DE102017001293A1 - Method and control unit in a mass transport system - Google Patents

Abstract

Method (400) and control unit (210) for maintaining a time difference (Δt) between a preceding vehicle (100-1) and a following vehicle (100-2) within a time interval (t _min -t _max ) when they stop at a stop (130) arrive. The method (400) comprises the steps of: estimating (401) an expected dwell time (t _1s ) of the preceding vehicle (100-1) when it arrives at the stop (130); Estimating (402) an arrival time (t _2a ) of the trailing vehicle (100-2) to arrive at the stop (130); Calculating (403) an expected time difference (Δt) by subtracting the estimated (402) arrival time (t _2a ) of the following vehicle (100-2) from the estimated (401) holding time (t _1s ) of the preceding vehicle (100-1); Determining (404) a recommended speed for the trailing vehicle (100-2) to maintain the expected time difference (Δt) between the vehicles (100-1, 100-2) within the time interval (t _min -t _max ); and outputting (405) the recommended speed to the driver of the following vehicle (100-2).

Description

TECHNICAL AREA

The present document discloses a control unit and a method. More specifically, a method and a control unit are provided to maintain a time difference between a preceding vehicle and a following vehicle, both of which belong to a mass transport system, within a time interval when they arrive at a stop.

BACKGROUND

One emerging technology is to drive vehicles, such as buses, in groups of coordinated vehicles. This technology is sometimes referred to as Metrobus (English: "Bus Rapid Transit", BRT). The BRT is a bus-based mass transit system that can be considered a "subway overground" and aims to combine the capacity and speed of a subway with the flexibility, lower cost and simplicity of a bus system.

In some other concepts, the groups of co-ordinated vehicles can start from different suburbs, join a common vehicle train as they arrive in the city center, and then travel through the city center much like trams, thereby providing a large transport capacity in the city center. The group of coordinated vehicles may then dissolve and proceed to various final destinations. This provides a high capacity transport system that is flexible and can accommodate time-varying requirements.

Such a bus-based mass transit system typically uses a single lane, much like a tram line or subway, throughout or at times of increased transportation needs, such as peak hours. Often these vehicles do not drive according to the timetable but as often as possible (eg as often as every few minutes between each vehicle).

Ideally, from the point of view of passengers, it would be desirable for the vehicles of the mass transit system to be evenly distributed in time instead of driving in a concentrated vehicle group, followed by a long distance to the next vehicle / group. The first is to reduce the average waiting time and transport time for the individual passenger, and second, to increase passenger comfort, as most passengers board the first-arriving vehicle of a group of successive arriving vehicles, thus overcrowding while the following vehicles may be weak.

A possible solution to the situation described above may be to let the vehicles change places. However, this is usually not possible when the vehicles drive on rails, follow a power line or drive on a dedicated traffic lane.

Third, evenly distributing the vehicles would allow the number of vehicles used to be reduced without increasing the average waiting time for the passengers.

Furthermore, the vehicles traveling on the same traffic route sometimes have to brake to stop when a vehicle in front of it lets passengers board / get off the bus. If the distance between the vehicles is too small, such braking may be sudden and sharp.

Braking and / or high acceleration are uncomfortable or even dangerous for passengers, perhaps especially for standing passengers, disabled passengers, children, passengers in wheelchairs, strollers, etc.

Furthermore, a driving behavior that includes sudden deceleration and high acceleration also leads to increased fuel consumption compared to a fluid driving behavior.

In addition, various vehicles in the mass transport system may have different characteristics and capacities in terms of engine output, weight, brakes, etc., which makes it difficult to maintain a constant distance between the vehicles.

If all the vehicles in the mass transit system are identical and have the same engine power and braking capacity, there may also be a different amount of passengers in the different vehicles, which gives the vehicles a different weight. Further, a vehicle with standing passengers or passengers in wheelchairs, strollers, etc. may not be able to brake and / or accelerate as aggressively as an empty vehicle or vehicle with only seated and / or strapped passengers.

Apparently, a further development is needed to achieve a practical implementation of vehicle groups.

SUMMARY

Therefore, it is an object of the present invention to solve at least some of the above problems and to improve driving in a group of coordinated vehicles.

According to a first aspect of the invention, this object is achieved by a method in a control unit. The method aims to preserve a time difference between a preceding vehicle and a following vehicle, both of which belong to a mass transport system, within a time interval when they arrive at a stop. The method includes estimating an expected dwell time of the preceding vehicle when it arrives at the station. Further, the method includes estimating an arrival time of the behind-the-road vehicle to arrive at the stop. In addition, the method also includes calculating an expected time difference by subtracting the estimated time of arrival of the following vehicle from the estimated expected time to stay of the preceding vehicle. Furthermore, the method also includes determining a recommended speed for the following vehicle to maintain the expected time difference between the vehicles within the time interval. The method also includes outputting the determined recommended speed to the driver of the following vehicle.

According to a second aspect of the invention, this object is achieved by a control unit. The control unit is configured to maintain a time difference between a preceding vehicle and a following vehicle belonging to a mass transport system within a time interval when they arrive at a stop. The control unit is configured to estimate the expected holding time of the preceding vehicle when it arrives at the stop. Further, the control unit is configured to estimate an arrival time of the following vehicle to arrive at the stop. The controller is further configured to calculate a future time difference by subtracting the estimated time of arrival of the following vehicle from the estimated expected time to stay of the preceding vehicle. Furthermore, the control unit is configured to determine a recommended speed for the following vehicle to keep the future time difference between the vehicles within the time interval. The control unit is also configured to generate control signals to output the determined recommended speed via an output unit to the driver of the following vehicle.

Thanks to the described aspects, by estimating a time difference between the vehicles traveling on one route based on the prediction of the stop time at the preceding vehicle stop and the prediction of the arrival time of the trailing vehicle, a recommended speed of the trailing vehicle can be calculated and the driver be presented to the behind the vehicle. This prevents vehicles occupying a traffic route from getting stuck in one go. Instead, the vehicles are evenly distributed over the route, resulting in minimized or at least reduced expected waiting times for the passengers. This also reduces the actual transport time (including waiting time) and achieves a more efficient mass transport system. As a result, the number of vehicles occupying a certain distance at a certain time can be reduced, which leads to drastic cost savings in addition to environmental benefits. It also improves passenger comfort and safety by reducing the risk of crowded passenger spaces.

Other advantages and additional novel features will become apparent from the detailed description below.

DESCRIPTION OF THE DRAWINGS

The embodiments of the invention will now be described in more detail with reference to the accompanying figures. Show it:

1A an embodiment of a group of coordinated vehicles driving on a route;

1B an embodiment of a group of coordinated vehicles driving on a route;

2A a vehicle interior according to an embodiment;

2 B a vehicle interior and an external vehicle structure according to an embodiment;

3A a group of coordinated vehicles and a minimum distance in between;

3B a group of coordinated vehicles and a maximum distance in between;

4 a flowchart depicting an embodiment of the method;

5 an illustration illustrating a system according to an embodiment.

DETAILED DESCRIPTION

The embodiments of the invention described herein are defined as a control unit and method in a control unit that may be practiced in the embodiments described below. However, these embodiments may be illustrated and embodied in many different forms and are not to be limited to the examples set forth herein; rather, these illustrative examples are provided by embodiments so that the present disclosure is thorough and complete.

Other objects and features will become apparent from the following detailed description when taken in conjunction with the accompanying drawings. It is to be understood, however, that the drawings are intended for purposes of illustration only and not as a definition of the limits of the embodiments disclosed herein, to which reference should be made to the appended claims. Furthermore, the drawings are not necessarily drawn to scale, and unless otherwise indicated they are only intended to conceptually explain the structures and operations described herein.

1A depicts a situation where a certain number of vehicles 100-1 . 100-2 moving in one direction 105 on a track 120 drive between the vehicles with a time difference Δt. The vehicles 100-1 . 100-2 are coordinated and in a group of coordinated vehicles 100-1 . 100-2 leading to a mass transport system 110 belong, organized. A preceding vehicle 100-1 stops at a bus stop 130 at. Within a certain period of time, which corresponds to the time difference Δt between the vehicles, the vehicle behind it comes 100-2 at the bus stop 130 at.

The vehicle group can be thought of as a chain of coordinated, communicating vehicles 100-1 . 100-2 describe driving with a certain time difference Δt between the vehicles and a certain speed. The time difference Δt between the vehicles can be between all vehicles 100-1 . 100-2 of the mass transport system 110 that on the same track 120 drive, be the same; or the time difference Δt between the vehicles may instead be kept within the same time interval t _min -t _max .

In other embodiments, the time difference Δt between the vehicles may be maintained within various time intervals t _min -t _max , e.g. For example, when different time intervals t _min -t _{max are applied} at different times of the day, on different days of the week, on certain holidays, and so on.

Thus, in some embodiments, the time difference Δt between the vehicles may be, for example, a few minutes. This makes it possible for the passengers at the bus stop 130 to use when the vehicles 100-1 . 100-2 with a uniformly distributed periodicity at the stop 130 Arrive.

The vehicles 100-1 . 100-2 For example, it may include a vehicle for a plurality of passengers, such as a bus, a coach, a tram, a subway, a train, a trolleybus, a cable car, or any similar vehicle or other means of transport, such as a truck or a car , The vehicles 100-1 . 100-2 in the mass transport system 110 may in different embodiments similar or different vehicles 100-1 . 100-2 include.

One, some or all of the vehicles 100-1 . 100-2 may be driver-controlled or driverless, independently controlled vehicles in various embodiments. For a better overview, the vehicles 100-1 . 100-2 however, described below as having a driver.

The illustrated embodiment with two vehicles 100-1 . 100-2 leading to the mass transport system 110 belong, and a vehicle route 120 that only one stop 130 is but a non-limiting example. The mass transport system 110 and the vehicle route 120 can be any number of vehicles 100-1 . 100-2 and / or stops 130 include.

The vehicles 100-1 . 100-2 in the mass transport system 110 are coordinated via radio signals. Such a radio signal may include or at least be based on wireless communication technology, such as WiFi, wireless local area network (WLAN), ultra-wideband mobile radio (UMB), Bluetooth (BT), radio frequency identification (RFID), optical communication, such as IrDA (Infrared Data Association) or infrared transmission, to name but a few possible examples of wireless communications in some embodiments.

The communication may alternatively be via a wireless interface including or at least similar to radio access technologies such as 3GPP LTE, LTE-Advanced, E-UTRAN, UMTS, GSM, GSM / EDGE, WCDMA, Time Division Multiple Access (TDMA) networks, Frequency Division Multiplexing - (FDMA) networks, Orthogonal FDMA (OFDMA) networks, single-carrier FDMA (SC-FDMA) networks, WiMax ("Worldwide Interoperability for Microwave Access"), or Ultra Mobile Broadband (UMB), Fast Packet Access (HSPA), more advanced universal terrestrial radio access (E-UTRA), universal terrestrial radio access (UTRA), GSM-EDGE radio access network (GERAN), 3GPP2-CDMA technologies, e.g. CDMA2000 1x RTT and HRPD ("High Rate Packet Data") or the like, to name just a few options over a wireless communication network.

In some embodiments, the communication between the vehicles 100-1 . 100-2 in the mass transport system 110 via vehicle-to-vehicle (V2V) communication, e.g. Based on dedicated short-range communications (DSRC) devices. The DSRC operates in the 5.9 GHz band with a bandwidth of 75 MHz and achieves a range of approximately 1000 m in some embodiments.

The wireless communication may be in accordance with any IEEE standard for wireless vehicle communication, such as a special operating mode of IEEE 802.11 for motor vehicle networks called Wireless Access in Automotive Environments (WAVE). IEEE 802.11p is an extension of the 802.11 media access layer (MAC) and physical layer specification in the wireless LAN.

In some embodiments, the vehicles are 100-1 . 100-2 in the mass transport system 110 coordinate and communicate with each other.

1B forms a situation of the mass transport system 110 which is similar or identical to the one in 1A pictured but seen from a different perspective.

The time difference Δt between the vehicles between the coordinated vehicles 100-1 . 100-2 is held within a predetermined or configurable time interval t _min -t _max when at the stop 130 Arrive. This is done using various information resources, the expected holding time for the preceding vehicle 100-1 at the bus stop 130 to calculate. For example, these information resources may be earlier information at the stop 130 based on collected statistical data linked to time, date, day of the month, month of the year etc., and / or weather conditions (when it rains, more people may use public transport) are. Further, these information resources may include a passenger count in the preceding vehicle 100-1 , a passenger count at the bus stop 130 the vehicle weight, the presence of passengers with special needs, such as disabled passengers, children, elderly passengers, etc., the knowledge of public events near the stop 130 (Football matches or other sports events, music concert, etc.) and / or a weighted combination of some or all of the above parameters.

Furthermore, a geographical position and speed information of the vehicle behind can 100-2 on this traffic route / line 120 (or statistical information about the time that the vehicle behind it 100-2 needed to stop at the bus stop 130 used) to get an arrival time at the bus stop 130 within the predetermined or configurable time interval t _min -t _max . Based on this calculation, a recommended individual speed limit (or speed interval) for the following vehicle may be provided 100-2 calculated and issued to the driver (if a driver is present) or in the adaptive cruise control of the vehicle behind 100-2 be set (eg in the case of a self-employed vehicle). This will bring the vehicles 100-1 . 100-2 at this stop 130 at regular intervals.

This will ensure that the vehicles 100-1 . 100-2 of the mass transport system 110 evenly over the track 120 are distributed. This will increase the waiting time of the passengers at the stops 130 minimized or at least reduced, as a collection of vehicles 100-1 . 100-2 on the same track 120 drive, is avoided. Because of the vehicles 100-1 . 100-2 evenly distributed, it may be that a smaller number of vehicles 100-1 . 100-2 on a certain route 120 is necessary in a certain period of time. This saves fuel and money. Also, pollution is reduced in the case of fuel-powered vehicles 100-1 . 100-2 , Furthermore, more evenly distributed vehicles improve 100-1 . 100-2 on the route 120 the comfort of passengers on board, as there is a risk of overcrowding certain vehicles 100-1 . 100-2 reduced. By avoiding overcrowding and standing passengers, you can use the vehicles 100-1 . 100-2 drive faster and accelerate / decelerate faster, resulting in a shorter transport time for the passengers. Furthermore, by avoiding that trailing vehicle 100-2 catch up to the stop 130 To reach as quickly as possible, if the time difference .DELTA.t is very low, that is below the lower limit of the time interval t _min , in the trailing vehicle 100-2 Fuel / energy saved. By avoiding a strong acceleration / deceleration not only fuel is saved, but also the brake pads are spared. Furthermore, the risk of accidents on board is reduced by falling passengers.

2A illustrates an example of a situation such as the driver of the vehicle behind 100-2 can perceive, ie the second vehicle 100-2 in the group of coordinated vehicles 100-1 . 100-2 of the mass transport system 110 , The driver's view of, for example, the preceding vehicle 100-1 may be identical or similar in some embodiments.

The vehicle 100-1 can be a communication device 200 and a control unit 210 in which the calculations and calculations of the driving parameters of the vehicles 100-1 . 100-2 can be done in the group. The control unit 210 serves the time difference .DELTA.t between the preceding vehicle 100-1 and the vehicle behind 100-2 leading to the mass transport system 110 belong within a time interval t _min -t _max to preserve when they arrive at the bus stop 130 Arrive.

Furthermore, the vehicle 100-1 a database 240 comprising various statistical data and the like, such as stored statistical data associated with the stop 130 for the current time and date are linked. For example, this stored statistical data may be the average holding time at the next stop 130 depending on the date, time, day of the week, season, weather conditions, etc.

An expected holding time t _{1s of} the preceding vehicle 100-1 when it's at the bus stop 130 can then be estimated based, for example, on these statistical data. Thus, it can first be determined at which stop 130 the preceding vehicle 100-1 Information about time / date may be taken from an on-board timer, and an average statistical holding time t _1s may be obtained using the particular stop 130 and the time / date as input values from the database 140 be removed.

The expected holding time t _{1s of} the preceding vehicle 100-1 however, may also or additionally based on a passenger count in the preceding vehicle 100-1 to be appreciated. Such a passenger count can, for example, by a sensor in the preceding vehicle 100-1 who counts every person in the vehicle 100-1 gets in and out of seat pressure sensors in the preceding vehicle 100-1 by counting the number of tickets sold, having one or more cameras and a face recognition software in the preceding vehicle 100-1 or a similar method of passenger counting. This data may be from the preceding vehicle 100-1 for example while at the bus stop 130 stands, or can be received on request. This data may be transmitted via wireless communication to the communication device 200 be received.

The number of passengers in the preceding vehicle 100-1 may in some embodiments by weighing the vehicle 100-1 with on-board pressure sensors and assuming an average weight per passenger.

The expected holding time t _1s can then be determined by an association between the number of passengers and an expected holding time t _1s , for example in the database 140 is stored, determined.

Furthermore, the expected holding time t _{1s of} the preceding vehicle 100-1 based on a passenger count at the bus stop 130 For example, by one or more sensors, the or at the stop 130 or are estimated by cameras combined with an image recognition software. Such a passenger count at the bus stop 130 In some embodiments, with a passenger count aboard the preceding vehicle 100-1 be combined. This data may be transmitted via wireless communication to the communication device 200 be received.

In other embodiments, the expected dwell time t _{1s of} the preceding vehicle 100-1 further based on the knowledge of public events in the vicinity of the station 130 , such as football matches or other sports events, music concerts, festivals, etc., are appreciated. This information can be obtained from a news service by a service provider or the like.

In some alternative embodiments, the expected dwell time t _{1s of} the preceding vehicle 100-1 by the driver in the preceding vehicle 100-1 based on a visual control of the amount and type of passengers Board and estimate based on personal experience.

The expected holding time t _{1s of} the preceding vehicle 100-1 may also be a preset value, such as 1 minute, 3 minutes, etc. (any examples) according to some embodiments.

In some embodiments, for example, in the case where the preceding vehicle 100-1 has no possibility for passenger counting or communication, the expected holding time t _{1s of} the preceding vehicle 100-1 further based on the number of passengers in the following vehicle 100-2 be estimated (assuming the vehicle in front 100-1 has approximately the same occupancy).

In some additional embodiments, some or all of the described methods may be for estimating the dwell time t _{1s of} the preceding vehicle 100-1 be combined by different methods receive a different weighting, z. Eg 60% relies on statistical values and 40% relies on passenger counting.

Furthermore, an expected arrival time t _{2a of} the following vehicle 100-2 to arrive at the bus stop 130 for example, based on statistical information stored in the database 240 are stored, over the route 120 and the distance to the stop 130 be calculated.

The distance to the stop 130 can be calculated by the distance 120 and the position of the stop 130 are known, for example, by the database 240 stored or taken from it, and by the geographical position of the vehicle behind 100-2 is determined.

The geographical position of the vehicle behind 100-2 can by the position determination unit in the vehicle 100-2 which may be based on a satellite navigation system such as Navstar ("Navigation Signal Timing and Ranging"), Global Positioning System (GPS), Differential GPS (DGPS), Galileo, GLONASS or the like.

The geographical position of the position determination unit (and thereby also that of the vehicle 100-2 ) may, according to various embodiments, be performed continuously at certain predetermined or configurable time intervals.

The geographical position of the vehicle behind 100-2 can alternatively be determined by, for example, using transponders located in known positions along the route 120 are positioned, and a sensor in the vehicle 100-2 to detect the transponders and thereby determine the position by detecting and detecting WiFi networks (WiFi networks on the route 120 can specific geographical positions in the database 240 by receiving a Bluetooth beacon signal associated with a geographic location or other signal signature of radio signals. The position may alternatively be entered by the driver.

That way the track 120 , the position of the stop 130 and the current position of the vehicle behind 100-2 In various embodiments, the expected time of arrival t _{2a may be} based on the distance between the following vehicle 100-2 and the stop 130 on the route 120 and the knowledge of the allowed travel speed of the route 120 or a statistical average driving speed of the route 120 or an estimated driving speed of the route 120 based on the number of passengers or the weight of the following vehicle 100-2 be calculated.

An expected time difference Δt may then be provided by the control unit 210 calculated by the estimated time of arrival t _{2a of} the following vehicle 100-2 from the estimated expected holding time t _{1s of} the preceding vehicle 100-1 is subtracted. Based on this, a recommended speed for the behind-the-road vehicle 100-2 be determined to the expected time difference .DELTA.t between the vehicles 100-1 . 100-2 within the time interval t _min -t _max . In some embodiments, a restriction may be made such that the recommended speed never exceeds the local speed limits on the route 120 exceeds.

This recommended speed can then be sent to the driver of the vehicle 100-2 z. B. at an output unit 220 . 230 such as an ad 220 , a speaker 230 or a haptic device. Other output units 220 . 230 or presentation devices may be used instead or supplementarily, such as an on-dash display, a windscreen display, a projector inside or outside the vehicle 100-2 projected, smart glasses of the driver etc.

In the depicted embodiment, the control unit is located 210 and the database 240 on board the vehicle 100-1 , In other embodiments, the control unit may 210 and / or the database 240 however, in a vehicle-external structure 320 are as in 2 B displayed.

The vehicle-external structure 320 at the in 2 B illustrated alternative embodiment comprises a transceiver 330 for wireless communication with the communication device 200 in the vehicle 200-1 . 200-2 is configured. Furthermore, the vehicle-external structure 320 also a control unit 210 and a database 240 which are configured to perform the same or similar functions as previously described in connection with the presentation and description of 2A described.

3A forms a minimum time interval t _min between the vehicles 100-1 . 100-2 that leads to the mass transport system 110 belong. The minimum time interval t _min may be the lower limit in a time interval t _min -t _max , in which one strives to the time difference .DELTA.t between the preceding vehicle 100-1 and the vehicle behind 100-2 to stop when they stop at the bus stop 130 Arrive.

The minimum time interval t _min may be predetermined or configurable, for example, with a few minutes or seconds to ensure a suitable even distribution of the vehicles 100-1 . 100-2 on the route 120 to reach. If one avoids that the minimum time interval t _{min is set} to too short a time value, ie by setting it long enough, the driver of the following vehicle can 100-2 the vehicle 100-2 decelerate relaxed and controlled, giving the driver time to avoid emergency braking. This saves energy, the brake pads are spared, and the risk of injured passengers in the vehicle behind 100-2 is avoided.

3B forms a maximum time interval t _max between the vehicles 100-1 . 100-2 that leads to the mass transport system 110 belong. The maximum time interval t _max may be the upper limit within the time interval t _min -t _max , in which one can make an effort, the time difference Δt between the preceding vehicle 100-1 and the vehicle behind 100-2 to stop when they stop at the bus stop 130 Arrive.

The maximum time interval t _max may be predetermined or configurable, for example, with a few minutes to ensure a suitable even distribution of the vehicles 100-1 . 100-2 on the route 120 to reach.

4 forms an example of a process 400 according to one embodiment. The flowchart in 4 shows the procedure 400 in a control unit 210 , The control unit 210 can be in a vehicle 100-1 to a group of coordinated vehicles 100-1 . 100-2 in one set-up, ie one vehicle after another in a row, in a mass transport system 110 belongs. In other embodiments, the control unit may be 210 in a vehicle-external structure 320 are located.

The method aims to provide a time difference Δt between a preceding vehicle 100-1 and a behind-the-road vehicle 100-2 leading to the mass transport system 110 belong within a time interval t _min -t _max to preserve when they stop at a stop 130 Arrive.

The vehicles 100-1 . 100-2 in the coordinated group can be any means of transport. In some particular embodiments, the vehicles may 100-1 . 100-2 however, be public transport vehicles for passengers such as buses, trains, trams, monorails, elevators or the like.

To be able to properly maintain the lineup of the group and the time difference Δt between the vehicles 100-1 . 100-2 To preserve, the procedure can 400 a number of steps 401 to 406 include. step 406 may be executed only in some optional embodiments. Furthermore, the steps described 401 to 406 in a slightly different chronological order than the numbering suggests. The procedure 400 can include the following steps:
step 401 includes estimating an expected hold time t _{1s of} the preceding vehicle 100-1 when it's at the bus stop 130 arrives.

The expected holding time t _{1s of} the preceding vehicle 100-1 at the bus stop 130 can be based on stored statistical data with the stop 130 associated with the current time and date, on a passenger count in the preceding vehicle 100-1 , on a passenger count at the bus stop 130 , on the weight of the vehicle ahead 100-1 or in a combination thereof or with other similar methods in various embodiments.

Alternatively, in some embodiments, the number of passengers entering the respective vehicles 100-1 . 100-2 get in, through one Sensor at the respective vehicle entrance (or alternatively, by the number of tickets sold is tracked) are counted. The number of standing passengers can be estimated by knowing the number of seats and comparing with the number of passengers boarded (assuming that most passengers prefer to sit if possible) in each vehicle 100-1 . 100-2 he follows. Alternatively, seat sensors may be in the seats of the vehicles 100-1 . 100-2 and the number of seated passengers may be subtracted from the number of passengers boarded.

The estimation may also or alternatively be based on the detection of wheelchairs and / or strollers in one of the vehicles in some embodiments 100-1 . 100-2 based on these passengers can extend the expected holding time t _1s .

The step 402 comprises estimating an arrival time t _{2a of} the following vehicle 100-2 to arrive at the bus stop 130 at the front of the vehicle 100-1 currently located.

The arrival time t _{2a of} the vehicle behind 100-2 to get to the bus stop 130 can arrive based on the current geographical position of the vehicle behind 100-2 , on the knowledge of the vehicle route between the current position and the stop 130 , on the statistical travel time, with the vehicle route between the current position and the stop 130 is linked to the current time and date, on a passenger count in the vehicle behind 100-2 , on the weight of the vehicle behind 100-2 , on the presence of standing passengers in the vehicle 100-2 or on a combination thereof.

Furthermore, seat belt sensors can be used to detect if the seated passengers are wearing belted. If all passengers sit and are strapped in, in some embodiments, the speed, acceleration, and deceleration of the following vehicle may 100-2 increase.

Thus, if all passengers are seated and strapped, an increase in the highest speed / acceleration / deceleration may be allowed. If all passengers are seated but not wearing a seat belt, a lower speed / acceleration / deceleration may be applied, while a sudden increase in speed (as well as a sudden deceleration) may be avoided when in the following vehicle 100-2 standing passengers are.

The step 403 includes calculating an expected time difference Δt by subtracting the estimated time difference 402 Arrival time t _{2a of} the vehicle behind 100-2 from the esteemed 401 expected holding time t _{1s of} the preceding vehicle 100-1 , ie Δt = t _1s - t _2a .

The step 404 includes determining a recommended speed for the following vehicle 100-2 to the expected time difference Δt between the vehicles 100-1 . 100-2 within the time interval t _min -t _max to keep when they stop at the bus stop 130 Arrive.

The recommended speed for the vehicle behind 100-2 Also, the highest speed limits of the route as well as the situation of passengers on board the vehicle 100-2 take into account as previously discussed.

The step 405 involves spending the particular 404 recommended speed to the driver of the vehicle behind 100-2 , The recommended speed may be at an output unit in various embodiments 220 . 230 such as on a display 220 , a speaker 230 , a projector, a haptic device or other presentation device, etc. are outputted.

In some embodiments, e.g. B. if no driver in the vehicle behind 100-2 is present, the Abstandsregeltempomat the vehicle 100-2 set to the recommended speed.

The step 406 which may only be practiced in some alternative embodiments includes limiting the performance of the following vehicle 100-2 when the speed of the vehicle behind 100-2 the specific one 404 recommended speed exceeds a threshold speed.

Such a restriction may be effected by a speed limit and / or an acceleration limit of the following vehicle 100-2 applied and allowed or will be. If the vehicle behind 100-2 At another stop, the vehicle can 100-2 in some embodiments, be prevented from starting until a certain amount of time has elapsed.

5 forms an embodiment of a mass transport system 110 from. The system 110 is configured to provide a time difference Δt between one preceding vehicle 100-1 and a behind-the-road vehicle 100-2 leading to the mass transport system 110 belong within a time interval t _min -t _max to preserve when they stop at a stop 130 Arrive. The system 110 includes a transceiver 200 for sending / receiving vehicle-related information. Furthermore, the system includes 110 a control unit 210 ,

The control unit 210 aims at the time difference Δt between the preceding vehicle 100-1 and the vehicle behind 100-2 leading to the mass transport system 110 belong within the time interval t _min -t _max to preserve when they arrive at the stop 130 arrive according to at least some of the steps described above 401 to 406 of the procedure 400 that was previously described and in 4 is shown.

The control unit 210 is configured to provide an expected hold time t _{1s of} the preceding vehicle 100-1 appreciate when it's at the bus stop 130 arrives. Further, the control unit 210 configured to an arrival time t _{2a of} the following vehicle 100-2 to get to the bus stop 130 to arrive, to appreciate. The control unit 210 is also configured to calculate a future time difference Δt by subtracting the estimated time of arrival t _{2a of} the following vehicle 100-2 from the estimated expected holding time t _{1s of} the preceding vehicle 100-1 to calculate. Furthermore, the control unit 210 configured to a recommended speed for the behind-the-road vehicle 100-2 to determine the future time difference Δt between the vehicles 100-1 . 100-2 within the time interval t _min -t _max . The control unit 210 is also configured to generate control signals to the specific recommended speed to the driver of the vehicle behind 100-2 via an output unit 220 . 230 issue.

According to some embodiments, the control unit may 210 be configured to the performance of the vehicle behind 100-2 to restrict when the speed of the vehicle behind 100-2 exceeds the specified recommended speed with a threshold speed. Furthermore, the control unit 210 alternatively configured to the expected holding time t _{1s of} the preceding vehicle 100-1 at the bus stop 130 based on stored statistical data with the stop 130 associated with the current time and date, on a passenger count in the preceding vehicle 100-1 , on a passenger count at the bus stop 130 , on the weight of the vehicle ahead 100-1 or on a combination of them.

Further, in some embodiments, the control unit may 210 be configured to the arrival time t _{2a of} the following vehicle 100-2 to get to the bus stop 130 based on a current geographical position of the vehicle behind 100-2 , on the knowledge of the vehicle route between the current position and the stop 130 , on a statistical journey time, with the vehicle route between the current position and the stop 130 is linked to the current time and date, on a passenger count in the vehicle behind 100-2 , on the weight of the vehicle behind 100-2 , on the presence of standing passengers in the vehicle 100-2 or on a combination of them.

The control unit 210 can be a processor 520 configured to perform various calculations and calculations to the method 400 according to the steps described above 401 to 406 perform.

Such a processor 520 may include one or more instances of a processing circuitry, ie, a central processing unit (CPU), a processing unit, an application specific integrated circuit (ASIC), a microprocessor, or other processing logic that can interpret and execute instructions. The term "processor" as used herein may thus represent processing circuits comprising a plurality of processing circuits, such as some or all of the aforementioned.

Furthermore, the control unit 210 memory in some embodiments 525 include. The optional memory 525 may comprise a physical device used to store data or programs, ie sequences of instructions, on a temporary or permanent basis. According to some embodiments, the memory 525 comprise integrated circuits comprising silicon-based transistors. The memory 525 can in various embodiments, for. A memory card, a flash memory, a USB memory, a hard disk or other similar volatile or non-volatile memory unit for storing data such as ROM (read only memory), PROM (programmable read only memory), EPROM (erasable PROM), EEPROM (electrically erasable PROM) and so on.

The control unit 210 may further include an input / output unit 510 include a communication interface with the transceiver 200 to send / receive vehicle-related information.

The steps described above 401 to 406 in the control unit 210 can be performed by the one or more processors 520 in the control unit 210 together with a computer program product for performing at least some of the functions of the steps 401 to 406 be implemented. Thus, a computer program product can provide instructions for performing the steps 401 to 406 in the control unit 210 includes, the procedure 400 perform at least some of the steps 401 to 406 includes the time difference Δt between the preceding vehicle 100-1 and the vehicle behind 100-2 leading to the mass transport system 110 belong within the time interval t _min -t _max to preserve when they arrive at the stop 130 arrive when the computer program in the one or more processors 520 the control unit 210 is loaded. The steps described 401 to 406 Thus, through a computer algorithm, machine-executable code, a non-transitory computer-readable medium, or software instructions resident in appropriate programmable logic, such as the processor 520 in the control unit 210 , are programmed to be executed.

The aforementioned computer program product may be provided, for example, in the form of a data carrier carrying computer program code, to at least some of the steps, in accordance with some embodiments 401 to 406 if it is in the one or more processors 520 the control unit 210 is loaded. The data carrier may be, for example, a hard disk, a CD-ROM, a memory stick, an optical storage device, a magnetic storage device, or any other suitable medium, such as a disk or a tape, which may not temporarily contain machine-readable data. The computer program product may also be provided as computer program code on a server and removed to the control unit 210 , z. B. downloaded via an Internet or an intranet connection.

Further, some embodiments may be a vehicle 100-1 . 100-2 of the mass transport system 110 include, which is the control unit 210 as previously described.

Further, some embodiments may have an off-vehicle structure 320 include the control unit 210 as previously described.

The terminology used in the description of the embodiments, as illustrated in the accompanying drawings, is not intended to be for the described method 400 , the control unit 210 , the computer program, the mass transport system 110 , the vehicle 100-1 . 100-2 and / or the vehicle-external structure 320 to be restrictive. Various changes, substitutions and / or modifications may be made without departing from the inventive embodiments as defined in the appended claims.

As used herein, the term "and / or" includes all possible combinations of one or more of the associated listed items. As used herein, the term "or" is to be understood as a mathematical OR, i. H. as inclusive disjunction; and not as a mathematically exclusive OR (XOR) unless otherwise clearly stated. In addition, the singular forms "one, one, one," and "the, the," are to be construed as "at least one," so that they may also include a plurality of similar entities, unless otherwise clearly indicated. It is further understood that the terms "comprises" and / or "comprising" dictate the presence of the specified features, actions, integers, steps, operations, elements and / or components, but the presence or addition of one or more other features , Actions, integers, steps, operations, elements, components, and / or groups thereof. A single unit, such as a processor, may perform the functions of several elements mentioned in the claims. The mere fact that certain measures are mentioned in different dependent claims does not mean that a combination of these measures can not be used to advantage. A computer program may be stored / distributed on a suitable medium, such as an optical storage medium or a solid state medium, supplied with or as part of other hardware, but may be in other forms, such as over the Internet or other wired or wireless wireless communication system are distributed.

Claims (12)

Procedure ( 400 ) in a control unit ( 210 ) for maintaining a time difference (Δt) between a preceding vehicle ( 100-1 ) and a behind-the-road vehicle ( 100-2 ) leading to a mass transport system ( 110 ), within a time interval (t _min -t _max ) when they are at a stop ( 130 ), the process ( 400 ) comprises the following steps: estimating ( 401 ) an expected holding time (t _1s ) of the preceding vehicle ( 100-1 ), when it is at the bus stop ( 130 ) arrives; Estimate ( 402 ) an arrival time (t _2a ) of the following vehicle ( 100-2 ) at the bus stop ( 130 ) to arrive; To calculate ( 403 ) of an expected time difference (Δt) by subtracting the estimated (Δt) 402 ) Arrival time (t _2a ) of the following vehicle ( 100-2 ) of the estimated ( 401 ) expected holding time (t _1s ) of the preceding vehicle ( 100-1 ); Determine ( 404 ) a recommended speed for the following vehicle ( 100-2 ), the expected time difference (Δt) between the vehicles ( 100-1 . 100-2 ) within the time interval (t _min -t _max ); and spend ( 405 ) of the particular ( 404 recommended speed to the driver of the following vehicle ( 100-2 ). Procedure ( 400 ) according to claim 1, further comprising the following step: restricting ( 406 ) the performance of the following vehicle ( 100-2 ), when the speed of the following vehicle ( 100-2 ) the particular ( 404 ) exceeds recommended speed with a threshold speed. Procedure ( 400 ) according to one of claims 1 or 2, wherein the expected holding time (t _1s ) of the preceding vehicle ( 100-1 ) at the bus stop ( 130 ) based on stored statistical data with the stop ( 130 ) are linked to the current time and date, on a passenger count in the preceding vehicle ( 100-1 ), on a passenger count at the bus stop ( 130 ), on the weight of the preceding vehicle ( 100-1 ) or a combination thereof ( 401 ) becomes. Procedure ( 400 ) according to one of claims 1 to 3, wherein the arrival time (t _2a ) of the following vehicle ( 100-2 ) at the bus stop ( 130 ), based on a current geographical position of the following vehicle ( 100-2 ), on the knowledge of the vehicle route between the current position and the stop ( 130 ), on a statistical journey time that coincides with the vehicle route between the current position and the stop ( 130 ) is linked to the current time and date, on a passenger count in the following vehicle ( 100-2 ), on the weight of the following vehicle ( 100-2 ), the presence of standing passengers in the vehicle ( 100-2 ) or a combination thereof. Control unit ( 210 ) for maintaining a time difference (Δt) between a preceding vehicle ( 100-1 ) and a behind-the-road vehicle ( 100-2 ) leading to a mass transport system ( 110 ), within a time interval (t _min -t _max ) when they are at a stop ( 130 ), the control unit ( 210 ) is configured to: estimate an expected holding time (t _1s ) of the preceding vehicle ( 100-1 ), when it is at the bus stop ( 130 ) arrives; Estimating an arrival time (t _2a ) of the following vehicle ( 100-2 ) at the bus stop ( 130 ) to arrive; Calculating a future time difference (Δt) by the estimated time of arrival (t _2a ) of the following vehicle ( 100-2 ) of the estimated expected holding time (t _1s ) of the preceding vehicle ( 100-1 ) is subtracted; Determining a recommended speed for the following vehicle ( 100-2 ) to calculate the future time difference (Δt) between vehicles ( 100-1 . 100-2 ) within the time interval (t _min -t _max ); and generating control signals for outputting the determined recommended speed to the driver of the following vehicle ( 100-2 ) via an output unit ( 220 . 230 ). Control unit ( 210 ) according to claim 5, further configured to: limit the performance of the following vehicle ( 100-2 ), when the speed of the following vehicle ( 100-2 ) exceeds the specified recommended speed by a threshold speed. Control unit ( 210 ) according to one of claims 5 or 6, further configured to obtain the expected holding time (t _1s ) of the preceding vehicle ( 100-1 ) at the bus stop ( 130 ) based on stored statistical data with the stop ( 130 ) are linked to the current time and date, on a passenger count in the preceding vehicle ( 100-1 ), on a passenger count at the bus stop ( 130 ), on the weight of the preceding vehicle ( 100-1 ) or a combination thereof. Control unit ( 210 ) according to one of claims 5 to 7, further configured to determine the arrival time (t _2a ) of the following vehicle ( 100-2 ) at the bus stop ( 130 ), based on a current geographical position of the following vehicle ( 100-2 ), on the knowledge of the vehicle route between the current position and the stop ( 130 ), on a statistical journey time that coincides with the vehicle route between the current position and the stop ( 130 ) is linked to the current time and date, on a passenger count in the following vehicle ( 100-2 ), on the weight of the following vehicle ( 100-2 ), the presence of standing passengers in the vehicle ( 100-2 ) or a combination thereof. Mass transport system ( 110 ) comprising a preceding vehicle ( 100-1 ) and a following vehicle ( 100-2 ) with a time difference (Δt) between them, which is preserved within a time interval (t _min -t _max ), when at a stop ( 130 ), whereby the system ( 110 ) further comprises: a control unit ( 210 ) according to any one of claims 5 to 8; and a transceiver ( 200 ) for communication of vehicle-related information. Computer program comprising program code for carrying out a method ( 400 ) according to one of claims 1 to 4, when the computer program in a control unit ( 210 ) is carried out according to one of claims 5 to 8. Vehicle ( 100-1 . 100-2 ) of a mass transport system ( 110 ), comprising a control unit ( 210 ) according to any one of claims 5 to 8. Vehicle external structure ( 320 ), comprising a control unit ( 210 ) according to any one of claims 5 to 8.

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