EP2163452B1 - Adjusting of a rail vehicle driver stand to the physical dimensions of a driver - Google Patents

Abstract

The arrangement has a control lever (6) for manual control by a driver to control a drive system and/or a brake system of a rail vehicle. An armrest (5) of a driver seat, is provided for placing lower arms of the driver. The control lever and the armrest are provided as parts of a common assembly (4). The common assembly is moved in a driving direction (F) so that longitudinal positions (6a-6c) of the common assembly are adjusted in the direction. The control lever and the armrest are arranged relative to each other so that the control lever is controlled by a hand of the driver. An independent claim is also included for a method for adjusting a rail vehicle-driving cab to body geometry of a driver.

Description

The invention relates to the setting of a rail vehicle driver's cab to the body geometry of a driver, wherein the driver's cab has an operating element for controlling the drive system and / or the braking system of a rail vehicle. 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 action of the rail vehicle are controlled. In trams, the lever is usually placed forward in the longitudinal direction of the vehicle to accelerate the vehicle and moved rearward to maintain vehicle speed or decelerate the vehicle.

The operating element for controlling the drive system and / or the braking system of a rail vehicle is an operating element that must be permanently accessible to the driver. 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 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.

DE 20111859 U1 discloses a cab for rail vehicles with a seat for the driver and controls for driving. The driver's cab has a driving switch, which is designed similar to a joystick, for all driving levels and with a train braking force control.

DE 9204392 U1 discloses a device with a chair for driver's cabs of machines. On a height adjustable adjustable about a vertical axis chair carrier a tiltable about a horizontal axis seat and an adjustable angle in the backrest are arranged. Both sides of the seat are on the Carrier armrests provided, which are pivotally mounted with the seat and near their front ends each have a control lever with at least one master switch. On the armrests on the side facing away from the seat control panels for control, display and control elements are attached. The two control levers are pivoted together with the seat.

It is an object of the present invention to provide a driver control arrangement for controlling the drive system and / or the braking system of a rail vehicle and a method for adjusting a rail vehicle overhang on the body geometry of a driver, which do not call into question a permanently reliable operation of the operating element , The effort for the preparation of the arrangement and for the adjustment of the cab to the body geometry of the driver should be low. Furthermore, the position of the driver should meet the safety requirements regardless of the body geometry.

It is proposed to adjust the 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 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 operating element ensures that the longitudinal position of the 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 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 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 operating element can be specified. In particular, the 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 operating element can be operated by hand and / or at least one finger of the resting 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 Bedienelement zur manuellen Bedienung durch den Fahrer, um die Steuerung auszuführen,
• eine Armlehne zum Auflegen zumindest des Unterarms des Fahrers,

wobei das 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.In particular, the following is proposed: 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, the arrangement comprising:

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

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

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 an operating element for controlling the drive system and / or the braking system of a rail vehicle, in particular a combined drive / brake lever, and wherein a longitudinal position of the operating element in FIG Is set along the longitudinal direction of the vehicle along 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 adjusting device for adjusting the longitudinal position of the assembly has, for example, 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 operating element. In this case, only the longitudinal position of the 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. However, if a distance between a front edge of the armrest and the operating element is shortened by an extension of the armrest, for example, with an additional extension element is within the meaning of the present Invention also to understand the adjustment of the longitudinal position of the armrest. 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, For example, the fixed part of the adjusting device may comprise a guide which, when the longitudinal position is adjusted, results in a movement of the movable part 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 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, to adjust a seated position of the driver in the vertical direction relative to the operating member, only the height of the driver's seat is adjusted, but not the vertical position of the 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 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. For adjusting the seat position of the driver in the longitudinal direction relative to the operating element therefore only the longitudinal position of the operating element is adjusted, but not the longitudinal position of the driver's seat.

Optionally, the operating element or the assembly can not only be adjustable in the longitudinal direction, but also its position can be adjusted transversely to the longitudinal direction in a substantially horizontal direction. This makes it possible to adjust the relative position of the 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 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. 8

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. 9

eine dreidimensionale Darstellung auf die in Fig. 7 und Fig. 8 dargestellte Baugruppe mit der Mechanik aus einer Blickposition, die in Fahrtrichtung vorne links und oberhalb der Baugruppe liegt,

Fig. 10

die in Fig. 9 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 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. 8

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. 9

a three-dimensional representation on the in FIGS. 7 and 8 illustrated assembly with the mechanism from a viewing position, which lies in the direction of travel front left and above the assembly,

Fig. 10

in the Fig. 9 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 rack 7, which is seen in the direction of travel left in the vehicle, a first 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 six in total

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).

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 in the direction of travel further back, 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) affect operating functions that are rarely used while driving. Nevertheless, the driver can also reach these controls 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 clearly visible that the lever can take 6 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 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 element 12 already described, is accessible from outside the assembly 4 for the operation of the adjustment mechanism 44-48.

Fig. 8 shows a plan view of the in Fig. 7 illustrated arrangement. Fig. 9 shows a three-dimensional representation of the assembly 4. In these two figures is also as in Fig. 7 represented by broken lines the mechanics 44-48.

But the best thing is the mechanics 44-48 Fig. 10 recognizable. The mechanics are in the in Fig. 10 shown state, however, in another set position. While the in FIGS. 7 to 9 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. 10 illustrated position of the most forward possible longitudinal position of the assembly. 4

Based on Fig. 10 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 on the longitudinally movable parts of the assembly 4 or with supporting parts of the vehicle connected 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. 10 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. In order 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 corresponding engagement elements of the fastening elements 44 engage, so that the fastening elements 44 and all parts of the assembly 4 connected thereto the movement to be taken in the longitudinal direction.

Claims (11)

1. Driver control arrangement for controlling the propulsion system and/or the braking system of a rail vehicle with a control element (6), which is in particular designed as a combined drive / braking lever, for manual operation by the driver in order to perform the control, and an armrest (5) for applying at least the forearm of the driver,
   characterized in that the control element (6) and the armrest (5) are parts of a common assembly (4) and wherein the assembly (4) is movable in a longitudinal direction, so that the longitudinal position of the assembly (4) in the longitudinal direction can be adjusted.
2. The driver control arrangement according to the preceding claim, wherein the control element (6) and the armrest (5) are positioned relatively to each other in such a manner that, if the forearm of the driver is applied to the armrest (5), the control element (6) can be controlled by the hand and/or at least one finger of the applied arm and wherein the relative position of the control element (6) and the armrest (5) does not change with adjustment of the longitudinal position of the assembly (4).
3. The driver control arrangement according to one of the preceding claims, wherein the arrangement comprises an adjustment device (44 - 48) for adjusting the longitudinal position of the assembly (4) in the longitudinal direction, wherein the adjustment device (44 - 48) comprises a fixed part (45), which is directly or indirectly connected with a supporting construction of the rail vehicle via non-movable parts of the rail vehicle and wherein the adjustment device (44 - 48) comprises a movable part (44, 47, 48) which is movable relatively to the fixed part (45) in the longitudinal direction, wherein the movable part is connected with the assembly.
4. The driver control arrangement according to one of the preceding claims, wherein the adjustment device (44 - 48) is designed for adjustment of the longitudinal position of the assembly (4) in such a manner that the position of the assembly (4) in vertical direction cannot vary.
5. The driver control arrangement according to one of the preceding claims, wherein the arrangement comprises a driver seat on which the driver sits while driving the vehicle and controls the control element (6) in doing so, and wherein the position of the driver seat in the longitudinal direction cannot vary.
6. The driver control arrangement according to the preceding claim, wherein the height of the seating of the driver seat is adjustable.
7. The driver control arrangement according to one of the preceding claims, wherein the arrangement comprises a driver seat on which the driver sits while driving the vehicle and controls the control element (6) in doing so, and wherein also the position of the driver seat in the longitudinal direction is adjustable.
8. Method of adjusting a driver stand of a rail vehicle to the body geometry of a driver, wherein the driver stand comprises a control element (6) for controlling the propulsion system and/or the braking system of a rail vehicle, in particular a combined drive / braking lever, characterized in that a longitudinal position of the control element (6) in longitudinal direction of the vehicle is adjusted conjointly with a longitudinal position of an armrest (5) for applying at least the forearm of the driver, in order to adjust the driver stand to the body geometry of a driver.
9. The method of the preceding claim, wherein for adjusting the longitudinal position of the control element (6) and the armrest (5) an assembly (4), which is commonly formed at least by the control element (6) and the armrest (5), is moved in the longitudinal direction.
10. The method according to one of the preceding claims, wherein for adjusting a seat position of the driver in the longitudinal direction relatively to the control element (6) only the longitudinal position of the control element (6) and of the armrest (5) is adjusted, but not the longitudinal position of the driver seat.
11. The method according to one of the preceding claims, wherein for adjusting a seat position of the driver in vertical direction relatively to the control element (6), only the height of the driver seat is adjusted, but not the vertical position of the control element (6) or of the armrest (5).

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