Locomotive interface display methods, devices, equipment, media and program products

Abstract

This invention discloses a locomotive interface display method, device, equipment, medium, and program product, relating to the field of railway control technology. The method includes: identifying driving operations and equipment operations based on hard-wired operation signals; identifying the screen status, locomotive operating status, locomotive fault status, and real-time sensor data of each candidate screen of the target locomotive based on control unit data; filtering available target screens based on the screen status of each candidate screen, and displaying the initial system main interface on the target screen; switching the initial system main interface of the target screen based on driving operations, locomotive operating status, and locomotive fault status, and displaying the target system main interface on the target screen; and updating the data push area of ​​the target system main interface based on the locomotive fault status, equipment operations, locomotive operating status, and real-time sensor data. The technical solution of this invention improves the data query efficiency, user-friendliness, and driving safety of the locomotive.

Description

Technical Field

[0001] This invention relates to the field of railway control technology, and in particular to a locomotive interface display method, device, equipment, medium, and program product. Background Technology

[0002] Human-machine interface (HMI) displays are a core component of locomotive and rolling stock control systems. To facilitate real-time monitoring of critical equipment status, multiple screens are typically mounted on the driver's cab control panel to monitor the operational data of different systems. As a complex system integration, locomotives generate data measured in thousands. To further integrate and display information, existing solutions employ multi-layered nested sub-interfaces within a single display screen for monitoring data from different subsystems. However, in actual locomotive operation, this interface layout often results in fragmented information and cumbersome switching, increasing the driver's workload and compromising safety. Query efficiency, HMI user-friendliness, and safety all require improvement. Summary of the Invention

[0003] This invention provides a locomotive interface display method, device, equipment, medium, and program product, which improves the efficiency of locomotive data query, the user-friendliness of human-computer interaction, and the safety of locomotive operation.

[0004] According to one aspect of the present invention, a locomotive interface display method is provided, the method comprising: The system acquires the hard-wired operation signals and control unit data of the target locomotive, identifies driving operations and equipment operations based on the hard-wired operation signals, and identifies the screen status, locomotive operating status, locomotive fault status, and real-time sensor data of each candidate screen of the target locomotive based on the control unit data. Based on the screen state of each candidate screen, a target screen is selected from the candidate screens and the initial system main interface is displayed on the target screen; Based on the driving operation, the locomotive operating status, and the locomotive fault status, the target screen display result is determined, and based on the target screen display result, the initial system main interface of the target screen is switched, and the target system main interface is displayed on the target screen. Based on the locomotive fault status, the equipment operation, the locomotive operating status, and the real-time sensor data, the data push area in the main interface of the target system is updated.

[0005] According to another aspect of the present invention, a locomotive interface display device is provided, the device comprising: The data acquisition module is used to acquire the operation hardwire signals and control unit data of the target locomotive, and to identify driving operations and equipment operations based on the operation hardwire signals, and to identify the screen status of each candidate screen of the target locomotive, the locomotive operating status, the locomotive fault status and real-time sensor data based on the control unit data. The available screen filtering module is used to filter available target screens from the candidate screens according to the screen status of each candidate screen, and display the initial system main interface on the target screen; The screen switching module is used to determine the target screen display result based on the driving operation, the locomotive operating status and the locomotive fault status, and to switch the initial system main interface of the target screen according to the target screen display result, and display the target system main interface on the target screen. The interface data update module is used to update the data push area in the main interface of the target system based on the locomotive fault status, the equipment operation, the locomotive running status, and the real-time sensor data.

[0006] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, which enables the at least one processor to perform the locomotive interface display method according to any embodiment of the present invention.

[0007] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the locomotive interface display method according to any embodiment of the present invention.

[0008] According to another aspect of the present invention, a computer program product is provided, the computer program product comprising a computer program that, when executed by a processor, implements the locomotive interface display method according to any embodiment of the present invention.

[0009] The technical solution of this invention, by selecting an available target screen from among the candidate screens based on their screen states and displaying the initial system main interface on the target screen, ensures the availability of the target screen and improves the fault tolerance of the locomotive interface display. By determining the target screen display result based on driving operations, locomotive operating status, and locomotive fault status, and by switching the initial system main interface of the target screen according to the target screen display result, the target system main interface is displayed on the target screen. By recognizing driving behavior and combining it with locomotive operating status and locomotive fault status, dynamic multi-screen switching is achieved, effectively ensuring that the driver's line of sight remains aligned with the locomotive's direction of travel. The system is consistent with existing control panel solutions during screen switching, always providing the driver with the best line of sight and avoiding the need for the driver to switch perspectives back and forth while observing screen information. This improves the user-friendliness of human-machine interaction and the safety of locomotive operation. By updating the data push area of ​​the target system's main interface on the target screen located in the field of vision directly in front of the target locomotive's direction of travel based on locomotive fault status, equipment operation, locomotive operating status, and real-time sensor data, the system avoids the driver having to click through multiple nested sub-interfaces to query data. This reduces the driver's operational burden and allows for a more user-friendly display of the locomotive's real-time data, improving the efficiency of locomotive data retrieval.

[0010] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0011] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0012] Figure 1 This is a flowchart of a locomotive interface display method according to Embodiment 1 of the present invention; Figure 2 This is a screenshot of the configuration interface provided according to Embodiment 1 of the present invention; Figure 3 This is a schematic diagram of the original display positions of each screen on a locomotive according to Embodiment 1 of the present invention; Figure 4 This is a screenshot of the main interface of the target system provided in Embodiment 1 of the present invention; Figure 5 This is a screenshot of the main interface of the target system provided in Embodiment 1 of the present invention; Figure 6 This is a screenshot of an existing locomotive sub-interface provided according to Embodiment 1 of the present invention; Figure 7 This is a screenshot of the existing locomotive main interface provided according to Embodiment 1 of the present invention; Figure 8 This is a flowchart of a locomotive interface display method according to Embodiment 2 of the present invention; Figure 9 This is a flowchart of a locomotive interface display method according to Embodiment 3 of the present invention; Figure 10 This is a network topology diagram of the locomotive interface display system provided in Embodiment 3 of the present invention; Figure 11 This is a flowchart of a locomotive interface display method according to Embodiment 3 of the present invention; Figure 12 This is a schematic diagram of the structure of a locomotive interface display device according to Embodiment 4 of the present invention; Figure 13 This is a schematic diagram of the structure of an electronic device that implements the locomotive interface display method of the present invention. Detailed Implementation

[0013] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0014] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0015] Example 1 Figure 1This is a flowchart illustrating a locomotive interface display method according to Embodiment 1 of the present invention. This embodiment of the invention is applicable to situations involving the display of a locomotive interface. The method can be executed by a locomotive interface display device, which can be implemented in hardware and / or software. This locomotive interface display device can be configured in an electronic device that carries the locomotive interface display function.

[0016] See Figure 1 The locomotive interface display method shown includes: S101. Acquire the hard-wired operation signals and control unit data of the target locomotive, and identify driving operations and equipment operations based on the hard-wired operation signals, and identify the screen status of each candidate screen of the target locomotive, locomotive operating status, locomotive fault status and real-time sensor data based on the control unit data.

[0017] The target locomotive is the locomotive currently under control. Hard-wire operation signals are safety-critical electrical signals transmitted via dedicated physical wires in the railway locomotive control system. Hard-wire operation signals are used to issue control commands and provide status feedback. For example, hard-wire operation signals may include signals for traction handle, brake handle, air compressor activation, and pantograph raising.

[0018] Control unit data refers to feedback signals received by the control unit. For example, control unit data may include information related to locomotive assistance, diesel engine, battery, and braking system. The control unit may include a traction control unit, a braking control unit, and a central control unit.

[0019] Driving operations are manual control commands issued by the driver to the onboard system via physical levers. Equipment operations are functional manual control commands issued by the driver to the various subsystems and equipment of the locomotive.

[0020] Candidate screens are the screens of the target locomotive. They are used to filter for screen switching. For example, candidate screens include traction screens, braking screens, monitoring screens, and other screens. Screen status indicates whether a candidate screen can be used for screen switching.

[0021] The locomotive operating status characterizes the current running state of the target locomotive. For example, the locomotive operating status may include running state and braking state. The locomotive fault status characterizes the current fault state of the target locomotive. For example, the locomotive fault status includes the presence of a locomotive fault and the absence of a locomotive fault. Accordingly, when a locomotive fault exists, the locomotive fault status includes the fault location. For example, the fault location may include a traction system fault or a braking system fault, etc. When identifying control unit data, the interface parameters of the locomotive operating status and locomotive fault status are parsed with the highest priority.

[0022] Real-time sensor data is used to characterize the data collected by the sensors on the target locomotive at the current moment. Real-time sensor data is used to characterize the locomotive's status.

[0023] Specifically, the system collects driving operations, equipment operations, and sensor data from the target locomotive using its various sensors, and feeds this data back to each control unit. The control units then process the sensor data to generate their own control unit data, which is transmitted to this device via an Ethernet switch. This device parses the hard-wired operation signals to identify driving and equipment operations, and parses the control unit data to identify the screen status of each candidate screen on the target locomotive, the locomotive's operating status, locomotive fault status, and real-time sensor data.

[0024] S102. Based on the screen status of each candidate screen, filter the available target screens from the candidate screens and display the initial system main interface on the target screen.

[0025] The target screen is a candidate screen that can be switched between. An available target screen can be understood as one that is not faulty, not occupied, and can be switched between. The initial system main interface is the system main interface currently displayed on the target screen or the system main interface originally configured for the target screen. In other words, when the target screen powers on and initializes, its initial system main interface is the system main interface corresponding to its default configuration. During the use of the target screen, its initial system main interface is the system main interface currently displayed on the target screen.

[0026] Specifically, based on the screen status of each candidate screen, it is detected whether each candidate screen is faulty or occupied. If a candidate screen is not faulty and is not occupied, it is determined as the target screen.

[0027] Optionally, during the use of the target screen, the system's main interface that is currently displayed on the target screen can be displayed on the target screen.

[0028] Optionally, during power-on initialization of the target screen, the initial system main interface corresponding to the target screen's default configuration is displayed on the target screen. For example, the initial system main interface can be displayed on the target screen based on the default configuration corresponding to the default interface identifier of the target screen in the interface parameter configuration table.

[0029] For example, the interface parameter configuration table is used to store and maintain the interface parameter configurations for each interface. The interface parameter configuration table can be stored in a high-performance, lightweight database to prevent data loss in the event of power failure. For example, the interface parameter configuration includes default configurations and customized configurations. The default configuration stores the factory-preset default parameter configurations for the interface. The default configuration is used to initialize the interface, that is, to reset the interface parameter configurations to the factory settings. Customized configurations are used to represent interface parameter configurations customized in the runtime environment. For example, Table 1 is the interface parameter configuration table. As shown in Table 1, the interface parameter configuration table stores key parameters such as interface ID (Identification), display variables, display position, display mode, vehicle model number, and attributes. The interface ID uniquely identifies the corresponding interface. Display variables represent the types of parameters displayed on the interface. Display position represents the location of the display variables within the interface. Display mode represents the visualization form of the display variables on the interface, such as bar charts, pie charts, or numerical values. Vehicle model number represents the vehicle type to which the interface parameter configuration applies. Attributes distinguish the category of the interface parameter configuration, i.e., whether it is a default configuration or a customized configuration. For example, "default" indicates that the interface parameter configuration is the default configuration; "custom" indicates that the interface parameter configuration is a customized configuration.

[0030] The content of the table above can be adjusted as needed. Furthermore, each UI ID should match the application layer code. A UI ID identification configuration document can be created at the application layer, and the application layer code configures the UI by reading this document, simplifying code maintainability.

[0031] The configuration interface allows users to customize the settings in the interface parameter configuration table. This interface is used to personalize the settings settings. For example... Figure 2 This is a screenshot of the configuration interface. For example... Figure 2 As shown, in addition to the title bar display area and the interface navigation area, the middle area of ​​the configuration interface is divided into the interface configuration area and the variable selection area on the left and right sides.

[0032] In the interface configuration area, users can manually select the interface to be configured and view the display variables within it. Display variables can include existing variables and selected variables. Existing variables are the configured variables of the interface. Selected variables are newly added variables. Each interface can be divided into multiple display positions, each assigned a display position identifier (e.g., display position 1, display position 2, display position 3, etc.). Multiple display modes can be provided for individual display variables, each assigned a corresponding display mode identifier (e.g., display mode 1, display mode 2, display mode 3, etc.). The interface can be customized by configuring display variable identifiers, display position identifiers, and display mode identifiers in the configuration interface, and these customized configurations are stored in the interface parameter configuration table in the database. When the interface is reset or initialized, it can be restored to its initial factory state using the default configuration.

[0033] In the variable selection area, a preset number of key variables (e.g., 8 key variables) are filtered according to their impact on the system they belong to. These key variables are then sorted from highest to lowest impact and categorized according to their system affiliation. When a key variable is selected, it is displayed in the selected variables section of the interface configuration area, and the key variables in the variable selection area are updated for the driver to choose from.

[0034] By configuring interface parameters in different areas, drivers can customize interface parameters according to their personal usage habits, thus improving the comfort of human-computer interaction.

[0035] In an optional embodiment of the present invention, displaying the initial system main interface on the target screen includes: filtering and parsing the current interface parameters in the control unit data according to the initial system main interface of the target screen; and displaying the initial system main interface on the target screen according to the current interface parameters.

[0036] The current interface parameters are the same as those for the initial system interface. These parameters are used to display the initial system main interface.

[0037] Specifically, based on the interface identifier of the initial system main interface on the target screen, the corresponding interface parameter configuration is queried, and based on the display variables in the interface parameter configuration, the current interface parameters are filtered and parsed in the control unit data. Based on the current interface parameters, the initial system main interface is displayed on the target screen.

[0038] This solution prioritizes acquiring and parsing the current interface parameters, which reduces the load on the target screen and avoids parsing all data in each application layer's runtime cycle. This avoids existing algorithms that require large-area data parsing, shortens the hardware algorithm's runtime cycle, and reduces memory and processor usage.

[0039] In an optional embodiment of the present invention, while filtering and parsing the current interface parameters in the control unit data based on the initial system main interface of the target screen, the method further includes: determining candidate interfaces based on historical interface switching frequency or interface switching intention; and filtering and pre-parsing candidate interface parameters in the control unit data based on the candidate interfaces.

[0040] Historical interface switching frequency refers to the frequency of interface usage within a historical time period. It characterizes the frequency of interface use. Interface switching intent characterizes the driver's interface switching intent during locomotive operation. Candidate interfaces are the interfaces the driver might switch to during locomotive operation. Candidate interface parameters are the interface parameters corresponding to the candidate interfaces. These parameters are used to display the candidate interfaces.

[0041] Specifically, the frequency of interface switching over historical time periods is statistically analyzed for each interface. With driver authorization, the system can identify interface locations near the driver's finger or where their gaze is focused to determine the driver's interface switching intention. Interfaces with a historical switching frequency higher than a preset frequency can be selected as candidate interfaces. The system can also select interfaces corresponding to the intended switching direction as candidate interfaces. Based on the interface identifier of a candidate interface, the system queries the corresponding interface parameter configuration and, based on the display variables in the interface parameter configuration, filters and pre-parses the candidate interface parameters in the control unit data.

[0042] Optionally, candidate interface parameters can be pre-parsed and stored in the cache.

[0043] This solution determines candidate interfaces by analyzing historical interface switching frequency or interface switching intent, pre-screens and pre-parses candidate interface parameters, thereby improving the display efficiency of candidate interfaces, reducing the difficulty of hardware data processing, and improving device reliability.

[0044] S103. Based on the driving operation, locomotive operating status and locomotive fault status, determine the target screen display result, and based on the target screen display result, switch the initial system main interface of the target screen to display the target system main interface on the target screen.

[0045] The target screen display result is the optimal display result determined based on driving operations, locomotive operating status, and locomotive fault status. The target system main interface is a system main interface adapted to driving operations, locomotive operating status, and locomotive fault status. There is a preset mapping relationship between driving operations, locomotive operating status, locomotive fault status, and the screen display results of each target screen. This preset mapping relationship is a pre-defined mapping relationship between driving operations, locomotive operating status, locomotive fault status, and the screen display results of each target screen. Optionally, the preset mapping relationship can be predetermined and stored in this device.

[0046] Specifically, based on driving operations, locomotive operating status, and locomotive fault status, a preset mapping relationship is established between these conditions and the display results of each target screen to determine the target screen display result. Based on the target screen display result, the initial system main interface of the target screen is switched, and the target system main interface is displayed on the target screen.

[0047] In an optional embodiment of the present invention, the target screen display result is determined based on the driving operation, locomotive operating status, and locomotive fault status, including: when there is no driving operation and the vehicle is in a braking state, or when there is a traction operation or a traction system fault, the target screen display result is determined to be displaying the traction system main interface on the traction screen and the braking system main interface on the braking screen; when there is a braking operation or a braking system fault, the target screen display result is determined to be displaying the braking system main interface on the traction screen and the braking screen; when there is a braking operation and the vehicle is in a mixed braking state, the target screen display result is determined to be a combined main interface of the traction system main interface and the braking system main interface displayed on the traction screen.

[0048] The target screen may include a traction screen and a braking screen. The traction screen is located in the field of view directly in front of the target locomotive in the direction of travel. The braking screen is located in the field of view to the left of the driver's seat and along the direction of the brake lever. The traction system main interface is the main interface corresponding to the traction system. The braking system main interface is the main interface corresponding to the braking system.

[0049] For example, Figure 3 This is a schematic diagram showing the original display positions of each screen on the locomotive. For example... Figure 3 As shown, the braking screen displays the main interface of the braking system, and the traction screen displays the main interface of the traction system. The traction screen is located in the field of vision 1 directly in front of the vehicle's direction of travel; the braking screen is located in the field of vision 2 to the left of the driver's seat and along the direction of the brake lever. Currently, when braking the locomotive, the driver needs to rotate the seat and turn to observe the parameters on the braking screen, resulting in a poor driving experience. Furthermore, while observing the braking screen, the driver cannot perceive obstacles in front of the locomotive, posing a safety hazard.

[0050] "No driver operation" indicates that the driver has not operated either the traction or brake levers. "In braking state" indicates that the target locomotive is stopped. "Traction operation present" indicates that the driver has operated the traction lever. "Traction system fault present" indicates that the target locomotive's traction system has a fault. "Braking operation present" indicates that the driver has operated the brake lever. "Braking system fault present" indicates that the target locomotive's braking system has a fault. "Mixed braking state" refers to a combined braking state in which electric braking (regenerative braking) and friction braking (air braking) are simultaneously engaged during the target locomotive's braking process. The braking system distributes the braking torque of both in real time according to an optimized strategy to balance braking efficiency and energy recovery. The merged main interface is a combined display of the traction system main interface and the braking system main interface.

[0051] Specifically, when no driving operation is detected and the vehicle is in braking condition, when there is traction operation, or when there is a traction system malfunction, the traction screen facing the driver will display the traction system main interface, and the braking screen will display the braking system main interface.

[0052] Specifically, when a braking operation or a braking system malfunction is detected, the traction screen displays the main interface of the braking system, and the braking screen displays the main interface of the traction system. Optionally, if no braking operation is detected at this time and the preset operation detection time continues, the system will automatically switch back to the default interface, i.e., the traction screen displays the main interface of the traction system, and the braking screen displays the main interface of the braking system.

[0053] Specifically, when a braking operation is detected and the system is in a mixed braking state, the traction screen displays a combined main interface of the traction system and the braking system. Optionally, the braking screen can display the main interface of the braking system.

[0054] This solution monitors driving operations in real time during screen switching, comprehensively assesses locomotive operating status and fault status, and determines the content to be switched between the traction screen and the braking screen. It can always provide the driver with the best line of sight, avoid the driver switching back and forth when observing screen information, and improve vehicle driving safety.

[0055] S104. Based on the locomotive fault status, equipment operation, locomotive running status, and real-time sensor data, update the data push area in the target system main interface of the target screen located in the field of view directly in front of the target locomotive's direction of travel.

[0056] The data push area is a dynamic data display area on the target system's main interface of the target screen, located in the field of view directly in front of the target locomotive's direction of travel. Optionally, the data push area can display data according to the default configuration, or the displayed data can be configured through the configuration interface.

[0057] For example, during the judgment process of interface switching logic, in order to facilitate the driver's comprehensive and timely understanding of the locomotive's status during driving, the traction screen located in the field of vision directly in front of the target locomotive's direction of travel can be used as the primary data observation screen. For example, Figure 4 This is a schematic diagram of the target system's main interface, located in the field of view directly in front of the target locomotive's direction of travel. (Example:) Figure 4 As shown, the target system's main interface is divided into a title bar display area, a data push area, a default data display area, a prompt information area, a shortcut button area, an icon display area, and a navigation area. The default data display area is used to display key locomotive parameters, ensuring the driver can observe these parameters in real time. The prompt information area displays text messages to the driver in real time. The shortcut button area is used for quick operation of interactive functions, such as the air compressor starting.

[0058] Optionally, the data push area can display data in a stacked manner. For example, such as... Figure 5 As shown, the pre-configured data push area has 8 display positions. Of these, 6 (v1-v6) are dynamically displayed, and 8 (v7-14) are displayed in the original configuration. When the data push area in the target system's main interface does not trigger the interface switching logic, the 8 display variables (v7-14) displayed in the original configuration are displayed by default. When the data push area in the target system's main interface triggers the interface switching logic, the 6 dynamically displayed variables (v1-v6) are displayed in display positions 1-6, while the remaining display positions 7-8 still display the 8 display variables (v7-14) displayed in the original configuration.

[0059] Specifically, when locomotive malfunction status, equipment operation, locomotive running status, and real-time sensor data are detected, the data push area of ​​the target system's main interface on the target screen located in the field of view directly in front of the target locomotive's direction of travel is updated using the locomotive malfunction status, equipment operation, locomotive running status, and real-time sensor data.

[0060] Figure 6 This is a screenshot of the existing locomotive's main interface. For example... Figure 6 As shown, the existing locomotive interface switching process is equivalent to selecting the corresponding button on the main interface to directly switch to the corresponding subpage. Figure 7 This is a screenshot of the existing locomotive sub-interface. For example... Figure 7 As shown, the parameters of each system are distributed across different sub-interfaces. Figure 7Each button in the interface corresponds to a sub-interface. If you want to query the temperature value of the water temperature sensor in the cooling system, you may need to navigate through multiple nested sub-interfaces at different levels to reach the sub-interface corresponding to the water temperature sensor's temperature value and then query that parameter. Moreover, the locomotive driver needs to memorize the location of the sub-page containing the parameter, making parameter querying time-consuming, laborious, and inefficient in page interaction.

[0061] The technical solution of this invention, by selecting an available target screen from among the candidate screens based on their screen states and displaying the initial system main interface on the target screen, ensures the availability of the target screen and improves the fault tolerance of the locomotive interface display. By determining the target screen display result based on driving operations, locomotive operating status, and locomotive fault status, and by switching the initial system main interface of the target screen according to the target screen display result, the target system main interface is displayed on the target screen. By recognizing driving behavior and combining it with locomotive operating status and locomotive fault status, dynamic multi-screen switching is achieved, effectively ensuring that the driver's line of sight remains aligned with the locomotive's direction of travel. The system is consistent with existing control panel solutions during screen switching, always providing the driver with the best line of sight and avoiding the need for the driver to switch perspectives back and forth while observing screen information. This improves the user-friendliness of human-machine interaction and the safety of locomotive operation. By updating the data push area of ​​the target system's main interface on the target screen located in the field of vision directly in front of the target locomotive's direction of travel based on locomotive fault status, equipment operation, locomotive operating status, and real-time sensor data, the system avoids the driver having to click through multiple nested sub-interfaces to query data. This reduces the driver's operational burden and allows for a more user-friendly display of the locomotive's real-time data, improving the efficiency of locomotive data retrieval.

[0062] Example 2 Figure 8This is a flowchart of a locomotive interface display method provided in Embodiment 2 of the present invention. Based on the above embodiments, this embodiment of the present invention specifies the process of "updating the data push area in the main interface of the target system on the target screen located in the field of view directly in front of the target locomotive's direction of travel according to the locomotive fault status, equipment operation, locomotive operating status, and real-time sensor data" as follows: "Based on the locomotive fault status, detect whether a locomotive fault exists; if a locomotive fault exists, use locomotive fault parameters to update the data push area in the main interface of the target system on the target screen located in the field of view directly in front of the target locomotive's direction of travel; if no locomotive fault exists, detect whether equipment operation exists; if equipment operation exists..." During operation, the system updates the data push area of ​​the target system's main interface on the target screen within the field of view directly in front of the target locomotive's direction of travel using device parameters. When no device operation is in progress, the system queries related variables based on the locomotive's operating status and real-time sensor data, and uses these related variables to update the data push area of ​​the target system's main interface on the target screen within the field of view directly in front of the target locomotive's direction of travel. This improves locomotive driving safety, enhances the user-friendliness of the human-computer interaction during device operation, improves the relevance of the data pushed in the data push area, and makes data push more efficient and accurate. It should be noted that parts not detailed in this embodiment can be found in other embodiments.

[0063] See Figure 8 The locomotive interface display method shown includes: S801: Acquire the hard-wired operation signals and control unit data of the target locomotive, and identify driving operations and equipment operations based on the hard-wired operation signals, and identify the screen status of each candidate screen of the target locomotive, locomotive operating status, locomotive fault status and real-time sensor data based on the control unit data.

[0064] S802. Based on the screen status of each candidate screen, filter the available target screen from the candidate screens and display the initial system main interface on the target screen.

[0065] S803. Based on the driving operation, locomotive operating status and locomotive fault status, determine the target screen display result, and based on the target screen display result, switch the initial system main interface of the target screen to display the target system main interface on the target screen.

[0066] S804. Based on the locomotive fault status, detect whether there is a locomotive fault.

[0067] The presence of a locomotive fault indicates that the target locomotive has a fault. The absence of a locomotive fault indicates that the target locomotive does not have a fault.

[0068] Specifically, based on the locomotive's fault status, the presence of locomotive faults is detected.

[0069] S805. When a locomotive malfunction occurs, the locomotive malfunction parameters are used to update the data push area on the target system main interface of the target screen located in the field of view directly in front of the target locomotive's direction of travel.

[0070] Locomotive fault parameters are the parameters corresponding to the fault location of the locomotive fault.

[0071] Specifically, when a locomotive malfunction occurs, the locomotive malfunction parameters corresponding to the malfunction location are detected, and the data push area of ​​the target system main interface on the target screen located in the field of view directly in front of the target locomotive's direction of travel is updated using the locomotive malfunction parameters.

[0072] S806. When there is no locomotive malfunction, check whether there is equipment operation.

[0073] Specifically, when there is no locomotive malfunction, the detection involves checking whether the driver has operated any equipment in the locomotive's various subsystems.

[0074] S807. When equipment operation is in progress, the data push area of ​​the target system main interface on the target screen located in the field of view directly in front of the target locomotive's direction of travel is updated using the equipment parameters.

[0075] Equipment parameters consist of the setting and response parameters corresponding to equipment operation. Setting parameters are the input parameters for equipment operation, while response parameters are the response results. Therefore, when the driver operates the equipment, the equipment parameters will automatically pop up, eliminating the need to click through sub-interface navigation buttons. For example, when the driver operates the air compressor switch to the "On, Power Pump" position, the target system's main interface will display information such as the main air cylinder pressure, air compressor contactor current, and auxiliary inverter current.

[0076] Specifically, when equipment operation is present, the system detects the setting parameters and response parameters corresponding to the equipment operation to obtain the equipment parameters, and uses the equipment parameters to update the data push area in the main interface of the target system on the target screen located in the field of view directly in front of the target locomotive's direction of travel.

[0077] S808. When no equipment is in operation, based on real-time sensor data, locomotive operating status, and the target system main interface of the target screen located in the field of view directly in front of the target locomotive's direction of travel, query related variables and use the related variables to update the data push area in the target system main interface of the target screen located in the field of view directly in front of the target locomotive's direction of travel.

[0078] The correlated variables are those that are related to real-time sensor data. The data push area, as a dynamic data display area, can push correlated variables in real time based on the locomotive's operating status. Therefore, correlated variables can be quickly matched based on real-time data returned by various sensors and the locomotive's operating status. Thus, even in the absence of equipment operation or locomotive malfunction, the data push area can be dynamically updated according to the correlated variable push method.

[0079] Specifically, when no equipment is operating, based on real-time sensor data, locomotive operating status, and the target system's main interface on the target screen located in the field of view directly in front of the target locomotive's direction of travel, the system queries the variable association table for the relevant variables to be pushed to the data push area. Using these relevant variables, the data push area on the target system's main interface on the target screen, located in the field of view directly in front of the target locomotive's direction of travel, is then updated. For example, multi-level association data such as operating status-variable, interface-variable, and variable-variable can be created to obtain the variable association table. The variable association table can be stored in a high-performance, lightweight database to prevent data loss in the event of power failure.

[0080] In an optional embodiment of the present invention, based on real-time sensor data, locomotive operating status, and the target system main interface of the target screen located in the field of view directly in front of the target locomotive's direction of travel, related variables are queried, and the related variables are used to update the data push area in the target system main interface of the target screen located in the field of view directly in front of the target locomotive's direction of travel. This includes: querying related variables and their priorities based on real-time sensor data, locomotive operating status, and the target system main interface of the target screen located in the field of view directly in front of the target locomotive's direction of travel; and using the related variables, updating the data push area in the target system main interface of the target screen located in the field of view directly in front of the target locomotive's direction of travel in descending order of their priority.

[0081] The priority of related variables is used to comprehensively characterize the degree of correlation between related variables and locomotive operating status, related variables and the target system main interface of the target screen located in the field of view directly in front of the target locomotive's direction of travel, and related variables corresponding to real-time sensor data. For example, the priority of related variables can be the order of related variables in the variable association table.

[0082] Specifically, based on real-time sensor data, locomotive operating status, and the target system's main interface on the target screen located in the field of view directly in front of the target locomotive's direction of travel, the system queries the variable association table to determine the necessary associated variables for the data push area and the priority of each associated variable. Using these associated variables, and following descending priority, the system updates the data push area on the target system's main interface on the target screen located in the field of view directly in front of the target locomotive's direction of travel.

[0083] For example, Table 2 is a variable association table. As shown in Table 2, the variable ID is used to uniquely identify the category of real-time sensor data. The status ID is used to characterize the locomotive's operating status. The interface ID is used to identify the target system's main interface on the target screen located in the field of view directly in front of the target locomotive's direction of travel. Associated variables are variables that are associated with real-time sensor data, locomotive operating status, and the target system's main interface on the target screen located in the field of view directly in front of the target locomotive's direction of travel. Priority refers to the display priority of each associated variable. Vehicle model and car number are the applicable vehicle models.

[0084] Optionally, the first degree of correlation between locomotive operating conditions and related variables, the second degree of correlation between the system main interface and related variables, and the third degree of correlation between the variables corresponding to sensor data and related variables can be pre-detected. The first, second, and third degrees of correlation are weighted and summed to obtain the comprehensive degree of correlation between operating status and variables, interface and variables, and variables and variables. Based on the comprehensive degree of correlation, each related variable is sorted to obtain its priority. Variable association configurations are generated and added to the variable association configuration table based on the variable identifiers corresponding to sensor data, locomotive operating status identifiers, system main interface identifiers, related variables, and their priorities.

[0085] This solution, through the design of the adaptive target system main interface, enables the priority push of associated variable data, simplifies the cumbersome variable search process in sub-interfaces, and improves the real-time performance of locomotive status monitoring; at the same time, through the associated variable recommendation method, customized configuration is more efficient and accurate.

[0086] The technical solution of this invention prioritizes locomotive malfunctions. When a locomotive malfunction exists, locomotive malfunction parameters are used to update the data push area on the target system's main interface of the target screen located in the field of view directly in front of the target locomotive's direction of travel, thus improving the safety of locomotive operation. Secondly, it considers equipment operation. When equipment operation occurs, equipment parameters are used to update the data push area on the target system's main interface of the target screen located in the field of view directly in front of the target locomotive's direction of travel, thus improving the user-friendliness of human-computer interaction during equipment operation. Finally, through a correlation variable push method, when no equipment operation occurs, correlation variables are queried based on the locomotive's operating status and real-time sensor data, and these correlation variables are used to update the data push area on the target system's main interface of the target screen located in the field of view directly in front of the target locomotive's direction of travel, thus improving the relevance of the data pushed in the data push area and making data push more efficient and accurate.

[0087] Example 3 Figure 9 This is a flowchart illustrating a locomotive interface display method according to Embodiment 3 of the present invention. Based on the above embodiments, Figure 9 This is a preferred embodiment of the present invention.

[0088] See Figure 9 The locomotive interface display method shown includes: S901 receives data from the locomotive network system via Ethernet.

[0089] Specifically, the application layer data acquisition function block drives the physical network card to acquire Ethernet data packets (i.e., locomotive network system data), and performs frame-by-frame data parsing according to the communication protocol, storing the data in a data cache pool. During data parsing, in addition to acquiring locomotive fault parameters, priority is given to acquiring and parsing the current interface parameters to reduce the load on the target screen and avoid parsing all data in every application layer cycle, thus reducing memory and processor usage.

[0090] S902. Create a database file and add a system configuration page.

[0091] Specifically, a database file is created in the root directory of the system application to store structured data, which is then added to the variable association table and the interface parameter configuration table to prevent data loss in case of power failure.

[0092] For example, multi-level relational data such as runtime status-variable, interface-variable, and variable-variable can be created, with each relational data configured with a correlation index to obtain a variable relational table.

[0093] For example, the factory-preset default configuration and the personalized configuration using on-site configuration can be stored to obtain the interface parameter configuration table.

[0094] For example, Figure 2 This is the configuration interface used to set personalized configurations. For example... Figure 2 As shown, in addition to the title bar display area and the interface navigation area, the middle area of ​​the configuration interface is divided into the interface configuration area and the variable selection area on the left and right sides.

[0095] In the interface configuration area, users can manually select the interface to be configured and view the display variables within it. Display variables can include existing variables and selected variables. Existing variables are the configured variables of the interface. Selected variables are newly added variables. Each interface can be divided into multiple display positions, each assigned a display position identifier (e.g., display position 1, display position 2, display position 3, etc.). Multiple display modes can be provided for individual display variables, each assigned a corresponding display mode identifier (e.g., display mode 1, display mode 2, display mode 3, etc.). The interface can be customized by configuring display variable identifiers, display position identifiers, and display mode identifiers in the configuration interface, and these customized configurations are stored in the interface parameter configuration table in the database. When the interface is reset or initialized, it can be restored to its initial factory state using the default configuration.

[0096] In the variable selection area, a preset number of key variables (e.g., 8 key variables) are filtered according to their impact on the system they belong to. These key variables are then sorted from highest to lowest impact and categorized according to their system affiliation. When a key variable is selected, it is displayed in the selected variables section of the interface configuration area, and the key variables in the variable selection area are updated for the driver to choose from.

[0097] S903 identifies the data category of the locomotive network system, obtains the operation hard-wire signal and control unit data, and identifies driving operations based on the hard-wire signal data.

[0098] Specifically, the system identifies operational hardwired signals contained in Ethernet packets, including signals related to the traction handle, brake handle, air compressor operation, and pantograph raising. It also identifies control unit data contained in the Ethernet packets. This control unit data consists of feedback signals received by the control unit, including information related to locomotive assistance, diesel engine, battery, and braking systems.

[0099] S904: Determine whether screen switching and interface switching are required.

[0100] Figure 3 This is a schematic diagram showing the original display positions of each screen on the locomotive. For example... Figure 3 As shown, the braking screen displays the main interface of the braking system, and the traction screen displays the main interface of the traction system. The traction screen is located in the field of vision 1 directly in front of the vehicle's direction of travel; the braking screen is located in the field of vision 2 to the left of the driver's seat and along the direction of the brake lever. Currently, when braking the locomotive, the driver needs to rotate the seat and turn to observe the parameters on the braking screen, resulting in a poor driving experience. Furthermore, while observing the braking screen, the driver cannot perceive obstacles in front of the locomotive, posing a safety hazard.

[0101] Specifically, during the screen switching judgment process, the control panel handle signal (i.e., the operation hard-wire signal corresponding to driving operation) is monitored in real time. If the handle signal changes, the locomotive operating status is comprehensively judged, and the screen switching content of the traction screen and the braking screen is switched. This can always provide the driver with the best line of sight and avoid the driver switching back and forth when observing screen information.

[0102] For example, when the driver is not driving and is in a braking state, or when the driver operates the towing handle, the towing screen facing the driver displays the main interface of the towing system, and the braking screen displays the main interface of the braking system.

[0103] For example, when the driver operates the brake lever or the braking system malfunctions, the traction screen displays the main interface of the braking system, and the braking screen displays the main interface of the traction system. At this time, if the brake lever remains inactive for 5 seconds, the interface automatically switches back to the default interface, i.e., the traction screen displays the main interface of the traction system, and the braking screen displays the main interface of the braking system.

[0104] For example, when the driver operates the brake lever and the locomotive is in a mixed braking state, the traction screen displays a combined interface (traction system main interface + braking system main interface), and the braking screen displays the braking system main interface.

[0105] During the interface switching process, the traction screen is used as the main data observation screen so that the driver can have a comprehensive and timely grasp of the locomotive status while driving.

[0106] For example, Figure 4 This is a schematic diagram of the main interface of the navigation screen. For example... Figure 4 As shown, the interface is divided into a title bar display area, a data push area, a default data display area, a prompt information area, a shortcut button area, an icon display area, and a navigation area. The data push area, as a dynamic data display area, pushes relevant variables in real time based on the locomotive's operating status. This allows for rapid matching of relevant variables based on data returned by various sensors and the locomotive's operating status. In the absence of equipment operation or locomotive malfunction, the data push area is dynamically updated according to the relevant variable push method. Optionally, the data push area can display data according to the default configuration, or the data in this area can be configured through the configuration interface. The default data display area is used to display key locomotive parameters, ensuring the driver can observe these parameters in real time. The prompt information area displays text messages to the driver in real time. The shortcut button area is used for quick operation of interactive functions, such as air compressor operation.

[0107] At this point, when the driver operates the equipment, the equipment parameters will automatically pop up, eliminating the need to click through the navigation buttons on each sub-interface. For example, when the driver operates the air compressor switch to the "On, Power Pump" position, the target system's main interface will display information such as the main air cylinder pressure, air compressor contactor current, and auxiliary inverter current.

[0108] S905, Execute the switching action.

[0109] In a specific example, Figure 10 This is a network topology diagram for the locomotive interface display system. For example... Figure 10 As shown, taking the network topology of a single-end driver's cab control panel and screen as an example, it mainly includes the brake screen, traction screen, Ethernet switch, traction control unit, brake control unit, and central control unit. The locomotive's operating status and the driver's actions are fed back to the respective system control units through sensors, and then sent to the Ethernet switch via Ethernet, and finally acquired by the screen. This allows the locomotive's operating status to be recognized by the screen. Some complex recognition logic is determined by the central control unit and sent to the screen.

[0110] After the locomotive's operating status is successfully identified, the screen dynamically adapts its display interface to both multi-screen and single-screen modes based on the interaction strategy, providing a more user-friendly view of the locomotive's real-time operating status to the driver.

[0111] In a specific example, the software application layer implementation may include: ①Use a high-performance, lightweight database to create variable association tables and interface configuration tables.

[0112] As shown in Table 1, a configuration table for interface parameters is created to store key parameters such as interface ID, display variables, display position, display method, vehicle model number, and attributes. The "Default" field represents the interface parameters as configured at the default settings and is used for data reset to restore factory settings. The "Custom" field represents the interface parameters as personalized settings customized by the driver.

[0113] As shown in Table 2, a variable association table is created to store multi-level association data between runtime status and variables, interface and variables, and variables and variables.

[0114] The content of the table above can be adjusted as needed. Furthermore, each parameter ID should match the application layer code. The application layer creates an ID recognition configuration document, and the code reads the configuration file to match variables with the interface, simplifying code maintainability.

[0115] ② Application layer software-defined data parsing priority matching mechanism.

[0116] Get the list of interface parameters based on the display interface ID, and parse the current interface parameters first.

[0117] Interface parameters that identify locomotive operating status and locomotive fault status will be parsed with the highest priority.

[0118] Based on the frequency of interface switching (or by recognizing the driver's finger position or eye focus to determine the interface switching intention), pre-parsed candidate interface parameters are placed in the cache.

[0119] This avoids existing algorithms that require large-scale data parsing and shortens the hardware algorithm's runtime.

[0120] ③ A configuration interface can be designed to maintain and update the system interface display scheme.

[0121] For example, the configuration interface is as follows Figure 2 As shown. Optionally, the interface content can be adjusted as needed. Data interaction is performed with the configuration interface according to Table 1. The relevant variables to be pushed to the data push area in the target system's main interface are determined according to Table 2.

[0122] ④ Identify Ethernet data packets. The application layer software defines data categories such as locomotive operating status, driving operation, and locomotive fault status. When a specific data category and value are received, interactive logic such as screen switching and interface switching is triggered.

[0123] For example, Figure 11 This is a flowchart of a locomotive interface display method. Based on the above embodiments, Figure 11 This is a preferred embodiment of the present invention.

[0124] See Figure 11 The locomotive interface display method shown includes: S1101, Receive Ethernet data packets.

[0125] S1102. Real-time monitoring of the status of multiple display screens, real-time monitoring of the current display screen interface ID, and real-time monitoring of locomotive operation status.

[0126] The display status refers to the screen state. The current display screen ID identifies the interface currently being displayed on the screen.

[0127] S1103. Check if the display screen is in normal condition. If yes, proceed to S1104; otherwise, proceed to S1102.

[0128] Specifically, if the screen status is normal, then execute S1104; if the screen status is abnormal, then execute S1102.

[0129] S1104. Update the display ID of the currently switchable screen and update the display interface ID of the current screen.

[0130] The display ID identifies the target screen from which screen switching is possible. The current screen display interface ID identifies the initial system main interface on the target screen.

[0131] Specifically, determine the display ID of the target screen that can be switched and the corresponding display interface ID.

[0132] S1105. Determine the data parsing range and perform data parsing.

[0133] Specifically, interface parameters that identify locomotive operating status and locomotive fault status are parsed with the highest priority. The current interface parameters are parsed first. Candidate interface parameters are pre-parsed and placed in a cache based on the frequency of interface switching (this can also be determined by recognizing the driver's finger position or eye focus).

[0134] S1106. Determine whether a screen switch is required; if yes, execute S1107; if no, execute S1108.

[0135] S1107, Execute the screen switching action and return to execute S1102.

[0136] S1108. Determine whether an interface switch is required; if yes, execute S1109; if no, execute S1102.

[0137] S1109. Execute the interface switching action, dynamically update the data push area in the main interface, and return to execute S1102.

[0138] ⑤ The data push area displays data in a stacked manner.

[0139] like Figure 5 As shown, the pre-configured data push area has 8 display positions. Of these, 6 (v1-v6) are dynamically displayed, and 8 (v7-14) are displayed in the original configuration. When the data push area in the target system's main interface does not trigger the interface switching logic, the 8 display variables (v7-14) displayed in the original configuration are displayed by default. When the data push area in the target system's main interface triggers the interface switching logic, the 6 dynamically displayed variables (v1-v6) are displayed in display positions 1-6, while the remaining display positions 7-8 still display the 8 display variables (v7-14) displayed in the original configuration.

[0140] ⑥ Taking the driver's optimal perspective as the starting point, when multiple screens are involved, information such as locomotive operating status and driving operations should be used as the basis for information sharing and dynamic switching between screens. If the application layer software is independent, the software should be compatible with and cover multiple screen interfaces and serve as the basis for switching. If multiple screens use video data streaming, the data channel switching logic should be implemented on the host side.

[0141] This solution achieves dynamic multi-screen switching by recognizing driving behavior, effectively ensuring that the driver's line of sight remains aligned with the direction of travel, and is compatible with existing control panel solutions. The adaptive main interface design prioritizes the push of key and related data, simplifying the cumbersome process of searching for variables in sub-interfaces and improving the real-time performance of locomotive status monitoring. Optimized data parsing methods reduce the difficulty of hardware data processing and improve equipment reliability. Configurable attributes for different interface areas allow drivers to customize the interface according to their personal habits, improving human-machine interaction comfort. Furthermore, the recommendation of related variables makes customized configuration more efficient and accurate.

[0142] Example 4 Figure 12 This is a schematic diagram of a locomotive interface display device provided in Embodiment 4 of the present invention. This embodiment of the invention is applicable to situations where a locomotive interface is displayed. The device can execute a locomotive interface display method and can be implemented in hardware and / or software. The device can be configured in an electronic device that carries the locomotive interface display function.

[0143] See Figure 12 The locomotive interface display device shown includes: a data acquisition module 1201, an available screen filtering module 1202, a screen switching module 1203, and an interface data update module 1204. The system includes the following modules: a data acquisition module 1201, which acquires the hard-wired operation signals and control unit data of the target locomotive, identifies driving operations and equipment operations based on the hard-wired operation signals, and identifies the screen status, locomotive operating status, locomotive fault status, and real-time sensor data of each candidate screen of the target locomotive based on the control unit data; an available screen filtering module 1202, which filters available target screens from among the candidate screens based on their screen status and displays the initial system main interface on the target screen; a screen switching module 1203, which determines the target screen display result based on driving operations, locomotive operating status, and locomotive fault status, and switches the initial system main interface of the target screen based on the target screen display result, displaying the target system main interface on the target screen; and an interface data update module 1204, which updates the data push area of ​​the target system main interface of the target screen located in the field of view directly in front of the target locomotive's direction of travel based on the locomotive fault status, equipment operation, locomotive operating status, and real-time sensor data.

[0144] The technical solution of this invention, by selecting an available target screen from among the candidate screens based on their screen states and displaying the initial system main interface on the target screen, ensures the availability of the target screen and improves the fault tolerance of the locomotive interface display. By determining the target screen display result based on driving operations, locomotive operating status, and locomotive fault status, and by switching the initial system main interface of the target screen according to the target screen display result, the target system main interface is displayed on the target screen. By recognizing driving behavior and combining it with locomotive operating status and locomotive fault status, dynamic multi-screen switching is achieved, effectively ensuring that the driver's line of sight remains aligned with the locomotive's direction of travel. The system is consistent with existing control panel solutions during screen switching, always providing the driver with the best line of sight and avoiding the need for the driver to switch perspectives back and forth while observing screen information. This improves the user-friendliness of human-machine interaction and the safety of locomotive operation. By updating the data push area of ​​the target system's main interface on the target screen located in the field of vision directly in front of the target locomotive's direction of travel based on locomotive fault status, equipment operation, locomotive operating status, and real-time sensor data, the system avoids the driver having to click through multiple nested sub-interfaces to query data. This reduces the driver's operational burden and allows for a more user-friendly display of the locomotive's real-time data, improving the efficiency of locomotive data retrieval.

[0145] In an optional embodiment of the present invention, the screen switching module 1203 includes: a first screen display result determination unit, configured to determine that the target screen display result is to display the main interface of the traction system on the traction screen and the main interface of the braking system on the braking screen when there is no driving operation and the vehicle is in a braking state, or when there is a traction operation or a traction system malfunction; wherein the traction screen is located in the field of vision directly in front of the target locomotive in the direction of travel; a second screen display result determination unit, configured to determine that the target screen display result is to display the main interface of the braking system on the traction screen and the main interface of the traction system on the braking screen when there is a braking operation or a braking system malfunction; and a third screen display result determination unit, configured to determine that the target screen display result is to display a combined main interface of the traction system main interface and the braking system main interface on the traction screen when there is a braking operation and the vehicle is in a mixed braking state.

[0146] In an optional embodiment of the present invention, the interface data update module 1204 includes: a locomotive fault status detection unit, used to detect whether a locomotive fault exists based on the locomotive fault status; a locomotive fault parameter update unit, used to update the data push area of ​​the target system main interface of the target screen located in the field of view directly in front of the target locomotive's direction of travel by using locomotive fault parameters when a locomotive fault exists; an equipment operation detection unit, used to detect whether equipment operation exists when no locomotive fault exists; an equipment parameter update unit, used to update the data push area of ​​the target system main interface of the target screen located in the field of view directly in front of the target locomotive's direction of travel by using equipment parameters when equipment operation exists; and a key variable data update unit, used to query related variables based on real-time sensor data, locomotive operating status, and the target system main interface of the target screen located in the field of view directly in front of the target locomotive's direction of travel, and use the related variables to update the data push area of ​​the target system main interface of the target screen located in the field of view directly in front of the target locomotive's direction of travel by querying related variables when no equipment operation exists.

[0147] In an optional embodiment of the present invention, the key variable data update unit includes: a correlation variable priority query subunit, used to query the correlation variables and their priorities based on real-time sensor data, locomotive operating status, and the target system main interface of the target screen located in the field of view directly in front of the target locomotive's direction of travel; and a key variable data update subunit, used to update the data push area in the target system main interface of the target screen located in the field of view directly in front of the target locomotive's direction of travel using the correlation variables and in descending order of their priority.

[0148] In an optional embodiment of the present invention, the screen filtering module 1202 may include: a current interface parameter parsing unit, used to filter and parse the current interface parameters in the control unit data according to the initial system main interface of the target screen; and an initial system main interface display unit, used to display the initial system main interface on the target screen according to the current interface parameters.

[0149] In an optional embodiment of the present invention, the screen filtering module 1202 may further include: a candidate interface determination unit, used to determine candidate interfaces based on historical interface switching frequency or interface switching intent while filtering and parsing the current interface parameters in the control unit data according to the initial system main interface of the target screen; and a candidate interface parameter pre-parsing unit, used to filter and pre-parse candidate interface parameters in the control unit data according to the candidate interfaces.

[0150] The locomotive interface display device provided in this embodiment of the invention can execute the locomotive interface display method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects of executing the method.

[0151] In the technical solutions of this invention, the acquisition, storage, and application of the target locomotive's hard-wired operation signals and control unit data all comply with relevant laws and regulations and do not violate public order and good morals.

[0152] Example 5 Figure 13 A schematic diagram of an electronic device 1300 that can be used to implement embodiments of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (such as helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0153] like Figure 13 As shown, the electronic device 1300 includes at least one processor 1301 and a memory, such as a read-only memory (ROM) 1302 and a random access memory (RAM) 1303, communicatively connected to the at least one processor 1301. The memory stores computer programs executable by the at least one processor. The processor 1301 can perform various appropriate actions and processes based on the computer program stored in the ROM 1302 or loaded into the RAM 1303 from storage unit 1308. The RAM 1303 can also store various programs and data required for the operation of the electronic device 1300. The processor 1301, ROM 1302, and RAM 1303 are interconnected via a bus 1304. An input / output (I / O) interface 1305 is also connected to the bus 1304.

[0154] Multiple components in electronic device 1300 are connected to I / O interface 1305, including: input unit 1306, such as keyboard, mouse, etc.; output unit 1307, such as various types of monitors, speakers, etc.; storage unit 1308, such as disk, optical disk, etc.; and communication unit 1309, such as network card, modem, wireless transceiver, etc. Communication unit 1309 allows electronic device 1300 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0155] Processor 1301 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 1301 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, digital signal processors (DSPs), and any suitable processor, controller, microcontroller, etc. Processor 1301 performs the various methods and processes described above, such as locomotive interface display methods.

[0156] In some embodiments, the locomotive interface display method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 1308. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 1300 via ROM 1302 and / or communication unit 1309. When the computer program is loaded into RAM 1303 and executed by processor 1301, one or more steps of the locomotive interface display method described above may be performed. Alternatively, in other embodiments, processor 1301 may be configured to execute the locomotive interface display method by any other suitable means (e.g., by means of firmware).

[0157] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations may include: implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0158] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0159] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0160] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0161] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0162] A computing system can include clients and servers. Clients and servers are generally geographically separated and typically interact via communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system. It addresses the shortcomings of traditional physical hosts and VPS (Virtual Private Server) services, such as high management difficulty and weak business scalability.

[0163] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0164] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A locomotive interface display method, characterized in that, The method includes: The system acquires the hard-wired operation signals and control unit data of the target locomotive, identifies driving operations and equipment operations based on the hard-wired operation signals, and identifies the screen status, locomotive operating status, locomotive fault status, and real-time sensor data of each candidate screen of the target locomotive based on the control unit data. Based on the screen state of each candidate screen, a target screen is selected from the candidate screens and the initial system main interface is displayed on the target screen; Based on the driving operation, the locomotive operating status, and the locomotive fault status, the target screen display result is determined, and based on the target screen display result, the initial system main interface of the target screen is switched, and the target system main interface is displayed on the target screen. Based on the locomotive fault status, the equipment operation, the locomotive operating status, and the real-time sensor data, the data push area in the main interface of the target system on the target screen located in the field of view directly in front of the target locomotive's direction of travel is updated.

2. The method according to claim 1, characterized in that, The step of determining the target screen display result based on the driving operation, the locomotive operating status, and the locomotive fault status includes: When there is no driving operation and the vehicle is in a braking state, or when there is traction operation or a traction system malfunction, the target screen display result is determined to be that the traction system main interface is displayed on the traction screen and the braking system main interface is displayed on the braking screen; wherein, the traction screen is located in the field of view directly in front of the target locomotive in the direction of travel; When there is braking operation or braking system failure, the target screen display result is determined to be displaying the main interface of the braking system on the traction screen, and the main interface of the traction system is displayed on the braking screen. When the braking operation is present and the system is in a hybrid braking state, the target screen display result is determined to be a combined main screen displaying the main interface of the traction system and the main interface of the braking system on the traction screen.

3. The method according to claim 1, characterized in that, The step of updating the data push area in the main interface of the target system on the target screen located in the field of view directly in front of the target locomotive's direction of travel, based on the locomotive's fault status, equipment operation, locomotive operating status, and real-time sensor data, includes: Based on the locomotive fault status, detect whether a locomotive fault exists; When a locomotive malfunction occurs, the locomotive malfunction parameters are used to update the data push area in the main interface of the target system on the target screen located in the field of view directly in front of the target locomotive's direction of travel. When there is no locomotive malfunction, check whether the equipment is operating; When the device is in operation, the device parameters are used to update the data push area of ​​the target system main interface on the target screen located in the field of view directly in front of the target locomotive's direction of travel. When the device is not in operation, based on the real-time sensor data, the locomotive's operating status, and the target system's main interface on the target screen located in the field of view directly in front of the target locomotive's direction of travel, related variables are queried, and the related variables are used to update the data push area in the target system's main interface on the target screen located in the field of view directly in front of the target locomotive's direction of travel.

4. The method according to claim 3, characterized in that, The step of updating the data push area in the target system main interface of the target screen located in the field of view directly in front of the target locomotive's direction of travel, based on the real-time sensor data, the locomotive's operating status, and the target system main interface located in the field of view directly in front of the target locomotive's direction of travel, and using the associated variables, includes: Based on the real-time sensor data, the locomotive's operating status, and the target system's main interface on the target screen located in the field of view directly in front of the target locomotive's direction of travel, query the associated variables and their priorities. Using the aforementioned correlation variables, and in descending order of their priority, the data push area of ​​the target system's main interface on the target screen located in the field of vision directly in front of the target locomotive's direction of travel is updated.

5. The method according to claim 1, characterized in that, The step of displaying the initial system main interface on the target screen includes: Based on the initial system main interface of the target screen, the current interface parameters are filtered and parsed from the control unit data; Based on the current interface parameters, the initial system main interface is displayed on the target screen.

6. The method according to claim 5, characterized in that, While filtering and parsing the current interface parameters in the control unit data based on the initial system main interface of the target screen, the method also includes: Candidate interfaces are determined based on the frequency of historical interface switching or the intent of interface switching. Based on the candidate interfaces, candidate interface parameters are filtered and pre-parsed from the control unit data.

7. A locomotive interface display device, characterized in that, The device includes: The data acquisition module is used to acquire the operation hardwire signals and control unit data of the target locomotive, and to identify driving operations and equipment operations based on the operation hardwire signals, and to identify the screen status of each candidate screen of the target locomotive, the locomotive operating status, the locomotive fault status and real-time sensor data based on the control unit data. The available screen filtering module is used to filter available target screens from the candidate screens according to the screen status of each candidate screen, and display the initial system main interface on the target screen; The screen switching module is used to determine the target screen display result based on the driving operation, the locomotive operating status and the locomotive fault status, and to switch the initial system main interface of the target screen according to the target screen display result, and display the target system main interface on the target screen. The interface data update module is used to update the data push area of ​​the target system main interface on the target screen located in the field of view directly in front of the target locomotive's direction of travel, based on the locomotive fault status, the equipment operation, the locomotive operating status, and the real-time sensor data.

8. An electronic device, characterized in that, The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the locomotive interface display method according to any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that are used to cause a processor to execute the locomotive interface display method according to any one of claims 1-6.

10. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the locomotive interface display method according to any one of claims 1-6.

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