EP2163451A1 - Driver stand of a track-bound vehicle, in particular of a rail vehicle - Google Patents

Abstract

The driver stand comprises a display device for display of information, which is visually observed by a driver (27) of the vehicle during the journey, where the display device has a screen (11). An operating element (6) is provided for controlling a drive system or a brake system of the vehicle, particularly a traction or brake lever. The operating element is located lateral to the location of a driver seat (25) or laterally before the location of the driver seat. An independent claim is included for a method for manufacturing a driver stand of a track-bound vehicle, particularly a rail vehicle.

Description

The invention relates to a driver's cab of a track-bound vehicle, in particular of a rail vehicle, and to a method for producing such a driver's cab.

Driver's cabs of track-bound vehicles, for example trams, have a multiplicity of display elements and operating elements. These elements are usually distributed over numerous surfaces (eg on the vehicle headliner, in a console, on a side rack and possibly on the driver's seat). It should be easy to reach important controls for the driver. Important display elements are to be arranged so that the driver can reliably recognize the displayed information while driving.

The cab has to be adapted to the body geometry of different riders. It is particularly important that an operating element for controlling the drive system and / or the braking system of the vehicle for the driver is achievable. The control element may in particular be a combined drive / brake lever with which (as is usual with streetcars) both the drive and the braking effect of the vehicle are controlled. For trams, the lever z. B. forward in the longitudinal direction of the vehicle to accelerate the vehicle, and moved to the rear to maintain the vehicle speed or to decelerate the vehicle.

In many cases, the driver will permanently touch or grip the control while driving. In addition to the accessibility but also a minimum comfort for the driver to ensure. If necessary, regulations for the protection of persons at the workplace must also be observed. For example, it is unreasonable for the driver to reach the operating element only in a position which is uncomfortable for him or even puts a strain on the physical health.

Driving / brake levers are located in trams whose doors are arranged on the right side of the vehicle, usually in the area left of the driver's seat and firmly installed. The area on the surface of the lever is arranged, is often referred to as Geschränk. The driver's seat can usually be adjusted both in terms of its position in the vertical direction and in terms of its position in the longitudinal direction of the vehicle, so that a suitable, comfortable for the driver attitude is possible in which the driver can grip the lever.

The adjustment of the longitudinal position and height of the driver's seat, however, has the disadvantage that for certain body geometries, e.g. relatively small size of the upper body with relatively long arms, a position of the head and thus the eyes is reached, from which the driver's view of the surroundings of the vehicle is impaired. So, for example, A 120 cm tall child standing in front of a tram at a distance of 30 cm can be seen by the driver.

Therefore, driver's seats have already been proposed, in which the operating element is integrated or to which the operating element is attached. If the longitudinal position of the driver's seat in the vehicle longitudinal direction or direction of travel is adjusted, the operating element moves with. The disadvantage of this is that the position of the control element must also be adjustable relative to the seat in order to take into account the different body geometries of possible drivers. In addition, as mentioned above, the operating element is a safety-critical operating component for driving operation. If the control line for controlling the driving operation, which leads from the operating element to the drive system and / or to the braking system of the vehicle, damaged, the safe driving operation is no longer guaranteed. The arrangement of the operating element on the driver's seat therefore increases the risk of damage. At least special measures must be taken to prevent such damage. Incidentally, it is associated with considerable additional effort to relocate the control line to the driver's seat and, after replacing the driver's seat, re-connect.

In addition to the operating element for controlling the drive and / or the braking system (in the following, "first operating element"), there are many other operating elements in track-bound vehicles. It is an essential task of the driver training that the driver can quickly and reliably find and operate at least the frequently used during the ride controls. Since the controls are distributed over the various areas already mentioned above, finding them is not easy. Also, it is at least in some driving situations not desirable that the driver must leave his normal sitting position on the driver's seat in order to operate a control element. The same applies to the display elements, for. As a screen that also read while driving or, more generally formulated to be visually detected.

It is an object of the present invention to provide a driver's cab for a lane-bound vehicle, in particular for a rail vehicle, which facilitates the finding and operation of important functions by the driver while driving, wherein important information displayed should be easily recognizable and wherein the driver should be able to maintain a comfortable sitting position.

According to an essential idea of the present invention, controls for operating functions of the vehicle that do not directly control the magnitude of the driving force and the braking force are divided into two groups. Each of the groups of controls is arranged in a common operating area but separate from the other group. The first group has controls that the driver has to repeatedly operate while driving. The second group has controls that the driver does not or rarely has to operate while driving. Examples of functions assigned to the first group are door control of passenger doors, emergency braking of the vehicle with emergency stop of the drive motor or emergency shutdown of the driving force, hazard warning, switching on and controlling of speakers for announcements in the passenger compartment, windscreen wipers, interior lighting in the Passenger compartment, exterior lighting of the vehicle, adjustment of the exterior mirror of the vehicle, audible warning, rail magnetic brake, sanding of rails and switch control. The second group of controls are in particular: upgrade the vehicle / vehicle start, operating mode workshop trip, operating mode coupling or uncoupling of other rail vehicles or rail vehicle parts, any other functions for selecting an operating mode of the vehicle, lifting and / or lowering a pantograph, functions for Control of heating and / or air conditioning, adjustment of moving elements of the cab, eg the height of the pedestal to set up the driver's feet, and emergency solution of brakes.

The aforementioned operating functions can also be divided into two groups in another way. It may be missing individual functions or added to other functions. The specific allocation made for a particular rail vehicle depends on the specifications of the vehicle operator and the type of vehicle.

However, the basic idea of the division of the operating functions into two different groups has the advantage that a group which has control elements to be operated more frequently during the journey is grouped together, ie in a separate common area Operating area can be arranged, which is easily accessible by the driver. In particular, this first operating area can be arranged with the controls of the first group easily accessible for a hand of the driver, the driver can sit, for example in a comfortable position and with his forearm on the driver's seat.

The other hand of the driver preferably serves as usual for the operation of the first operating element, i. the adjustment of the size of the driving force and / or the braking force. The other group of controls for functions that are less frequently used or less important during the journey may be located at a more remote location in the cab. The corresponding bounded operating area is e.g. arranged laterally beyond the first operating element from the driver's seat. Thus, this operating area is still easily accessible, but is removed from the central for the driver particularly clear and easily accessible area.

In the direction of travel in front of the location of the driver's seat, the display device is preferably arranged. In this case, the arrangement of preferred dimensions is such that a driver sitting on the driver's seat can look across the display device through a windshield of the vehicle.

It is further preferred that at least none of the functions required during the drive of the vehicle (this is also understood as the temporary stop at a stop or on a traffic sign system) are controlled via operating elements which are arranged at locations other than the first operating area. In particular, controls on the vehicle roof are avoided.

Already this outline of the cab in three areas, namely the arrangement of the display device with a variety of display functions in the direction of travel centrally in front of the driver, the arrangement while driving important controls in the first operating area and the arrangement of other less important controls in a second, remote operating area , As well as the arrangement of the first operating element in a place that the driver can comfortably reach permanently, allows an ergonomic design of the cab. The driver only has to move the head slightly to visually recognize the displayed information. Both the first operating element and the further operating elements in the first operating region can be easily reached, for example, on the one hand with the left hand and on the other hand with the right hand.

Preferably, an armrest is provided, on which the forearm of the driver can be placed while the driver sits in the driver's seat. In this case, the arm is that arm with whose hand the driver operates the operating elements in the first operating area. This armrest may in particular be mounted on the driver's seat and is preferably adjusted so that the longitudinal axis of the lower arm is rectilinear to the first operating area.

Optionally, operating functions may also be integrated in the display device, e.g. via a touch-sensitive screen (touch screen). For example, For example, this screen may be in front of the driver's seat in the direction of travel, with the operator having to slightly extend the arm to touch the surface of the screen. The screen may be arranged so that it can be reached from the seat by hand, which operates the first operating element while driving. The controls integrated into the screen or generally into the display device in the display device are preferably those which are only to be operated during a temporary stop of the vehicle or, in any case, do not necessarily have to be operated during the movement of the vehicle.

Preferably, in addition to the armrest for the arm operating the controls in the first operating area, preferably as an element of the same unit which also has the first group of controls, an additional armrest is provided, e.g. a so-called static equalizer handle, i. an element that can be grasped by hand, but on which the forearm can also be placed immediately in front of the wrist. If the other arm also rests while the hand of the other arm is operating the first operating element, this additional armrest leads to a static compensation in the posture of the driver, i. none of the forearms experiences a much greater weight than the other. The armrests or armrests for both arms are arranged so that the driver can sit straight forward aligned in the direction of travel, while both arms are bent in the same way and the forearms extend approximately equidistant in the direction of travel forward. As a result, the shoulders of the driver are relieved and the driver can lead the vehicle over long periods without fatigue.

Preferably, the first operating area with the first group of operating elements has two partial surfaces, wherein the operating elements are distributed over the two partial surfaces and wherein the partial surfaces are angled relative to one another. This is a first Sub-surface preferably only slightly inclined to the horizontal and closer to the location of the driver's seat arranged. In the direction of travel in front of it is preferably the second sub-surface, but which is more inclined to the horizontal, so that the driver looks approximately perpendicular to this sub-surface. The controls in this second sub-surface are indeed further from the driver's seating position. However, this disadvantage for the operability is compensated by the fact that these controls can be very well overlooked by the driver. Preferably located in the second sub-surface controls for operating functions that less frequently and / or not must be operated during the movement of the vehicle, such as opening and closing the passenger doors.

Preferably, the driver's cab can be adapted to the respective driver over a wide range of different body geometries. As usual, the driver's seat can be adjusted. In a preferred embodiment, as will be explained in more detail, however, the longitudinal position of the first control element is adjustable and therefore the longitudinal adjustability of the driver's seat can be severely limited or even absent.

• einer Anzeigevorrichtung zur Darstellung von Informationen, die von einem Fahrer des Fahrzeugs während der Fahrt visuell erkennbar sind, wobei die Anzeigevorrichtung zumindest einen Bildschirm aufweist,
• einem ersten Bedienelement zur Steuerung des Antriebssystems und/oder des Bremssystems des Fahrzeugs, insbesondere ein Fahr-/Bremshebel,
• einer Vielzahl von weiteren Bedienelementen zur Betätigung von Funktionen des Fahrzeugs, die nicht unmittelbar die Größe der Antriebskraft und der Bremskraft steuern,

wobei

1. a) die Anzeigevorrichtung in Fahrtrichtung vor dem Ort eines Fahrersitzes angeordnet ist, sodass ein auf dem Fahrersitz sitzender Fahrer über die Anzeigevorrichtung hinweg durch eine Frontscheibe des Fahrzeugs blicken kann,
2. b) das erste Bedienelement seitlich des Ortes des Fahrersitzes oder seitlich vor dem Ort Fahrersitzes auf einer ersten Seite des Ortes und auf einer Höhe angeordnet ist, in der die Hand des Fahrers bei angewinkeltem und auf eine erste Armlehne aufgelegtem Arm liegt, wenn der Fahrer auf dem Fahrersitz sitzt,
3. c) die weiteren Bedienelemente in zwei Gruppen unterteilt sind, die jeweils in einem gemeinsamen Bedienbereich angeordnet sind, wobei eine erste der zwei Gruppen Bedienelemente aufweist, die der Fahrer während der Fahrt wiederholt zu betätigen hat, und wobei die zweite der zwei Gruppen Bedienelemente aufweist, die der Fahrer während der Fahrt nicht oder selten zu betätigen hat,
4. d) der erste Bedienbereich, in dem die erste Gruppe von Bedienelementen angeordnet ist, auf einer zweiten Seite des Ortes des Fahrersitzes angeordnet ist, wobei die zweite Seite des Ortes der ersten Seite des Ortes bezüglich einer in Fahrtrichtung verlaufenden Längsachse des Fahrzeugs gegenüberliegt, sodass die erste Gruppe von der anderen Hand des Fahrers, die nicht das erste Bedienelement bedient, bei auf eine zweite Armlehne aufgelegtem Unterarm erreichbar ist, während der Fahrer auf dem Fahrersitz sitzt,
5. e) der zweite Bedienbereich, in dem die zweite Gruppe von Bedienelementen angeordnet ist, auf der ersten Seite des Ortes des Fahrersitzes und aus Sicht des Fahrersitzes weiter seitlich entfernt als das erste Bedienelement von dem Fahrersitz angeordnet ist.

In particular, the following is proposed: cab of a lane-bound vehicle, in particular a rail vehicle, with:

• a display device for displaying information that is visually recognizable by a driver of the vehicle while driving, wherein the display device has at least one screen,
• a first control element for controlling the drive system and / or the brake system of the vehicle, in particular a drive / brake lever,
• a plurality of further operating elements for actuating functions of the vehicle which do not directly control the size of the driving force and the braking force,

in which

1. a) the display device is arranged in the direction of travel in front of the location of a driver's seat, so that a driver sitting on the driver's seat can look across the display device through a windshield of the vehicle,
2. b) the first operating element is arranged laterally of the driver's seat location or laterally in front of the driver's seat location on a first side of the location and at a height in which the driver's hand is in an angled arm resting on a first armrest when the driver is on sitting in the driver's seat,
3. c) the further operating elements are subdivided into two groups, each of which is arranged in a common operating area, wherein a first of the two groups comprises operating elements which the driver has to repeatedly operate while driving, and wherein the second of the two groups has operating elements, which the driver does not or rarely has to operate while driving,
4. d) the first operating area, in which the first group of operating elements is arranged, is arranged on a second side of the location of the driver's seat, wherein the second side of the location is opposite the first side of the location with respect to a longitudinal axis of the vehicle running in the direction of travel, so that the first group from the other hand of the driver, who does not operate the first operating element, is reachable with a second arm rest on his forearm, while the driver sits in the driver's seat,
5. e) the second operating area, in which the second group of control elements is arranged on the first side of the location of the driver's seat and from the driver's seat view laterally removed than the first operating element is arranged by the driver's seat.

Furthermore, a corresponding manufacturing method is proposed.

In particular, the display device and the first group of controls may be parts of a common unit. In the unit, which can be prefabricated separately and installed in the finished state in the vehicle, it may be a desk-like construction, wherein the first group of controls is preferably arranged in a rearwardly extending in the direction of travel projecting area or at least partially in one such area is arranged.

In particular, as already mentioned above, part of the first group of operating elements can be distributed over a first surface of the unit, the first surface being arranged at the top of a region of the unit projecting counter to the direction of travel of the vehicle, and another part the first group of controls are distributed over a second surface of the unit, wherein the second surface is arranged as a forwardly rising in the direction of travel surface. The second surface may have the same inclination to the horizontal as the surface of a screen also integrated into the unit adjacent to the second surface. The first surface and the second surface of the first group of controls may merge at a curved or angled surface area of the unit.

As a preferred embodiment, it is proposed to adjust the first operating element and an armrest together in the longitudinal direction, in particular horizontally in the longitudinal direction, of the rail vehicle in order to allow the respective driver a comfortable operation. The armrest is therefore preferably not a part of the driver's seat, even if it is not excluded that the driver's seat is additionally supported on a bracket of the armrest, while allowing the longitudinal mobility of the armrest. Preferably, however, the armrest and the first control element are not directly, but only indirectly via supporting parts of the rail vehicle, connected to the driver's seat.

The longitudinal mobility of the first operating element ensures that the longitudinal position of the first operating element can be adapted to the body geometry of the respective driver. Therefore, it is not necessary in particular (although optionally still possible within narrow limits) to provide a driver's seat which can be adjusted in the longitudinal direction. Since the driver's seat does not need to be adjusted in the longitudinal direction, it can be ensured that the driver's head is located at an optimum position in the longitudinal direction of the vehicle. From this point, e.g. a very good all-round view be possible at least over the front half-space.

Preferably, the first operating element and the armrest are part of a common assembly, wherein the assembly is movable in the longitudinal direction. This facilitates the adjustment of the longitudinal position of both the first control element and the armrest, since the longitudinal position can be adjusted by appropriate adjustment of the module. Also, therefore, a relative position and / or relative orientation of the armrest and the first control element can be specified. In particular, the first operating element and the armrest can be arranged relative to one another such that, when the driver's forearm is placed on the armrest, the first operating element can be operated by hand and / or at least one finger of the placed arm. Since this relative position does not change when the longitudinal position of the module is adjusted, the relative position can be optimally preset.

• ein erstes Bedienelement zur manuellen Bedienung durch den Fahrer, um die Steuerung auszuführen,
• eine Armlehne zum Auflegen zumindest des Unterarms des Fahrers,

wobei das erste Bedienelement und die Armlehne Teile einer gemeinsamen Baugruppe sind und wobei die Baugruppe in einer Längsrichtung beweglich ist, sodass die Längsposition der Baugruppe in der Längsrichtung einstellbar ist.A driver control arrangement for controlling the drive system and / or the brake system of a rail vehicle, in particular with a combined drive / brake lever, can therefore, for. For example:

• a first operating element for manual operation by the driver to execute the control,
• an armrest for laying at least the forearm of the driver,

wherein the first operating element and the armrest are parts of a common assembly and wherein the assembly is movable in a longitudinal direction such that the longitudinal position of the assembly is adjustable in the longitudinal direction.

Such an arrangement may also be provided in a cab other than that described above.

Furthermore, a method is proposed for adjusting a rail vehicle driver's cab to the body geometry of a driver, wherein the driver's cab has a first operating element for controlling the drive system and / or the brake system of a rail vehicle, in particular a combined drive / brake lever, and wherein a longitudinal position of the first Operating element in the longitudinal direction of the vehicle is adjusted together with a longitudinal position of an armrest for laying at least the forearm of the driver to adjust the cab to the body geometry of a driver.

An adjustment device for adjusting the longitudinal position of the assembly has e.g. a fixed part, which is connected directly or indirectly via immovable components of the rail vehicle with a supporting structure of the rail vehicle. A longitudinally movable part of the adjusting device is movable relative to the fixed part. The assembly is connected to the moving part. Optionally, it is possible to connect with such an adjustment device only the first control element. In this case, only the longitudinal position of the first operating element is adjusted. The longitudinal position of the armrest can be adjusted separately or it can be chosen a geometry of the armrest, which makes a setting unnecessary. If, however, a distance between a front edge of the armrest and the first operating element by an extension of the armrest, e.g. is shortened with an additional extension element, for the purposes of the present invention, including the adjustment of the longitudinal position of the armrest to understand. The longitudinal position therefore preferably refers to the front edge of the armrest or in the case of extension of the extended armrest.

For example, the fixed part of the adjusting device may comprise a guide, which leads in the adjustment of the longitudinal position, a movement of the movable member in the longitudinal direction.

Preferably, a lubricant is introduced during manufacture of the adjusting device, so that the friction between the fixed part and the movable part is reduced. Preferably, the space containing the fixed part, the moving part and the lubricant is arranged in a housing, so that an inadvertent contact with the lubricant is avoided and the adjusting device z. B. lifelong maintenance.

However, there are also other embodiments of the adjustment in question. In a particularly simple embodiment, the assembly is e.g. optionally in one of various locking positions, which are arranged one behind the other in the longitudinal direction, used.

The force required for adjusting the longitudinal position of the assembly or the first operating element can be generated manually and / or by a motor. To transfer the force to the or the moving parts of the adjustment also any suitable constructions come into question. For example, the movable member is coupled to a spindle which is rotatable about a longitudinal axis of rotation and thereby causes a propulsion of the at least one movable member in the longitudinal direction or the opposite direction (depending on the direction of rotation of the spindle).

Preferably, the adjustment device for adjusting the longitudinal position of the assembly is designed so that the position of the assembly in the vertical direction is not changeable. In addition, preferably, the height of the seat surface of the driver's seat is adjustable. In this case, therefore, only the height of the driver's seat is set for adjusting a driver's seated position in the vertical direction relative to the first operating member, but not the vertical position of the first operating member or the armrest.

It is therefore possible to compensate for the different size of the upper body of eligible drivers by adjusting the seating position in the vertical direction. If the vertical position is correctly set, the driver's head will always be within a predefined range so that both the all-round visibility and the visibility are ensured too short or in front of the rail vehicle lying or standing obstacles.

Due to the longitudinal adjustability of the first operating element, it is preferred that the position of the driver's seat in the longitudinal direction is not changeable. On the one hand, this facilitates the construction and fastening of the driver's seat and, on the other hand, ensures that the longitudinal position of the driver is optimal. To adjust the driver's seating position in the Therefore, only the longitudinal position of the first operating element is adjusted in the longitudinal direction relative to the first operating element, but not the longitudinal position of the driver's seat.

Optionally, the first operating element or the assembly can not only be adjustable in the longitudinal direction, but its / its position can also be adjusted transversely to the longitudinal direction in a substantially horizontal direction. This makes it possible to adjust the relative position of the first operating element to the driver's seat and thus adapted to drivers with a broader or narrower upper body.

Fig. 1

eine dreidimensionale Ansicht von (relativ zur Fahrtrichtung eines Schienenfahrzeugs) vorne rechts auf einen Führerstand, wobei der Fahrersitz und einige Details des Führerstandes nicht dargestellt sind,

Fig. 2

einen Bereich des in Fig. 1 dargestellten Führerstandes, in dem sich eine in Längsrichtung verstellbare Baugruppe mit einer Armlehne und einem Bedienhebel befindet,

Fig. 3

eine Seitenansicht auf den Teil des in Fig. 1 und Fig. 2 dargestellten Führerstandes, in dem sich die Baugruppe mit der Armlehne und dem Bedienhebel befindet,

Fig. 4

eine Ansicht von oben auf die in Fig. 3 dargestellte Anordnung,

Fig. 5

einen vergrößerten Ausschnitt der Darstellung in Fig. 4, wobei der Ausschnitt die Baugruppe mit der Armlehne und dem Bedienhebel zeigt,

Fig. 6

einen vergrößerten Ausschnitt eines Teils der Darstellung von Fig. 3, wobei der Ausschnitt die Baugruppe mit der Armlehne und dem Bedienhebel zeigt,

Fig. 7

eine Ansicht von (relativ zur Fahrtrichtung) vorne rechts auf den vollständigen Führerstand, wobei ein Fahrer auf dem ebenfalls dargestellten Fahrersitzes sitzt,

Fig. 8

eine Draufsicht von oben auf den Führerstand gemäß Fig. 1 bis Fig. 7,

Fig. 9

eine Seitenansicht von rechts auf die Baugruppe mit der Armlehne und dem Bedienhebel, wobei durch unterbrochene Linien eine Mechanik zum Einstellen der Längsposition der Baugruppe dargestellt ist,

Fig. 10

eine Draufsicht auf die Baugruppe ähnlich der in Fig. 5, wobei wiederum durch unterbrochene Linien die Mechanik zum Einstellen der Längsposition der Baugruppe dargestellt ist,

Fig. 11

eine dreidimensionale Darstellung auf die in Fig. 9 und Fig. 10 dargestellte Baugruppe mit der Mechanik aus einer Blickposition, die in Fahrtrichtung vorne links und oberhalb der Baugruppe liegt,

Fig. 12

die in Fig. 11 dargestellte Mechanik zur Einstellung der Längsposition, jedoch ohne andere Teile der Baugruppe.

Embodiments of the present invention will now be described with reference to the accompanying drawings. The individual figures of the drawing show:

Fig. 1

a three-dimensional view of (relative to the direction of travel of a rail vehicle) front right on a cab, the driver's seat and some details of the cab are not shown,

Fig. 2

an area of in Fig. 1 illustrated cab, in which there is a longitudinally adjustable assembly with an armrest and a control lever,

Fig. 3

a side view of the part of in Fig. 1 and Fig. 2 illustrated cab, in which the assembly with the armrest and the operating lever is located,

Fig. 4

a view from the top of the in Fig. 3 illustrated arrangement,

Fig. 5

an enlarged section of the illustration in Fig. 4 the detail showing the assembly with the armrest and the control lever,

Fig. 6

an enlarged section of a part of the representation of Fig. 3 the detail showing the assembly with the armrest and the control lever,

Fig. 7

a view from (relative to the direction of travel) front right on the full cab, with a driver sitting on the driver's seat also shown,

Fig. 8

a top view from above of the cab according to Fig. 1 to Fig. 7 .

Fig. 9

a side view from the right on the assembly with the armrest and the operating lever, wherein by broken lines a mechanism for adjusting the longitudinal position of the assembly is shown,

Fig. 10

a plan view of the assembly similar to in Fig. 5 again with broken lines, the mechanism for adjusting the longitudinal position of the assembly is shown,

Fig. 11

a three-dimensional representation on the in FIGS. 9 and 10 illustrated assembly with the mechanism from a viewing position, which lies in the direction of travel front left and above the assembly,

Fig. 12

in the Fig. 11 shown mechanism for adjusting the longitudinal position, but without other parts of the assembly.

In Fig. 1 As well as in other figures, the direction of travel of the vehicle is indicated by an arrow with the reference symbol F. Fig. 1 shows parts of a cab 1. On the upper surface of a cabinet 7, which is seen in the direction of travel left in the vehicle, a panel 2 is arranged with controls. In the direction of travel to the right of this panel 2, ie in the representation of Fig. 1 in the foreground of the panel 2, an assembly 4 is arranged, which has an armrest 5 and a single operating lever 6. True, are in Fig. 1 a total of six representations of the operating lever 6 recognizable. However, these are only different positions of the same lever 6, wherein, for example, the position indicated by 6a in the in Fig. 1 shown longitudinal position of the assembly 4 is not accessible, but only in a different longitudinal position of the assembly 4. This will be discussed in more detail.

In addition, the driver's station 1, for example, a lying in front of the assembly 4 console 3 with at least one screen 11 (see FIG. 3 and FIG. 4 ) and a room 8 for other controls (in Fig. 1 not shown, see Fig. 7 ) on.

A foot 9 of the cab 1 ends at the height level of the floor of the rail vehicle. Not shown in Fig. 1 is a driver's seat whose foot eg in the in Fig. 1 shown area S can be attached to the floor of the vehicle. The seat surface of the driver's seat will be arranged approximately laterally in the horizontal direction and transverse to the direction of travel F of the armrest 5, but at a lower height level, when the driver's seat is mounted on the ground.

The various positions of the lever 6 are from the enlarged view of Fig. 2 recognizable. Three of the positions, namely the positions indicated at 6a and 6b and another one of the four positions shown further to the right, are in the in Fig. 1 and Fig. 2 illustrated longitudinal position of the assembly 4 is not adjustable, but only in a longitudinal position of the Assembly 4, which is located further back in the direction of travel, ie in Fig. 2 would be further left in the picture.

Out Fig. 2 but is the shape of the assembly 4 and the armrest 5 and the fixed distance of the front edge 19 of the armrest to the operating lever 6 clearly visible. The armrest 5 is inclined in its course from back to front (seen in the direction of travel) downwards, so that the left forearm of the driver can lie downwardly inclined in the direction of the operating lever 6 comfortably on the upper surface of the armrest 5. The armrest 5 and the operating lever 6 protrude from the top of the assembly 4 and are therefore easily accessible to the driver.

The arranged in the panel 2 of the controls controls (indicated by a plurality of circles and partially designated 100) relate to operating functions that are rarely used while driving. Nevertheless, the driver can also reach these controls 100 well.

Fig. 3 and Fig. 6 show a side view of that part of the cab 1, in which the assembly 4 is located. Fig. 4 and Fig. 5 show a top view of this area. From all FIGS. 3 to 6 are two different longitudinal positions of the assembly 4 with the armrest 5 and the operating lever 6 can be seen. The longitudinal position positioned farther back in the direction of travel F is indicated by dashed lines. Accordingly, the reference numerals denoting the elements in the rearward longitudinal position are indicated by a prime. The reference numeral 5 therefore denotes the armrest in the front longitudinal position and the reference numeral 5 'denotes the armrest in the rear longitudinal position. However, the invention generally involves the adjustment not only of two longitudinal positions but of a plurality of longitudinal positions or also the continuous adjustment of the assembly in the longitudinal direction.

As in particular from Fig. 4 and Fig. 5 can be seen, the assembly 4 on another element 12, which is seen from above between the armrest and the operating lever 6. With this element 12, the longitudinal position can be set manually or control the motor movement of the assembly 4 in the longitudinal direction. In the case of manual adjustment, a spindle is moved over the element 12, for example, in which rotation of the spindle about its longitudinal axis aligned in the direction of travel is effected and the spindle therefore moves the assembly 4 forward or backward in the longitudinal direction. Out Fig. 5 is well recognizable that the lever 6 can take different positions. It corresponds to the furthest right in Fig. 5 illustrated position of the choice of the maximum tensile force of the drive. The middle position of the lever 6 corresponds to the neutral position, in which neither an additional accelerating traction, nor a braking force is selected. The back, left in Fig. 5 shown position corresponds to the maximum braking force.

Fig. 7 shows the complete cab and in addition a driver's seat 25 on which a driver sits 27. It can be clearly seen that the left arm of the driver 27 can also reach the operating elements 100 on the panel 2. At the edge of the panel 2, a small display 125 is arranged, which also has operating elements, as shown Fig. 8 is recognizable.

Furthermore, in Fig. 7 also the other panel 23 with controls 110, 112 recognizable, which is right in front of the driver 27 in the direction of travel. This panel 23 has two surfaces with controls. The one surface is in Fig. 7 clearly recognizable and designated by reference numeral 130. The other surface 131 is inclined so that the driver looks approximately perpendicular to the surface. The inclination is about the same as the inclination of the screen surface of the screen 11 (see Fig. 4 ).

The right forearm or (as in the in Fig. 7 The driver's right hand rests on a bracket 135 which is attached to the body having the first surface 130 at its top. The bracket 135 extends approximately in the horizontal direction transversely to the direction of the lower arm, which is defined for example by a right, attached to the driver's seat 25 armrest 140. Viewed in the longitudinal direction F, the bracket 135 is approximately at the same position as the lever. 6

The bracket of the bracket 135 extends slightly upward from a level below the first surface 130 at both ends of the bracket 135 transversely to the direction of the forearm in a curved manner, so that the height level of the top of the bracket 135 is slightly above the first surface 130. In this case, the top of the bracket 135 is preferably aligned with the surface of the armrest 140, so that the driver's forearm can rest on the armrest 140 as well as on the bracket 135, even with a slight downward slope.

In the plan view in Fig. 8 , the direction of travel F is at the top of the picture. On the left is the panel 2 with a total of up to twenty-five controls 100, corresponding to the twenty-five in five rows and five columns arranged circles and other contours on the panel second

To the right of the panel 2, the unit 4 with the armrest 5 and the front in the direction of travel lever 6 can be seen. Again in the direction of travel in front of the screen is 11th

To the right of the lever 6 is a height-adjustable Fußpodest 145 with a footrest 147 for the right foot of the driver. The footrest may be configured as a pedal for operating a function of the vehicle.

In the direction of travel in front of the pedestal 145, but higher, approximately at the height level of the screen 11, a speedometer 141 and below a display 142 are arranged with controls. Right next to it, protruding from the console 3 in the direction of the driver's seat, the other panel 23 with the mutually angled surfaces 130, 131 can be seen. On the surface 130 are up to twenty controls 112 in five columns and four rows. On the surface 131 are five controls 110 in a row, d. H. from the driver's point of view next to each other.

Fig. 9 shows similar to Fig. 6 In addition, however, the mechanism 41, via which movements of the operating lever 6 for adjusting the driving force and the braking force is transmitted, and a mechanism 44-48, with the longitudinal position of the assembly 4 can be set, shown. The mechanism 44-48 is located inside the assembly 4 below the armrest 5, z. B. below a cover. Only one part, namely the already described element 12, is accessible from outside the assembly 4 for the operation of the adjustment mechanism 44-48.

Fig. 10 shows a plan view of the in Fig. 9 illustrated arrangement. Fig. 11 shows a three-dimensional representation of the assembly 4. In these two figures is also as in Fig. 9 represented by broken lines the mechanics 44-48.

But the best thing is the mechanics 44-48 Fig. 12 recognizable. The mechanics are in the in Fig. 12 shown state, however, in another set position. While the in Fig. 9 to Fig. 11 shown position corresponds to the most rearward lying in the direction of travel F possible longitudinal position of the assembly 4 corresponds to the in Fig. 12 illustrated position of the most forward possible longitudinal position of the assembly. 4

Based on Fig. 12 Mechanics 44-48 will now be described in more detail. The mechanism 44-48 has four fastening elements 44a, 44b, 45a, 45b in order to fasten the mechanism 44-48, on the one hand, to supporting parts of the vehicle and, on the other hand, to the assembly 4. More specifically, the mechanism 44-48 is associated with the assembly 4. However, only two of the fasteners 44a, 44b and other movable parts of the mechanism 44-48 are longitudinally movable.

The fasteners 44, 45 are configured in the embodiment shown here as cuboid blocks, each having at their transversely to the direction of travel end portions a vertical through hole in which are not shown screws, bolts or rivets in the figures, with which the cuboid either to the longitudinally movable parts of the assembly 4 or connected to supporting parts of the vehicle parts (here the cabinet 7 or its internals) are firmly connected. The fastening elements 45a, 45b, which are located in the direction of travel between the fastening elements 44a, 44b, are fixedly connected to the supporting parts of the vehicle. The fastening elements 44a, 44b are connected to the moving parts of the assembly 4. The fastening elements 45, on the one hand, and the fastening elements 44, on the other hand, are connected so as to be movable longitudinally relative to one another via guide elements 47a, 47b and via a threaded spindle 48. The guide elements 47 are designed as rods with cylindrical shape and arranged in the direction of travel to the right and left of the threaded spindle 48. Through each fastening elements 44, 45, three holes each extend in the longitudinal direction, ie in the direction of travel F through the fastening elements 44, 45 therethrough. Through the outer holes, for example, in fastener 45b in Fig. 12 are designated by the reference numerals 51, 51 ', each extending a guide member 47 a, 47 b. Through the intermediate bore (at fastener 45b with reference numeral 52), the threaded spindle 48 extends. Here is at least one of the central, longitudinally extending through holes in the fasteners 45, which are fixedly connected to the supporting parts of the vehicle, as a threaded bore with Internal thread designed. With this thread, the external thread of the threaded spindle 48 cooperates, so that upon actuation (rotational movement) of the front end of the threaded spindle 48 fixedly connected to this element 12, the threaded spindle 48 and all longitudinally movable parts of the mechanism 44-48 depending on the direction of rotation of the element 12 are moved in the direction of travel forward or counter to the direction of travel to the rear. To take along the fastening elements 44 during the rotational movement, the spindle has, for example within the fastening elements 44, at least one circumferential annular groove on its outer circumference, in which engage corresponding engagement elements of the fastening elements 44, so that the fastening elements 44 and all associated parts of the assembly 4 are entrained during the movement in the longitudinal direction.

Claims (11)

Driver's cab of a track-bound vehicle, in particular a rail vehicle, with: a display device for displaying information that is visually recognizable by a driver of the vehicle while driving, wherein the display device has at least one screen (11), a first operating element (6) for controlling the drive system and / or the braking system of the vehicle, in particular a drive / brake lever, a plurality of further operating elements (100, 110, 112) for actuating functions of the vehicle which do not directly control the magnitude of the driving force and the braking force, in which a) the display device is arranged in the direction of travel in front of the location of a driver's seat (25) so that a driver (27) sitting on the driver's seat (25) can look across the display device through a windshield of the vehicle, b) the first operating element (6) is arranged laterally of the location of the driver's seat or laterally in front of the driver's seat (25) on a first side of the location and at a height in which the driver's hand (27) is at an angle and at a first Armrest (5) resting arm is when the driver (27) sits in the driver's seat, c) the further operating elements (100, 110, 112) are subdivided into two groups which are each arranged in a common operating area (2, 23), wherein a first of the two groups comprises operating elements (110, 112) which the driver ( 27) has to operate repeatedly while driving, and wherein the second of the two groups has control elements (100) which the driver (27) does not or seldom need to operate while driving, d) the first operating area (23), in which the first group of operating elements (110, 112) is arranged, is arranged on a second side of the location of the driver's seat (25), the second side of the location relating to the first side of the location a longitudinal axis of the vehicle running in the direction of travel, so that the first group can be reached by the other hand of the driver (27) who does not operate the first operating element (6) with the forearm (140) resting on a second armrest (140); 27) sits on the driver's seat (25), e) the second operating area (2), in which the second group of operating elements (100) is arranged, on the first side of the location of the driver's seat (25) and seen from the driver's seat (25) laterally removed than the first operating element (6 ) is arranged from the driver's seat (25). Driver's cab according to the preceding claim, wherein the display device and the first group of controls are parts of a common unit (3). A driver's cab as claimed in the preceding claim, wherein a portion (112) of the first group of controls (110, 112) is distributed across a first surface (130) of the unit (3), the first surface (130) being at the top of one the direction of travel of the vehicle projecting portion of the unit (3) is located. The driver's cab according to one of the two preceding claims, wherein a part (110) of the first group of controls (110, 112) is distributed over a second surface (131) of the unit, the second surface (131) being forward in the direction of travel (F ) rising. Driver's cab according to the two preceding claims, wherein the first surface (130) merges into the second surface (131) at a curved or angled surface area of the unit (3). Driver's cab according to one of the preceding claims, wherein the first armrest (5) and the first operating element (6) are parts of a common assembly (4), which in the longitudinal direction, i. in the direction of travel (F) and against the direction of travel of the vehicle, is movable and in this way a longitudinal position of the assembly (4) is adjustable. Method for producing a driver's cab of a track-bound vehicle, in particular a rail vehicle, wherein: a) a display device for displaying information in the direction of travel in front of the location of a driver's seat (25) is arranged so that a person sitting on the driver's seat (25) driver (27) can look across the display device through a windshield of the vehicle, b) a first control element (6) for controlling the drive system and / or the braking system of the vehicle, in particular a driving / brake lever, the side of the place of the driver's seat or laterally in front of the driver's seat (25) on a first side of the place and at a height where the rider's hand (27) lies on an angled arm resting on a first armrest (5) when the driver (27) sits on the driver's seat (25), c) a plurality of further operating elements (100, 110, 112) for actuating functions of the vehicle, which do not directly control the size of the driving force and the braking force, are subdivided into two groups, the groups each being located in a common operating area (2, 23 ), wherein a first of the two groups comprises control elements (110, 112) which the driver (27) has to repeatedly actuate while driving, and wherein the second of the two groups comprises control elements (100) which the driver (27 ) does not or rarely has to operate while driving, d) the first operating area (23), in which the first group of operating elements (110, 112) is arranged, is arranged on a second side of the location of the driver's seat (25), the second side of the location being the first side of the location a longitudinal axis of the vehicle running in the direction of travel (F), so that the first group can be reached by the other hand of the driver (27) who does not operate the first operating element (6) with the lower arm resting on a second armrest (140) the driver (27) sits on the driver's seat (25), e) the second operating area (2), in which the second group of operating elements (100) is arranged, on the first side of the location of the driver's seat (25) and from the driver's seat (25) laterally further than the first operating element (6 ) is arranged from the driver's seat (25). Method according to the preceding claim, wherein the display device and the first group of operating elements (110, 112) are produced as parts of a common unit (3). Method according to the preceding claim, wherein a part of the first group of operating elements (110, 112) is distributed over a first surface (130) of the unit (3), the first surface (130) being at the top of one opposite to the direction of travel of the vehicle projecting portion of the unit (3) is arranged. Method according to one of the two preceding claims, wherein a part of the first group of operating elements (110, 112) is distributed over a second surface (131) of the unit (3), wherein the second surface (131) as forward in the direction of travel (F ) rising surface is arranged. A method according to any preceding claim, wherein the first surface (130) and the second surface (131) are arranged to merge into one another at a curved or angled surface portion of the unit (3).

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