[0050] By configuring the actuating drive accordingly, it is ensured that the actuating drive can precisely implement the target driving behavior profile and that the actuation and in particular the adjustment of the driving command device resulting therefrom corresponds to the actual pre-specified driving behavior profile. Precise feedback to the vehicle driver is thereby ensured.

[0051] According to one preferred aspect, the cab assembly can be operated in a manual operating mode. In this manual operating mode, the actuating drive preferably does not perform an actuation of the driving command device and / or the driving command device is generally not activated. In this operating mode, any safety clutch can be open.

[0052] Furthermore preferably, the cab assembly can also be operated in an at least partially autonomous operating mode and can preferably be switched between the manual and the partially autonomous operating mode. In the partially autonomous operating mode, the driving command device can be actuated by the actuating drive, i.e. the actuating drive can generally be activated and / or the safety clutch can be closed.

[0053] However, additionally, the manual manipulation of the manipulation actuator is preferably carried out in a partially autonomous operating mode. This can include the above-mentioned oversteering of the actuation manipulation of the driving instruction device, including the preferred decoupling of the optional safety clutch. The switching between the manual operating mode and the partially autonomous operating mode can be (preferably only) prompted by the vehicle driver, for example by the closure of the safety clutch carried out or prompted by him.

[0054] Furthermore, the present application also relates to a method for operating a rail vehicle, wherein the rail vehicle has a driving instruction device which can be manipulated by a vehicle driver for predefining a desired driving behavior, and wherein the method comprises:

[0055] - actuation manipulation of the driving instruction device in accordance with the target driving behavior profile, in particular independently of the manipulation by the train driver; and

[0056] - manipulation of at least one drive device of the rail vehicle in accordance with the manipulation of the driving instruction device.

[0057] The method can comprise all other features and extensions in order to provide all above- described modes of operation, operating states and advantages of the cab assembly. All explanations and extensions of features of the cab assembly can also relate to or be provided in the same method features. Generally, the method can operate the cab assembly according to the previously described aspects.

[0058] In particular, the method can also comprise the step of detecting the manipulation of the driving instruction device (for example by means of the above-mentioned manipulation detection device). The drive control device can be manipulated on the basis of this detected manipulation. Likewise, the method can comprise the step of ascertaining or obtaining the target driving behavior parameter predefinable by the current target driving behavior profile and the step of actuation manipulation of the driving instruction device on the basis of this target driving behavior parameter. The method can also comprise measures for selecting or switching between the manual operating mode or the partially autonomous operating mode. BRIEF DESCRIPTION OF DRAWINGS

[0059] Embodiments of the present application are explained below according to the drawings. Identical or similar features can be marked with the same reference signs in all the figures.

[0060] Figure 1 A cab assembly according to an embodiment of the present application is shown, which is operated in accordance with a method according to an embodiment;

[0061] Figure 1a A detailed view of the cab assembly of Figure 1 in the area of the travel / brake lever;

[0062] Figure 2 A detailed view of the cab assembly of Figure 1a flow chart of the method. DETAILED DESCRIPTION

[0063] A highly simplified schematic diagram of a rail vehicle 1 is shown in Figure 1 More precisely a top view of the rail vehicle 1, in particular of the driver's cab 10 of the rail vehicle, is shown. Essential components of the rail vehicle 1, such as a roof structure, are omitted. The outer contour of the rail vehicle 1 is shown in dashed lines and is not completely present here. As a further component of the rail vehicle a wheel axle 11 is shown, which is driven by an electric traction motor. The latter forms a drive device 14. The direction of travel F of the rail vehicle 1 is drawn.

[0064] The driver's cab 10 comprises, in addition to a conventional operating panel 15 with a monitor 16 shown, a driver's cab assembly 12 according to one embodiment of the application.

[0065] The driver's cab assembly 12 firstly comprises a driving instruction device in the form of a lever 18. The driving instruction device is shown in a top view so that only its circular contour can be recognized. The lever 18 is movable in a slot 19. More precisely, the lever is so maneuverable that it can be moved or tilted along the slot 19. Such a movement corresponds to an adjustment of the lever 18. Further details of the lever 18 can be discussed below in connection with the Figure 1 A.

[0066] The position occupied by the lever 18, i.e. the current maneuvering state or degree of maneuvering of the lever, can be detected by a maneuvering detection device 20. This is connected in a data transmission manner with a drive control device 22 in the form of a controller, which comprises at least one processor device not shown separately, as indicated by the dashed lines. The maneuvering detected by the maneuvering detection device 20 and in particular the current position of the lever 18 is thus transmitted to the drive control device 22.

[0067] A zero position of the lever 18 along the movement slot 19 is shown, for example, as a mark 0. If the lever 18 occupies this position, a travel speed of 0 km / h is preselected by the lever. A displacement in the direction of travel F corresponds to a preselection of an increasing positive travel speed, wherein each respective position of the lever 18 is assigned a specific preselected travel speed value. A displacement in the opposite direction to the direction of travel F corresponds to a preselection of a brake or negative acceleration.

[0068] By means of the position of the lever 18 detected by the actuation detection device 20, the actuation detection device 20 or the drive control device 22 can determine the current driving behavior predefined by means of the lever 18, more precisely the driving behavior variable in the form of the driving speed and / or any negative acceleration currently predefined thereby. In a manner known per se, the drive control device 22 is provided for actuating the drive device or traction motor 14 on the basis of the above-mentioned driving behavior variable, for example by means of the data connection indicated by a dashed line, in order for the drive control device to implement the predefined driving behavior variable by appropriately driving the wheel axle 11.

[0069] The cab assembly 12 also comprises an actuation actuator 24 according to the embodiment shown. In the case shown, this is an electric motor. The electric motor is mechanically coupled to the lever 18 by means of a connection assembly 26 shown schematically. More precisely, the coupling is effected in such a way that the actuation actuator 24, also referred to below only as actuator or motor, can move or adjust the lever 18 along the slot 19 by force transmission and / or torque transmission by means of the connection assembly 26. The connection assembly 26 is optional and a direct mechanical coupling of the actuator 24 and the lever 18 can also be provided. However, as is apparent from the figure, the connection assembly 26 is preferably provided in order to be able to decouple the actuator 24 from the lever 18 in the event of a fault or in order to be able to selectively couple the actuator 24 to the lever 18. Figure 1 A safety clutch 80 is preferably provided, as is also discussed below, in order to selectively mechanically couple or decouple the actuator 24 and the lever 18 from one another.

[0070] As is indicated by a dashed line, the actuator 24 is connected to an actuator control device 26 in a data transmission manner. The actuator control device has at least one processor device 28. Additionally or alternatively, at least one storage device 30 is provided. Target driving behavior configuration data are stored in the storage device 30, for example in the form of characteristic curves, general data sets or data tables. The storage can be effected retrospectively at the vehicle manufacturer, for example in the context of a development work or a software update, or when preparing a specific driving operation, for example by downloading the target driving behavior configuration data from a computer device external to the vehicle, for example by means of a mobile radio connection or an internet connection.

[0071] The actuator control device 26 is generally provided for actuating the actuation actuator 24 in such a way that the actuation actuator moves or adjusts the lever 18 in the desired manner. To this end, the rail vehicle 1, for example a separate control device not shown or the actuator control device 26 itself, first determines the current position of the rail vehicle 1 or the current route section driven thereby. Subsequently, the driving behavior variable, in the example shown the driving speed, predefined by means of the target driving behavior configuration data is determined for this position or this route section. This can also be effected by means of the actuator control device 26 and in particular the processor device 28 of the actuator control device.

[0072] The relationship between the positions to be occupied by the lever 18 in order to thereby predefine the correspondingly determined driving behavior variables or in order for the lever to occupy a position along the slot 19 which corresponds to a correspondingly predefined variable can also be saved beforehand, in particular in the storage device 30. This relationship can be determined, for example, by calculation or by calibration. In this way, the actuator control device 26 knows which position the lever 18 has to occupy for the purpose of predefining the currently desired driving behavior variable on the basis of the target driving behavior information and can actuate the control actuator 24 accordingly. For the sake of completeness, it is understood that the relationship between the actuation of the actuator and the positions which can be implemented or achieved by the lever 18 can be known and can be determined beforehand, for example.

[0073] In Figure 1a a detail view in the area of the lever 18 is shown. This view again corresponds to a plan view similar to Figure 1 , wherein, however, components which are obscured from the perspective of the vehicle driver by the console 15 are shown partially for the sake of illustration. This illustration is also schematic and can therefore differ in detail from the positioning of the individual components shown in Figure 1

[0074] The lever 18 and the slot 19, which is represented by a dashed line, can again be seen. The lever 18 is moved or tilted into a forwardly directed position. To this end, the lever 18 has a lever 17 by which the lever is connected to a rotary shaft element 82. The rotary shaft element 82 is movably supported by a rotary bearing which is not shown separately. Here, a rotary axis R extends in the drawing plane and along the rotary shaft element 82. It is correspondingly apparent that, depending on the movement or tilting of the lever 18, the rotary shaft element 82 can be rotated about the rotary axis R.

[0075] The position of the control detection device 20 is also shown, which can generally be configured as a sensor for detecting the rotary movement and / or the angular position of the rotary shaft element 82.

[0076] The rotary shaft element 82 can optionally also be detected by other sensor units in a known manner, which is not shown separately. This is applied in the usual control architecture for querying so-called safety signals. However, since the rotary shaft element 82 largely remains unchanged compared to existing solutions, these safety signals can still be tapped and, therefore, the control architecture of the rail vehicle 1 can remain largely unchanged.

[0077] ​A safety clutch 80 is shown, for example, at one end of the rotary shaft element 82. The safety clutch can be configured according to known solutions. Exemplarily a first ring-shaped part 81 of the safety clutch 80 is shown in a greatly simplified manner and is coupled in a torque-proof manner with the rotary shaft element 82. An exemplarily second ring-shaped part 83 is coupled in a torque-proof manner with the connection assembly 26. By means of a clutch mechanism, not shown separately, the parts 81, 83 can be connected in a torque-transmitting manner (engaged state) or releasable from one another (disengaged state without torque transmission).

[0078] The clutch mechanism or generally the safety clutch 80, not shown separately, can be electronically actuated, wherein the actuation can be performed manually by the driver by means of operating elements, not shown separately, on the operating console 15. The safety clutch 80 can also be understood as an integral part of the connection assembly 26.

[0079] The connection assembly 26 has, for example, a first pulley 86, which is shown in cross section and is optionally configured hollow-cylindrical about the rotary axis R (here with an optionally closed bottom). The pulley 86 is coupled in a torque-proof manner with the second part 83 of the safety clutch 80. The pulley 86 is connected by means of a belt 84, shown by a dashed line, with the driven wheel 25 of the actuator 24, which also serves as a pulley. The belt 84 extends over the pulley 86 and the driven wheel 25 such that, in the engaged state of the safety clutch 80, a torque can be transmitted from the actuator 24 to the rotary shaft element 82 via the connection assembly 26. Figure 1 In a top view, only a partial section or approximately only half the length of the belt 84 is visible (in particular only the upper circumferential section of the belt). The other partial section or the other half is obscured by the shown partial section. In other words, the rotary axis R is surrounded by the belt 84 or the belt 84 loops around the rotary axis R by winding the pulley 86 and the driven wheel 25.

[0080] In the closed state of the safety clutch 80, a torque can be transmitted from the actuator 24 to the rotary shaft element 82 by means of the connection assembly 26, and then the lever 18 is tilted in the slot 19. This is detected by the actuation detection device 20. If now, even when the lever 18 is at rest, the vehicle driver manually applies a force to the lever 18 and thereby a torque to the rotary shaft element 82, the safety clutch 80 opens when an excess torque is exceeded. The actuation of the actuator 24 can then no longer transmit a torque to the rotary shaft element 82 and thus can no longer actuate the lever 18. Thus, there is a manual operating mode, which is activated by manually actuating the opening of the safety clutch 80.

[0081] The reclosing of the safety clutch 80 preferably only takes place in response to a corresponding request by the vehicle driver, for example by actuating an operating element, not shown. This makes it possible to switch into a partially autonomous operating mode.

[0082] As a general aspect of the disclosed solution, which is not limited to the embodiments and details shown here, the safety clutch 80 is preferably positioned between the maneuvering actuator 24 and an element detected by the maneuvering detection device 20 (here for example: the rotating shaft element 82). This positioning can in particular relate to a position in the force flow between the actuator 24 and the lever 18. This makes it possible to reliably detect a lever maneuvering even in the case of an open safety clutch.

[0083] In summary, different operating modes 12 of the cab assembly can thus be selected, between which the train driver can preferably manually switch. In the manual operating mode, the maneuvering actuator 24 is not activated, so that it does not perform an adjustment of the driving lever 18 (in particular due to the open safety clutch 80). The driving lever 18 is then purely manually adjusted, which is detected by the maneuvering detection device 20 and based on the traction motor 14 being maneuvered by the drive control device 22.

[0084] In the partially autonomous operating mode, the lever 18 can be maneuvered and more precisely moved by the maneuvering actuator 24 according to the target driving behavior defined by the target driving behavior configuration profile (in particular due to the closed safety clutch 80). The operator thereby obtains direct visual feedback in the form of the current position or movement of the lever 18, which current driving behavior is currently predefined. If the operator wishes to deviate therefrom, he can intuitively displace the lever 18 in a comfortable manner, wherein the position adjusted by the actuator forms an easily perceptible reference. If the corresponding adjustment has been performed, the actuator 24 can subsequently move back into the position corresponding to the target driving behavior without manual maneuvering and with knowledge of the current position of the lever 18, for example detected by the maneuvering detection device 20.

[0085] As a general option, which is not limited to the embodiments, there can thus also be a data transmission connection between the maneuvering detection device 20 and the actuator control device 26, which is not shown in the figures. Figure 1

[0086] The partially autonomous operating mode makes it possible to precisely implement the desired target driving behavior, since this operating mode is computer-aided controlled by the actuator control device 26. A hitherto manual delay in implementing the desired target driving behavior, which is displayed visually only, can in particular be avoided. At the same time, however, there is the possibility of an undesired intervention by hand and in particular an over-manipulation of the actuator adjustment of the driving lever 18. A reliable possibility of manual intervention is thereby provided, so that an exclusively driver-autonomous operation of the rail vehicle 1 does not occur. This correspondingly reduces the safety requirements and approval regulations for the rail vehicle 1.

[0087] ​A preferred variant configuration automatically switches to manual operation mode upon manual intervention (i.e., manual adjustment) of lever 18 in partially autonomous operation mode, thus intentionally interrupting and ending the partially autonomous operation mode. As shown, this can be achieved, in particular, by disengaging the safety clutch 80 from the point of force and / or torque limits. This prevents the driver's autonomous intervention from re-emerging unnaturally and rapidly from the driver's perspective. Control over driving behavior can be intentionally retained by the driver until the driver reactivates partially autonomous operation. Conversely, the driver-independent automatic activation of the partially autonomous operation mode can be accompanied by increased approval requirements.

[0088] exist Figure 2 The flowchart of an exemplary method is shown below, which can be generated by... Figure 1 The driver's cab assembly 12 implements or operates the rail vehicle 1 shown therein according to the flowchart. In step S1, a partially autonomous operation mode of the type described above is activated. In step S2, the actuator control device 26 then obtains or retrieves information relating to the current position or route segment of the rail vehicle 1. In step S3, the actuator control device 26 then retrieves the target driving behavior parameters belonging to that position or route segment, such as those pre-given and defined by target driving behavior configuration data stored in the storage device 30.

[0089] Preferably, the current position of lever 18 is then checked. This can be achieved using the manipulation detection device 20 and the information derived therefrom. If the position of lever 18 corresponds to the desired target driving behavior or can thus predetermine the target driving behavior parameters derived in step S3, then actuator 24 cannot be manipulated individually initially. Instead, new target driving behavior parameters can be derived, for example at periodic intervals or when a new position or route segment is obtained / acquired, and the lever position can be rechecked (see the return arrow shown by the dashed line in S3).

[0090] However, if a deviation exists, the actuator control device 26 manipulates the actuator 24 in step S4 such that the actuator moves the lever 18 to a position corresponding to the determined target driving behavior parameter. This movement of the lever 18 is then detected by the manipulation device 20 in step S5. The manipulation device 20 transmits the determined manipulation and, in particular, the current position occupied by the lever 18 to the drive control device 22 in step S6. Then, in step S7, the drive control device manipulates the traction motor 14 to achieve the target driving behavior (target speed in the example shown) pre-given by the lever 18 according to its occupied position.

[0091] As shown, the operating mode can be ended once the driver opens the safety clutch 80 by applying manual force and then manually operates the lever 18. In addition, additionally or alternatively, the switch to the manual operating mode (not shown) can also be effected by opening the safety clutch 80 by means of an operating element in the operator's station 15.

Claims

1. Cab assembly (12) for a rail vehicle (1), comprising: - a driving command device (18) which can be manipulated by a vehicle driver for predefining a desired driving behavior of the rail vehicle (1), - a storage device (30) in which target driving behavior configuration data for the rail vehicle (1) are stored, - a manipulation actuator (24) which is provided for manipulating the driving command device (18) in accordance with the target driving behavior configuration data, and - a drive control device (22) which is provided for actuating at least one drive device (14) of the rail vehicle (1) in accordance with the manipulation of the driving command device (18), wherein the manipulation actuator (24) is connected to the driving command device (18) by means of a safety clutch (80) in order to implement a deactivation of the actuation of the driving command device or a manual over-actuation of the manipulation actuator, wherein the cab assembly can be operated in a manual operating mode in which the manipulation actuator (24) does not perform the actuation of the driving command device (18), in an at least partially autonomous operating mode in which the driving command device (18) is actuated by means of the manipulation actuator (24) and can be ended and switched to the manual operating mode as soon as the driver opens the safety clutch (80) by applying a manual force in order to mechanically decouple the manipulation actuator (24) from the driving command device (18) and then actuates the driving command device (18) purely manually.

2. Cab assembly (12) according to claim 1, characterized in that wherein the drive control device (22) is provided for actuating the drive device (14) independently of whether the driving command device (18) is actuated by the vehicle driver or by the manipulation actuator (24).

3. Cab assembly (12) according to claim 1 or 2, characterized in that - a manipulation detection device (20) which is provided for detecting the manipulation and / or the state of the driving command device (18) such that the manipulation and / or the state can be transmitted to the drive control device (22).

4. A cab assembly (12) according to claim 1 or 2, characterized in that The manipulation of the driving command device (18) comprises an adjustment of the driving command device (18).

5. The cab assembly (12) of claim 1 or 2, characterized in that, The safety clutch (80) can be opened as a result of the application of a manual force to the driving command device (18); and / or the closure of the safety clutch (80) can be activated manually.

6. The cab assembly (12) of claim 5, characterized by The safety clutch (80) is opened from the attainment of a force limit and / or a torque limit.

7. The cab assembly (12) of claim 1 or 2, characterized by The target driving behavior configuration data define a position-dependent target driving behavior.

8. The cab assembly (12) of claim 1 or 2, characterized in that, The manipulation actuator (24) is provided for manipulating the driving command device (18) such that the driving command device assumes a position in which a driving behavior corresponding to the target driving behavior configuration data can be predefined.

9. The cab assembly (12) of claim 1 or 2, characterized in that, The cab assembly (12) is selectively operable in a manual mode of operation in which the manipulation actuator (24) does not perform manipulation of the driving instruction device (18) and in an at least partially autonomous mode of operation. In the at least partially autonomous mode of operation, the driving instruction device (18) is manipulatable by the manipulation actuator (24).

10. The cab assembly (12) of claim 4, characterized by The adjustment is tilting, moving and / or twisting.

11. The cab assembly (12) of claim 7, characterized by The target driving behavior profile defines a target travel speed in relation to position.

12. A method for operating a rail vehicle (1), wherein The rail vehicle (1) has a driving instruction device (18) which is manipulatable by a vehicle driver for predefining a desired driving behavior, and wherein the method comprises: - manipulating the driving instruction device (18) actuationally in accordance with a target driving behavior profile; and - actuating at least one drive device (14) of the rail vehicle (1) in accordance with the manipulation of the driving instruction device (18), wherein a manipulation actuator (24) is connected to the driving instruction device (18) by a safety clutch (80) in order to implement deactivation of actuationally manipulating the driving instruction device or manual over-actuation of the manipulation actuator, wherein the cab assembly is operable in a manual mode of operation in which the manipulation actuator (24) does not perform manipulation of the driving instruction device (18), the cab assembly is operable in an at least partially autonomous mode of operation in which the driving instruction device (18) is manipulated by the manipulation actuator (24), and the at least partially autonomous mode of operation can be ended and switched to the manual mode of operation as soon as the driver opens the safety clutch (80) by applying a manual force to mechanically decouple the manipulation actuator (24) from the driving instruction device (18) and then operates the driving instruction device (18) purely manually.

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