DE102021209149A1 - Method for operating a trip interruption management system, trip interruption management system and transportation vehicle - Google Patents

Abstract

The invention relates to a method for operating a journey interruption management system (4) with which a journey interruption (5) of a transport vehicle (1) during a transport journey (2) for transporting a plurality of passengers (3) can be managed, the following steps being carried out: Recording and/or providing vehicle information of the transport vehicle (1) and/or route information of the transport trip (2) and/or passenger information of at least some passengers (7) of the plurality of passengers (3), - determining a potential trip interruption (5) of a transport trip (2) for performing a primary action (9) depending on the provided and/or recorded vehicle information and/or route information and/or passenger information for performing a primary action (9), - determining at least one secondary action (10) that differs from the primary action (9) , which in addition to at least one The journey can be interrupted (5), and providing information regarding the at least one secondary action (10) to the transport vehicle (1) and/or to at least some passengers (7). The invention also relates to an electronic travel interruption management system (4) and a transport vehicle (1).

Description

The invention relates to a method for operating a journey interruption management system with which at least one journey interruption of at least one transport vehicle can be managed during a transport journey for transporting a plurality of passengers.

Furthermore, the invention relates to an electronic travel interruption management system with an electronic evaluation unit. Furthermore, the invention relates to a transport vehicle with an electronic travel interruption management system.

For example, the U.S. 6,542,812 B1 a navigation device with which more efficient navigation can be carried out. For this purpose, information relating to a user of the navigation device can be taken into account.

From the CN 103874023A discloses a mobile terminal device with which it can be ensured that a passenger on a transport journey does not miss or overlooks getting off at a stop.

An object of the present invention consists in making a break in a journey for passengers more efficient, in that the passengers can use the time during the break in a variety of ways.

This object is achieved by a method, an electronic interruption management system and a transport vehicle according to the independent patent claims. Useful further developments result from the dependent patent claims.

• - Erfassen von Fahrzeuginformationen des Beförderungsfahrzeugs und/oder von Routeninformationen der Beförderungsfahrt und/oder von Passagierinformationen zumindest einiger Passagiere der mehreren Passagiere mit einer Erfassungseinheit, und/oder
• - Bereitstellen von Fahrzeuginformationen des Beförderungsfahrzeugs und/oder von Routeninformationen der Beförderungsfahrt und/oder von Passagierinformationen zumindest einiger Passagiere der mehreren Passagiere,
• -..Übermitteln der bereitgestellten und/oder erfassten Fahrzeuginformationen und/oder Routeninformationen und/oder Passagierinformationen an eine elektronische Auswerteeinheit des Fahrtunterbrechungsverwaltungssystems,
• -..Bestimmen einer potentiellen Fahrtunterbrechung einer Beförderungsfahrt zur Durchführung einer Primärhandlung abhängig von den bereitgestellten und/oder erfassten Fahrzeuginformationen und/oder Routeninformationen und/oder Passagierinformationen zur Durchführung einer Primärhandlung,
• - Ermitteln zumindest einer von der Primärhandlung unterschiedlichen Sekundärhandlung, welche zusätzlich bei der zumindest einen Fahrtunterbrechung durchgeführt werden kann, durch die elektronische Auswerteeinheit, und
• - Bereitstellen einer Information bezüglich der zumindest einen Sekundärhandlung an das Beförderungsfahrzeug und/oder an zumindest einige Passagiere.

One aspect of the invention relates to a method for operating a journey interruption management system with which at least one journey interruption of at least one transport vehicle can be managed during a transport journey for transporting a plurality of passengers, the following steps being carried out:

• - detecting vehicle information of the transport vehicle and/or route information of the transport journey and/or passenger information of at least some passengers of the plurality of passengers with a detection unit, and/or
• - providing vehicle information of the transport vehicle and/or route information of the transport trip and/or passenger information of at least some of the multiple passengers,
• -..Transmission of the provided and/or recorded vehicle information and/or route information and/or passenger information to an electronic evaluation unit of the trip interruption management system,
• -..Determination of a potential trip interruption of a transport trip to carry out a primary action depending on the provided and/or recorded vehicle information and/or route information and/or passenger information to carry out a primary action,
• - determining at least one secondary action, which is different from the primary action and which can also be carried out when the at least one journey is interrupted, by the electronic evaluation unit, and
• - Providing information regarding the at least one secondary action to the transport vehicle and/or to at least some passengers.

With the proposed method, a journey break of a transport journey can be carried out more efficiently, since in particular the most diverse offers can be made to the passengers during the journey break. The possibility is created to provide intelligent and needs-based information management for actions to interrupt the journey on the system side. In this way, information generated by the system on possible primary and secondary actions can be presented to passengers before they reach the break in the journey. Thus, when the journey is interrupted, the passengers can make better use of the time during the journey interruption by providing or offering the passengers at least one secondary action. In addition to the actual main action or primary action, which is primarily carried out when the journey is interrupted, one or more secondary actions can be offered to the passengers. Thus, for example, a refueling process of the transport vehicle can be carried out as a primary action. As secondary actions, the passengers can, for example, take part in a sporting activity or a service during the fueling process. For example, different secondary actions may be provided for different passengers of the transportation vehicle.

In particular, the method is a computer-implemented method.

The transport vehicle can in particular be a means of transport for transporting passengers or persons. For example, the transport vehicle is a bus, such as a long-distance coach. In particular, any vehicle can be understood as a transport vehicle.

For example, the transport vehicle can be operated semi-autonomously, in particular fully autonomously. In particular, the transport vehicle can have an internal combustion engine and/or an electric drive unit.

A planned transportation journey from a starting point to a destination point is carried out with the aid of the transportation vehicle. Meanwhile, passengers can board and/or disembark.

In particular, a transport trip with the transport vehicle is understood to mean a trip with at least two passengers. In particular, the carriage ride may carry four, ten, or 60 passengers, for example. For example, a transport trip can be a long-distance trip on a freeway.

The journey interruption management system is designed in particular as an electronic journey interruption management system. The interruption management system can be, for example, a central processing unit, a backend, a server or a data cloud. A variety of transportation trips can be managed at the same time with the help of the trip interruption management system.

The interruption of the journey is specifically a break or an interruption of the transport journey that has been carried out. For example, the break in travel is implemented or planned if, for example, the transport vehicle has to be refueled. Likewise, the journey can be interrupted if a driver of the transport vehicle has to comply with his driving and rest times. For example, the break in travel can last 15 minutes, in particular 30 minutes, optionally 45 minutes. The length of time the journey is interrupted always depends on the primary action or activity to be carried out. For example, the journey is interrupted at a rest area, rest area, rest house, rest area with sanitary facilities, parking lot or a bus stop. In particular, the journey is interrupted where the primary action can be carried out. The primary action is, for example, a refueling process, charging process, rest time for the driver, tire change, service, repair measure, a driver change, or a planned stop for boarding or alighting passengers. In particular, these examples are not to be understood as conclusive, but are intended to give an insight into possible primary actions. For example, the journey can be interrupted at a motorway service station along a motorway or trunk road.

In particular, the place or the geographic location of the break in the journey is where the primary action is located directly. In the example of a motorway service area, a possible primary action would be refueling at a gas station or electric charging station. Thus, the primary action takes place in the immediate vicinity of the position of the parked transport vehicle. For example, the primary action is in a range of five meters, ten meters or 50 meters in the immediate vicinity of the transport vehicle currently parked during the journey and when the journey is interrupted.

For example, the vehicle information of the transport vehicle and/or the route information of the transport journey and/or the passenger information of the at least one passenger of the plurality of passengers can be continuously, in particular automatically, recorded with the electronic recording unit. This can take place automatically before the start of the transport journey or during the transport journey. For example, the registration unit can be an electronic registration unit or an electronic registration system with several units. For example, the electronic detection unit can be designed as part of the transport vehicle or as a unit separate from the vehicle. It is also conceivable that this information is not specifically recorded, but rather is made available to the journey interruption management system by external information centers or external units. This can be done via communications technology connections. With the aid of the electronic evaluation unit of the journey interruption management system, at least one potential journey interruption for carrying out the primary action can be determined or generated as a function of the information provided and/or recorded.

The electronic evaluation unit can be, for example, an external computing unit or one or more units in the journey interruption management system.

The at least one secondary action or several secondary actions can also be determined by the electronic evaluation unit or be determined. For example, the vehicle information and/or route information and/or passenger information and/or the break in the journey and/or a location and/or a type and/or an estimated duration of the break in the journey and/or a type and/or an estimated duration of the primary action in the Determination of the secondary plot are taken into account. In this way, a secondary action that is adapted to and corresponds to the respective break in travel and primary action can be calculated or determined. The secondary action is thus determined in such a way that it can also be offered parallel to the primary action when the journey is interrupted and can be used and carried out by the passengers.

The determined primary action and/or secondary action can be transmitted and made available as information to the transport vehicle and/or to at least one of the passengers. This can be done, for example, with a communication unit of the journey interruption management system. This information can also be made available to the driver of the transport vehicle.

For example, a service can be understood as a secondary action. In particular, in the case of the secondary action, the passengers can carry out their own activity. It is also conceivable that the secondary action is a service offered by a third party.

In particular, the secondary action is to be understood in such a way that it is to be carried out in a zone or in an area surrounding the location of the break in travel. For example, starting from the parked transport vehicle, the secondary action can be reached on foot in one minute, in particular five minutes, in particular ten minutes, when the journey is interrupted. In particular, the secondary storyline is in an area that directly adjoins an area of the primary storyline. In particular, a geographical and temporal limit can be taken into account when determining the secondary action. These depend on the location of the break in travel and the duration of the break in travel and/or the primary action. In particular, after the primary action has ended, the secondary action should also be ended, so that, for example, the transport journey can be continued again after the primary action has ended. In particular, after the completion of the primary action, all passengers of the transport vehicle should get back into the transport vehicle so that the transport journey can be continued. It is therefore advantageous if the secondary action and the primary action are coordinated with one another in terms of location and time. Thus, the entire stay of the journey break can be made more efficient.

In one exemplary embodiment of the invention, it is provided that a type and/or a location and/or a duration and/or an urgency of the at least one interruption to the journey is determined by the electronic evaluation unit as a function of the vehicle information and/or route information and/or passenger information, in particular the type and/or the location and/or the duration and/or the urgency of the at least one break in travel is output optically and/or acoustically to a main passenger of the transport vehicle and/or to at least some passengers. In this way, the break in travel can be provided and carried out for a wide variety of needs with regard to the transport vehicle and the passengers. By taking into account the information provided and/or recorded, the electronic evaluation unit can be used to determine a journey interruption that is precisely tailored to the currently prevailing situation of each transport journey and adapted to the situation. The interruption to the journey can thus be determined in a way that is appropriate to the situation and then carried out by taking into account a wide range of information. Consequently, the breaks in a transportation trip can be performed more efficiently. This results in a more efficient locomotion journey as a whole, since the journey interruptions or breaks can be designed more efficiently.

The type and/or the location and/or the duration and/or the urgency of the at least one travel break can be taken into account by the electronic evaluation unit when determining the at least one secondary action. For example, the secondary action can be referred to as an additional service, which can be offered to the passengers in addition to the primary action during the break in travel.

The type and/or the location and/or the duration and/or the urgency of the at least one travel break can be communicated to the main passenger and/or the at least some passengers via an output unit such as a mobile device or a transport terminal, optically and/or acoustically and /or be issued haptically.

The main passenger can be a driver of the transport vehicle, for example. It is also conceivable that the main passenger in an autonomous transport trip is a tour guide or a contact person with regard to the transport trip act. Thus, for example, the corresponding information regarding the break in travel can be output digitally to the main passenger as tour guide via a mobile terminal device.

In one embodiment of the invention, it is provided that, depending on potential secondary actions desired by the passengers, the electronic evaluation unit checks whether the type and/or urgency of the journey break can be changed due to the required primary action and an alternative journey break can be determined can, in which the primary action and additionally several secondary actions can be performed. As a result, the concerns or wishes of the passengers can be better addressed, since in particular the journey is interrupted in such a way that the passengers can carry out as many wishes and interests as possible using the secondary action. In other words, the electronic evaluation unit can be used to check whether the currently planned break in travel can be postponed or changed with regard to the potential secondary actions. The electronic evaluation unit takes into account the required primary action, such as a refueling or loading process of the transport vehicle. If the required primary action can be pushed forward or backward in time, the electronic evaluation unit can be used to determine the at least one alternative break in travel. This alternative journey break is determined in such a way that the primary action and at least several of the potential secondary actions can be offered and carried out. This means that the alternative journey break can be offered or carried out more efficiently and extensively than the currently determined journey break.

For example, the passengers can enter into the desired potential secondary actions via their mobile terminals or corresponding input units in the transport vehicle. This can be recorded and taken into account by the electronic evaluation unit. In this case, for example, the electronic evaluation unit can take into account the potential secondary actions for determining the alternative break in travel, which are desired by the majority of passengers. The potential secondary actions are selected, for example, via a democratic decision-making process using the electronic evaluation unit. It is also conceivable that the individual secondary actions are assigned a specific importance and/or urgency. The electronic evaluation unit can thus decide for itself that the potential secondary actions with the highest importance and/or urgency are preferred first.

In a further exemplary embodiment, it is provided that the electronic evaluation unit checks the availability of the at least one secondary action for a time when the at least one journey is interrupted, and if the at least one secondary action is not available at the time, an alternative secondary action is determined. Alternatively or additionally, the alternative secondary action is output to the transport vehicle and/or the at least one passenger for selection; in particular, depending on the at least one interruption to the journey, a number of secondary actions and/or a duration of the at least one secondary action and/or a scope of the at least one Secondary plot determined. In particular, the check with regard to the availability of the at least one secondary action is carried out continuously, in particular continuously, using the electronic evaluation unit. It can thus be checked at any time whether the secondary action can actually be offered to the passengers at the break in the journey. It is thus possible to prevent the passengers from being able to carry out any secondary action when the journey is interrupted. Consequently, by continuously checking the availability, it can be achieved that the break in the journey can be perceived pleasantly and comprehensively by the passengers.

For example, the electronic evaluation unit can be in communication with a wide variety of external information points, so that the availability of the, in particular planned, secondary action can be continuously checked or retrieved using a wide variety of information. If the electronic evaluation unit determines that the at least one secondary action is not available during the break in travel, for example because it is already fully booked or cannot be carried out for technical reasons, at least one secondary action can be determined as an alternative. When determining the alternative secondary action, the type and/or the duration and/or an extent of the unavailable secondary action are taken into account, for example. It can thus be achieved that, despite the non-availability of the at least one secondary action, the passenger can be provided with an adequate alternative secondary action during the break in travel.

To the transportation vehicle and in particular the passengers of the transportation vehicle about the unavailability of the secondary storyline to inform, if the unavailability is determined, corresponding information can be automatically issued or made available to the passengers and in particular to the transport vehicle. This can be done automatically with the help of the electronic evaluation unit when it is determined that the secondary action is not available. Furthermore, the newly determined alternative secondary action can be transmitted electronically to the transport vehicle with the electronic evaluation unit, so that the driver of the transport vehicle is informed about it, for example. In addition, the at least one alternative secondary action can be optically and/or acoustically output to the passengers via input and/or output units. This gives the passengers an overview of the alternative secondary story that is now available. As a result, the passengers can be given the decision to decide whether the alternative secondary action corresponds to their wishes and/or interests and they would like to take advantage of them. For example, the passengers can use the input and/or output unit to confirm and/or release the alternative secondary actions.

Preferably, the number of secondary actions and/or the duration of the at least one secondary action and/or the scope of the at least one secondary action can be determined or ascertained by the electronic evaluation unit based on the at least one break in travel. It can thus be determined which secondary actions can be carried out within the time window of the travel break. On the one hand, the respective duration of the secondary action and the distance between the secondary action and the primary action when the journey is interrupted can be taken into account. Depending on the duration of the interruption to the journey and in particular on a location and/or duration of the primary action, the electronic evaluation unit can determine or determine which secondary action can be offered at all and if there is an alternative time window, this time window can be filled with several secondary actions become. As a result, the time spent or the break during the break in the journey can be used as efficiently as possible.

In a further exemplary embodiment, it is provided that the electronic evaluation unit is used to determine a first secondary action and at least one second secondary action, with the two secondary actions being prioritized depending on the respective urgency of the two secondary actions, in particular depending on the respective urgency of the secondary action at a point in time and/or the location of the at least one break in travel is determined by the electronic evaluation unit. The electronic evaluation unit can consequently be used to determine a number of secondary actions, so that the time available during the break in the journey can be used more extensively by the multiple passengers through a wide variety of secondary actions, depending on the break in the journey. In particular, when determining the at least two secondary actions and/or the multiple secondary actions, the vehicle information and/or the route information and/or the passenger information and the break in the journey and/or the location and/or the type of break in the journey and/or an estimated duration of the break in the journey and/or nature and/or estimated duration of the primary action are taken into account.

Furthermore, the secondary actions determined can be categorized or classified using the electronic evaluation unit, so that an urgency or importance can be assigned to each of the secondary actions. In other words, the identified secondary actions can be prioritized based on their respective urgency. This is then advantageous, since in the case of high prioritization of individual secondary actions by the electronic evaluation unit, these can be taken into account preferentially. Thus, for example, when the journey is interrupted, the secondary actions that have the highest priorities compared to the other secondary actions can be offered to the passengers.

It is also conceivable that depending on the respective priority of the secondary action and in particular the urgency or importance of the secondary action, the journey interruption can be dynamically changed or adjusted. If the electronic evaluation unit determines that the secondary action has a high priority or the highest urgency, a new interruption to the journey can be determined. In particular, the location and/or time of the break in travel are adjusted to the urgency of the secondary action. This can be the case, for example, if a passenger needs a medical or health service as a secondary action.

In one exemplary embodiment, it can also be provided that preferred secondary actions of at least some passengers are entered via an electronic input unit, and these preferred secondary actions of the be transmitted to an electronic evaluation unit, with the determination of the at least one secondary action being checked as to whether at least one of the preferred secondary actions is available at the at least one travel break. As a result, the wishes and preferences or interests of the passengers can be better addressed. The break in the journey can thus be offered in a more pleasant and possibly more relaxing way for the passengers. With the help of the electronic input unit, which is integrated in the transport vehicle, for example, or is designed as a mobile terminal device, the passengers can enter their preferred or desired secondary actions electronically. For example, the electronic input unit can be a touch-sensitive screen. The entered preferred secondary actions can be made available or transmitted to the electronic evaluation unit of the electronic travel interruption management system via electronic communication connections. The electronic evaluation unit can thus take into account the information entered by some passengers when determining or calculating the at least one secondary action. With the electronic evaluation unit, it can be taken into account that at least one of the preferred secondary actions is available at the upcoming break in travel. Likewise, the electronic evaluation unit can intelligently calculate an alternative break in the journey, in which at least one of the preferred secondary actions is available, when it is determined that none of the preferred secondary actions are available at the planned break in the journey. It can thus be achieved that the interests or wishes of the passengers can be fulfilled in the best possible way at the upcoming break in travel.

In one exemplary embodiment of the invention, it is provided that the at least one secondary action is output visually and/or acoustically to the at least some passengers on at least one transport terminal of the transport vehicle and/or on a mobile device, in particular the at least one secondary action by the at least some passengers can be confirmed or rejected using an electronic input unit.

With the aid of the transportation terminal and/or the mobile end device, the at least one secondary action can be output to the passengers for selection. For example, a transport terminal can have several individual input and output units within the transport vehicle. An input and output unit of the transportation terminal can preferably be formed at each seating position of a passenger. It is also conceivable that the transport terminal is a central unit within the transport vehicle. The transportation terminal can also be designed as a web application, so that the passengers can select specific secondary actions, which they prefer, for example, before starting the transportation journey. The mobile end device can in particular be a smartphone and/or a tablet belonging to a passenger. In particular, the secondary action can be issued to all passengers via their own smartphones and/or tablets for selection. Due to the possibility of selection with regard to the secondary action, each passenger has the option of confirming or rejecting at least one secondary action. Each passenger can therefore decide for himself whether he would like to take part in the at least one secondary action or whether he would like an alternative secondary action. This can be done through the transportation terminal.

In a further exemplary embodiment, it is provided that upon confirmation of the at least one secondary action by at least some passengers, the at least one secondary action is reserved and/or booked by the journey break management system for a usage time which correlates with the at least one journey break. It can thus be achieved that the secondary actions confirmed by the passengers and thus desired are actually available during the break in travel. The confirmed secondary actions of the passengers can, for example, be automatically reserved and/or booked and/or kept available with the electronic evaluation unit at the time of use during the break in travel. This also allows the passengers to actually perform the desired secondary action. For example, the booked and/or reserved secondary actions can be assigned to the passengers. For example, booking information and/or reservation confirmation regarding the secondary action can be transmitted electronically to each passenger using the transportation terminal or a mobile terminal device. The passenger thus knows the time and/or the location of the booked or reserved secondary action.

In one exemplary embodiment, provision can be made for the at least some passengers to be provided with a list of secondary actions, in particular additional services. This allows the at least some passengers to select the relevant secondary actions. The secondary hand specified in the listing For example, by means of the electronic evaluation unit, lungs are internally divided into levels based on their importance and/or urgency. The secondary actions can be subdivided from non-critical to critical levels on the system side. For example, when some passengers select the secondary actions, it may happen that some passengers want a first secondary action and other passengers, contrary to this, want a second secondary action. If these secondary actions should not be carried out together during the break in travel due to location and time, a decision-making process takes place here. If the selected secondary actions are divided into a non-critical level, a democratic decision, in particular a majority decision, can be made here by the electronic evaluation unit. Here, this democratic decision is carried out up to a predetermined threshold value with regard to the classification of the secondary actions. Should one or more of the selected secondary actions have a critical level, ie a high degree of urgency or importance, then a decision is made by the system depending on the importance and/or urgency of the secondary action. In particular, it may be the case that, for example, some and/or only one person or passenger has an illness, travel sickness, motion sickness, a health restriction or other health-impairing situation, so the system can evaluate such a medical situation to the effect that a trip interruption is urgently required with regard to a secondary medical action, so that the journey is interrupted in such a way that this secondary medical action, which has a high degree of urgency, is carried out as quickly as possible, despite the preferences of the other passengers. In this case, no democratic decision-making process would be carried out, since due to the urgency of the situation, an immediate pause is initiated or planned by the system.

In a further exemplary embodiment, the transport journey may be carried out along a country road. In the case of such a transport journey, the electronic evaluation unit can determine special possibilities for interrupting the journey along such a country road. In this application, for example, the electronic evaluation unit can determine a public parking lot or a larger gas station as a possible break in the journey, depending on the route of the country road. The electronic evaluation unit can determine whether special services such as supermarkets, hairdressers, bakers, casinos, beauty salons, sports activities, bank branches, services, tobacconists, information centers, pharmacies or other shops and /or services for daily needs are available in the area. These examples are not to be understood as conclusive, but are only intended to provide a small insight into possible examples. The available services or offers can thus be offered to the passengers of the transport journey as secondary actions by the electronic evaluation unit at such a public parking lot along the country road. It is also conceivable for the transport vehicle to interrupt its journey in an urban area, in particular a city centre. At such a stopover, passengers could be offered the most varied and extensive secondary actions available in a downtown area.

In a further exemplary embodiment, it can be provided that the break times of a vehicle driver of the transport vehicle are taken into account as the primary action when determining the break in travel. This would be the case if the vehicle were a manual or semi-autonomous vehicle. The electronic evaluation unit can determine whether the driver's driving and rest times are being observed, and if the driver's break times are imminent, the electronic evaluation unit can take this into account when determining the interruption to the journey, so that in this case compliance is the primary action of the break times is carried out by the driver.

In one exemplary embodiment, it can be provided that environmental information about the location of the break in travel is taken into account when determining the secondary action. In particular, a weather situation and/or weather conditions can be taken into account. If the electronic evaluation unit is used to determine that precipitation is to be expected during the passengers' stay when the journey is interrupted, secondary actions that would be offered outside can be ruled out. Thus, in such a weather situation, secondary actions, which can preferably take place in an interior area or at least under a roof, can preferably be offered to the passengers.

Furthermore, when determining the secondary action, a Ground conditions or a subsurface of a potential secondary action, which can preferably be offered in the forthcoming journey break, is taken into account. In other words, for example, if it is determined that only tarred areas are available in the vicinity of the place where the journey was interrupted, specific sports activities can be excluded as a secondary action, for example. Again, upon determining that green spaces and/or even soccer fields or hockey fields are available in the vicinity of the stop location, these activities can be offered as potential secondary actions for passengers to choose from.

In a further exemplary embodiment, the duration of the interruption to the journey can be taken into account for determining the secondary action. The secondary actions are thus selected in such a way that after the completion of such a secondary action by at least one passenger, the passenger can find himself again at the transport vehicle before the transport journey continues. For example, more secondary actions can be selected, which can be carried out one after the other without exceeding the duration of the interruption to the journey.

In a further exemplary embodiment, provision can be made for a respective age and/or a respective age group of some of the passengers to be taken into account for determining the secondary action. Depending on the age of the passengers, age-appropriate secondary actions can be selected. This is particularly beneficial when young age groups have different interests than seniors, for example. The electronic evaluation unit can thus, for example, use the detection units to analyze the respective age groups of the passengers and select appropriately adapted suggestions for secondary actions and offer them to the passengers.

In a further exemplary embodiment, it can be provided that an estimated distance between such a secondary action and the primary action when the journey is interrupted is taken into account for determining the at least one secondary action. The electronic evaluation unit only provides those secondary actions which, starting from the primary action, in particular from the location of the transport vehicle during the break in travel, can be reached by the passengers within the time window of the break in travel. Care is taken here to ensure that the passengers can go to the secondary action after exiting the transport vehicle during the break, in particular on foot, and after the secondary action has ended, they can also go back to the transport vehicle before the transport vehicle ends the break in travel again and resume the transport journey.

In a further exemplary embodiment, provision can be made for the secondary actions to be determined by the electronic evaluation unit by comparing a maximum number of participants in the secondary action with the number of passengers. Such a secondary action is preferably selected which can also be perceived by the at least some passengers. It is also conceivable that the passengers are divided into groups, so that, for example, a first group of passengers performs the secondary action in a first pass and then a second group of passengers performs the secondary action in a second pass. All of this can be taken into account in advance by the electronic evaluation unit.

For example, when determining the secondary action, childcare offers, the capacity of a service station or rest area, or whether the secondary action is a chargeable service or not, can be taken into account. The electronic evaluation unit can also determine whether, for example, at a service area where the journey is interrupted, the secondary actions desired by the passengers can be offered at all.

For example, the utilization of the at least one secondary action, the primary action and the location can be continuously monitored with the electronic evaluation unit while driving is interrupted. In this way, a picture can be created continuously, with which the passengers, in particular, can see the utilization of the activities during the forthcoming break in the journey. A continuous update can be carried out. If it is determined here that the capacity utilization during the time the journey is interrupted is too high to be able to offer the passengers sufficient activities or services, the electronic evaluation unit can, for example, determine an alternative journey interruption or an alternative primary action or alternative secondary actions and offer them to the passengers become.

In particular, secondary actions are selected by the system that can be reached on foot by a passenger at the location of the travel break. In particular within a definable time interval. The time interval can be specified as a function of the estimated duration of the break in travel and thus the duration of the primary action.

A further aspect of the invention relates to an electronic journey interruption management system with an electronic evaluation unit, the electronic journey interruption management system being designed to carry out a method according to the previous aspect or an advantageous development thereof. In particular, the method described above can be carried out using the electronic travel interruption management system just described.

For example, the electronic journey interruption management system can be a central processing unit, a backend, a decentralized processing unit or a data cloud.

In particular, multiple transport vehicles can be managed using the electronic travel interruption management system. In particular, the electronic trip interruption management system can be advantageously used in vehicle fleets.

A further aspect of the invention relates to a transport vehicle with an electronic travel interruption management system according to the previous aspect or an advantageous embodiment thereof.

For example, the transport vehicle can be a semi-autonomously or fully autonomously operated vehicle. In particular, the transport vehicle is a passenger car, a truck or a bus. In particular, the transport vehicle serves to transport at least two, in particular several, passengers.

In particular, the transport vehicle can have an electronic vehicle guidance system.

An electronic vehicle guidance system can be understood to mean an electronic system that is set up to guide a vehicle, specifically the transport vehicle, fully automatically or fully autonomously, in particular without the driver having to intervene in a control system. The vehicle automatically carries out all the necessary functions, such as steering, braking and/or acceleration manoeuvres, monitoring and registering road traffic and responding accordingly. In particular, the electronic vehicle guidance system can implement a fully automatic or fully autonomous driving mode of the motor vehicle according to level 5 of the classification according to SAE J3016. An electronic vehicle guidance system can also be understood as a driver assistance system (English: "advanced driver assistance system", ADAS), which supports the driver in partially automated or partially autonomous driving. In particular, the electronic vehicle guidance system can implement a partially automated or partially autonomous driving mode according to levels 1 to 4 according to the SAE J3016 classification. Here and in the following, "SAE J3016" refers to the corresponding standard in the June 2018 version.

The at least partially automatic vehicle guidance can therefore include driving the vehicle according to a fully automatic or fully autonomous driving mode of level 5 according to SAE J3016. The at least partially automatic vehicle guidance can also include guiding the vehicle according to a partially automated or partially autonomous driving mode according to levels 1 to 4 according to SAE J3016.

An evaluation unit can be understood in particular as a data processing device, so the evaluation unit can in particular process data for carrying out arithmetic operations. This may also include operations to perform indexed accesses to a data structure, for example a look-up table (LUT).

In particular, the evaluation unit can contain one or more computers, one or more microcontrollers and/or one or more integrated circuits, for example one or more application-specific integrated circuits, ASIC (English: “application-specific integrated circuit”), one or more field-programmable gate Arrays, FPGA, and/or one or more single-chip systems, SoC (English: "system on a chip"). The evaluation unit can also have one or more processors, for example one or more microprocessors, one or more central processing units, CPU, one or more graphics processing units, GPU and/or contain one or more signal processors, in particular one or more digital signal processors, DSP. The evaluation unit can also contain a physical or virtual network of computers or other of the units mentioned.

In various exemplary embodiments, the evaluation unit contains one or more hardware and/or software interfaces and/or one or more memory units.

Advantageous forms of embodiment of the method are to be regarded as advantageous forms of embodiment of the electronic travel interruption management system and of the transport vehicle.

In particular, advantageous exemplary embodiments of one aspect can be regarded as advantageous exemplary embodiments of all other aspects and vice versa.

The invention also includes developments of the journey interruption management system according to the invention and the transportation vehicle according to the invention, which have features as have already been described in connection with the developments of the method according to the invention. For this reason, the corresponding developments of the journey interruption management system according to the invention and the transport vehicle according to the invention are not described again here.

The invention also includes the combinations of features of the described embodiments.

Exemplary embodiments of the invention are described below. For this purpose, the only figure shows a schematic representation of a transport vehicle during a transport journey.

The exemplary embodiments explained below are preferred exemplary embodiments of the invention. In the exemplary embodiments, the described components each represent individual features of the invention that are to be considered independently of one another, which also develop the invention independently of one another and are therefore also to be regarded as part of the invention individually or in a combination other than that shown. Furthermore, the exemplary embodiments described can also be supplemented by further features of the invention already described.

In the single figure, a transport vehicle 1 is sketched as an example during a transport trip 2 . With the help of the transport vehicle 1 several passengers 3 can be transported during the transport trip 2 . In particular, the transport vehicle 1 is located on the transport trip 2 from a starting point to a destination.

For example, transportation trip 2 can be a long-distance trip, a holiday trip, passenger transport or a long-distance trip. The transport vehicle 1 can be, for example, a motor vehicle such as a passenger car or a truck or a bus.

So that the transport trip 2 can be designed to be efficient and pleasant, in particular for the multiple passengers 3 , the transport trip 2 can be administered or managed by an electronic trip interruption management system 4 . At least one break in the transportation journey 2 can be managed with the aid of the break-in management system 4 .

The break in travel 5 can be, for example, a stop or a break or an intermediate stop or a stop at a service area or a stop at a gas station or a stop at a motorway service area or a motorway service area or a motorway service area. These are just a few of the possible examples and should therefore not be considered exhaustive.

The electronic travel interruption management system 4 can be, for example, a central processing unit or a decentralized unit. In particular, this can be a cloud-based system. It is also conceivable that the interruption management system 4 or at least one unit of this system is integrated in the transport vehicle.

With the help of the intelligent interruption management system 4, for example, a planned timetable of the transport vehicle 1, which is operated autonomously, for example, can be adhered to. Since it is important, for example, for a provider of such a transport vehicle 2 to receive positive ratings, the electronic travel interruption management system 4 can be used for this purpose. This can, for example, prevent unnecessary delays and/or delays occurring during the transportation journey 2 . By adhering to the timetable, additional costs that arise in the event of delays due to cost reimbursements can be reduced. The electronic travel break management system 4 can provide the passengers 3 with a corresponding advance notice of the planned break or travel break 5, for example, so that an optimal, in particular time-optimal, break can be carried out as a travel break 5.

The break in travel 5 can be, for example, a stop at a service area along a freeway, where passengers, in particular passengers 3, can take breaks or a fuel or energy tank of the transport vehicle 1 can be refueled or charged.

With the journey interruption management system 4 it can be prevented in an intelligent manner that, despite a large number of passengers or passengers 3, a stopover or a break as a journey interruption 5 lasts longer than the timetable of the transport vehicle 1 intended. In this way, for example, long queues in front of a washroom or long waiting times at checkouts can be prevented or reduced.

In particular, a communication system with motorway service stations can be created with the aid of the trip interruption management system 4, so that a wide variety of transport vehicles and a wide variety of motorway service stations can be intelligently and digitally networked.

For example, with the help of the electronic journey interruption management system 4, service areas or motorway services can be integrated into a road network. This can, for example, ensure punctuality for coordinated timetables for transport trips.

So that the journey break 5 can now be made more efficient, vehicle information of the transport vehicle 1 and/or route information of the transport trip 2 and/or passenger information of at least some passengers 7 of the plurality of passengers 3 can be detected using a detection unit 6 . In particular, the detection unit 6 is an electronic detection unit, such as a detection system, a sensor system, a sensor unit or a sensor system. The electronic detection unit 6 can, for example, be part of the electronic travel interruption management system 4 and/or the transport vehicle 1 . For this purpose, for example, the detection unit 6 can consist of several individual units.

In particular, with the help of the detection unit 6, a wide variety of information regarding the transport journey 2 carried out and all associated possible and/or occurring information can be detected. In addition to or instead of this, this information can also already be present, so that it is only provided. The information that was either recorded or provided can be transmitted to an electronic evaluation unit 8 of the journey interruption management system 4 . The electronic evaluation unit 8 can be, for example, a computing unit or a processing unit. The electronic evaluation unit 8 can also be a complex computer system consisting of several units.

With the help of this electronic evaluation unit 8, the potential trip interruption 5 can be determined or generated or calculated using the vehicle information and/or the route information and/or the passenger information.

In this case, the travel break 5 can be generated in such a way that it is taken into account that a primary action 9 is available for the transport vehicle 1 during the travel break 5 . This primary action 9 is a main task or main service, which the transport vehicle 1 must perform when the journey is interrupted 5 . The primary action 9 can be, for example, a refueling process of a fuel tank of the transport vehicle 1 or an electrical charging process of an electrical energy store of the transport vehicle 1 or a workshop service or a break by a driver of the transport vehicle 1 or, for example, a breakdown service of the transport vehicle 1 or to act another repair measure on the transport vehicle 1. These are just some of the possible examples of a primary action 9. This primary action 9 serves in particular as a basis for possible additional actions and/or activities during the break in the journey 5. In order to make the break in the journey 5 more efficient, the time for carrying out the primary action 9 should be the passengers 3 are made more comfortable. For this purpose, at least one secondary action 10 that differs from the primary action 9 can be determined. In addition to the primary action 9 performed, this secondary action 10 can also be offered to the passengers 3 and performed by these passengers 3 .

In other words, in addition to the actual main function relating to the supply and/or maintenance of the transport vehicle 1, suitable and particularly pleasant secondary actions 10, particularly additional services, can also be provided and offered to the passengers 3 in an intelligent manner.

For example, the at least one secondary action 10 can be performed with the aid of the electronic evaluation unit 8 depending on the vehicle information and/or the route information and/or the passenger information and/or the break in travel 5 and/or a type of the primary action 9 and/or the estimated duration of the primary action 9 can be determined. Likewise, for example, a location 11 of the journey break 5 and/or a type of journey break 5 and/or an estimated duration of the journey break 5 can be taken into account when generating the at least one secondary action 10 . A decisive criterion can be the duration of the break in travel 5 . On the one hand, the duration of the travel break 5 is designed such that the primary action 9 can be carried out within this duration. In addition, the further secondary actions 10 can be carried out parallel to the primary action 9 .

For example, the electronic evaluation unit 8 can be used to determine a type and/or the location 11 and/or a duration and/or an urgency of the break in travel 5 as a function of the various information that was provided and/or recorded. In this way, an optimal and efficient stopping option for carrying out the journey break 5 can be determined in advance by the system with the aid of the electronic evaluation unit 8 . This can be communicated to the passengers 3 as information in good time, for example. Furthermore, the type and/or location 11 and/or the duration and/or the urgency of the break in travel 5 can be output optically and/or acoustically to a main passenger 12 of the transport vehicle 1 and/or to at least some passengers 7. This output can take place, for example, by means of a transport terminal 13 and/or a mobile end device 14 . The transportation terminal 13 can be, for example, one unit and/or multiple units within the transportation vehicle 1 . For example, a corresponding unit of the transportation terminal 13 can be arranged at each passenger seat. These units can be input and output units, for example. Mobile terminal 14 can be a passenger's mobile terminal, for example. For example, the mobile end device can be in the form of a tablet or smartphone or smartwatch or data glasses.

The main passenger 12 can be the driver of the transport vehicle 1, for example. It is also conceivable that the main passenger 12 is a travel guide or contact person who provides the passengers 3 with the relevant information in the case of a journey as a transport trip 2 .

A further application for the transportation terminal 13 and/or the mobile terminal device 14 is that the at least one secondary action 10 is output to the at least some passengers 7 for selection. The decision can be given to some passengers 7 as to whether they want to carry out the at least one secondary action 10 or not. Thus, considered individually, each of the several passengers 7 can confirm or reject the secondary action 10 . These decisions can be made available to the electronic evaluation unit 8 so that it can, for example, adapt or replan the break in travel 5 on the basis of these decisions. Thus, the respective needs of the passengers 3 of the transport vehicle 1 can be addressed individually and depending on the situation.

A further possibility of the electronic journey interruption management system 4 is that, for example, the confirmed secondary actions 10 are reserved and/or booked for a usage time which correlates with the at least one journey interruption 5 . It can thereby be achieved that the desired secondary action 10 can also actually be perceived by the at least some passengers 7 during the break in travel 5 . For this purpose, for example, each of the several passengers 7 can be provided with a corresponding reservation confirmation and/or booking confirmation electronically and/or in paper form. Furthermore, the electronic evaluation unit 8 can continuously check whether the at least one secondary action 10 is actually available during the break in travel 5 . It is particularly advantageous here if a check is carried out before the location 11 of the break in travel 5 is reached as to whether the secondary action 10 is actually available. For the availability of the secondary action 10, for example, the time and/or a utilization and/or a capacity with regard to the secondary action 10 can be retrieved and checked by the electronic evaluation unit 8. In particular, this takes place automatically.

If the electronic evaluation unit 8 determines that the secondary action 10 is not available, the electronic evaluation unit 8 can independently determine an alternative secondary action 15 . This alternative secondary action 15 is generated in such a way that a point in time and/or a type and/or an extent of the at least one secondary action 10 is taken into account. Thus, despite the failure of the actual secondary action 10, the at least some passengers 7 can be provided with an alternative secondary action 10 that is as adequate as possible. This can likewise be confirmed or rejected by the passengers 3 .

A further possibility is that some of the passengers 7 use the transportation terminal 13 or the mobile terminal device 14 to enter preferred secondary actions or interests and/or wishes. In particular, this can be done via an electronic input unit 19 . This can be taken into account by the electronic evaluation unit 8 when determining the secondary action 10 . It is primarily ensured that at least one of the preferred secondary actions of some passengers 7 can be carried out during the break in travel 5 . If this is not the case, an alternative break in travel can be determined, for example, by the electronic evaluation unit 8 . However, the time interval and the geographic distance between the transport vehicle 1 and the journey break 5 and/or the alternative journey break are always taken into account. This distance should not be too great in order not to generate excessive time delays with regard to the transport journey 2 .

It is particularly advantageous if the electronic evaluation unit 8 determines at least one first secondary action 16 and at least one second secondary action 17 . For example, these two secondary actions 16, 17 can make different offers available to the passengers 3. In particular, several, in particular a large number of, secondary actions 10 can be determined with the aid of the electronic evaluation unit 8 . However, it must always be ensured that the determined secondary actions 10 , 16 , 15 , 17 lie within a predetermined range in relation to the location 11 of the break in travel 5 . As a result, for example, a time or distance-related distance from the parked transport vehicle 1 (shown here with a broken line) can be understood while the primary action 9 is being carried out. As a result, starting from the parked transport vehicle 1, the at least some passengers 7 can reach a corresponding secondary action and can go back to the transport vehicle 1 before the transport vehicle 2 continues to travel.

For example, the area 18 can span a surrounding area within which the passengers 3 can reach a secondary action 10 within five minutes, in particular ten minutes, on foot.

Furthermore, with the help of the electronic evaluation unit 8, the first and second secondary action 16, 17 can be prioritized or classified based on their respective urgencies. Thus, for example, a secondary action 10, which includes a medical or medical examination, can be assigned the highest priority. Depending on the respective prioritization of the first and at least second secondary action 16, 17, a point in time and/or a location of the break in travel 5 can then be determined or adjusted, for example. If the required secondary action 10 has a high priority, it can be decided by the electronic evaluation unit 8 that the travel break 5 must be carried out earlier. A new travel break that can be carried out immediately can thus be determined.

For example, potential secondary actions may be requested by the passengers 3. This can be done, for example, by the transportation terminal 13 and/or the mobile terminal device 14 . The electronic evaluation unit 8 can then check whether the type and/or urgency of the travel break 5 can be changed or postponed on the basis of the specified primary action 9 . If this is the case, the electronic evaluation unit 8 can determine an alternative journey break, in which the primary action 9 and at least one of the desired secondary actions of the passengers can be carried out.

For example, the electronic break-in management system 4 can be a network system with which transport vehicles can announce a plan to take a break at a service area. In other words, the transport vehicle 1 can offer the primary action 9 and/or the secondary action 10 information regarding the imminent journey break 5 . For example, the occupancy rate of such a service area within a specific radius of the transport vehicle 1 can be displayed to the transport vehicle 1 and in particular to the passengers 3 via screens or head-up displays. In this case, for example, each service area along the transport journey 2 can communicate with the journey interruption management system 4 . As a result, the service areas can make all their available primary actions and secondary actions available to the transport vehicle 1 and in particular to the interruption management system 4 . For example, a number of current guests, the current waiting times in washrooms, the number of free charging stations, the range in a supermarket, a restaurant menu or other information can be made available. The passengers 3 or passengers can, for example, at their seat via an app on their smartphone or express their wish for a secondary action 10 on their tablet. It can thus be determined for each passenger what they would like to plan during their stay at the service area, in particular during the break 5 in the journey. In this case, for example, each passenger can rate the importance of the individual projects during the break in travel 5 . For example, a passenger may indicate that they would like to eat at the restaurant and relax on a massage chair for a period of time. This passenger can rate the food with the highest priority and the massage chair as less important. These inputs from the passenger and all other passengers 3 can be saved, compared with the capacities of the suggested service areas and calculated. With the help of the electronic evaluation unit 8, a speed, the tank filling, the maximum planned duration of the break and the planned time of arrival of the transport vehicle 1 can be included. As a result, the optimum service area for carrying out the journey break 5 can be output for the transport vehicle 1, at which the transport vehicle 1 should preferably stop. For loading or refueling of the transport vehicle 1, the transport vehicle 1 can be navigated directly to a corresponding charging station and fuel pump with the aid of the navigation system. Likewise, each passenger or passenger can be shown an optimal route on his own display and/or smartphone and/or tablet, with which he should approach his break and which also takes into account the importance of the individual projects. For example, a woman of the several passengers 3, who has indicated that she would like to buy something in a kiosk and bring her baby to the baby changing room, could be shown that the baby changing room in cabin X will be available for her for 15 minutes from the time of arrival of the transport vehicle 1 was reserved at stop 5, where she should then go via a specific footpath in the direction of the kiosk. This can be electronically displayed to each passenger. Each passenger thus receives an individual stay plan for the journey break 5. For example, the respective route can be confirmed by a passenger, so that he receives a scan code or a QR code with which he can release and carry out a reserved secondary action 10. Going back to the example of the woman, the reserved washroom can be unlocked with the help of the QR code, for example. Also linked to this QR code, a manual payment process can be omitted using an electronic payment system. In particular, the individual intentions of the individual passengers 3 can be monitored or tracked during the travel break 5 with a timer of the electronic travel break management system 4 . It can thus be achieved that after the primary action 9 has ended, the transport vehicle 2 can be resumed immediately. Should the electronic evaluation unit 8 determine in advance that individual passengers will be delayed, they can be warned or made aware of this at an early stage via electronic signals.

Reference List

1

transport vehicle

2

transportation trip

3

several passengers

4

Electronic Trip Break Management System

5

driving break

6

registration unit

7

some passengers

8th

electronic evaluation unit

9

primary storyline

10

secondary plot

11

location of the break in the journey

12

main passenger

13

Transportation Terminal

14

mobile device

15

alternate secondary plot

16

first secondary plot

17

second secondary plot

18

Area

19

electronic input unit

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• US6542812B1 [0003]
• CN 103874023A [0004]

Claims (10)

Method for operating a journey interruption management system (4), with which at least one journey interruption (5) of at least one transport vehicle (1) during a transport journey (2) for transporting a plurality of passengers (3) can be managed, the following steps being carried out: - detecting vehicle information of the transport vehicle (1) and/or route information of the transport trip (1) and/or passenger information of at least some passengers (7) of the plurality of passengers (3) with a detection unit (6), and/or - Providing vehicle information of the transport vehicle (1) and/or route information of the transport journey (2) and/or passenger information of at least some passengers (7) of the plurality of passengers (3), - Transmission of the provided and/or recorded vehicle information and/or route information and/or passenger information to an electronic evaluation unit (8) of the journey interruption management system (4), - Determining a potential trip interruption of a transport trip (2) to carry out a primary action (9) depending on the provided and / or recorded vehicle information and / or route information and / or passenger information to perform a primary action (9), - determining at least one secondary action (10) which is different from the primary action (9) and which can also be carried out when the at least one journey is interrupted (5), by the electronic evaluation unit (8), and - Providing information regarding the at least one secondary action (10) to the transport vehicle (1) and/or to at least some passengers (7). procedure after claim 1 , wherein a type and/or a location (11) and/or a duration and/or an urgency of the at least one travel break (5) is determined by the electronic evaluation unit (8) as a function of the vehicle information and/or route information and/or passenger information a main passenger (12) of the transport vehicle (1) and/or the at least some passengers (7) is output optically and/or acoustically. procedure after claim 1 or 2 , depending on potential secondary actions that are desired by the passengers (3, 7), the electronic evaluation unit (8) checks whether the type and/or urgency of the travel break (5) is changed due to the required primary action (9). and an alternative journey break can be determined, in which the primary action (9) and, in addition, several secondary actions can be carried out. Method according to one of the preceding claims, wherein the electronic evaluation unit (8) checks the availability of the at least one secondary action (10) for a point in time of the at least one travel break (5), and if the at least one secondary action (10) is not at the point in time is available, then an alternative secondary action (15) is determined, in particular the alternative secondary action (15) is output to the transport vehicle (1) and/or the at least some passengers (7) for selection, in particular as a function of the at least one journey interruption (5 ) a number of secondary actions (10) and/or a duration of the at least one secondary action (10) and/or a scope of the at least one secondary action (10) is determined. Method according to one of the preceding claims, wherein a first secondary action (16) and at least one second secondary action (17) are determined with the electronic evaluation unit (8), the two secondary actions (16, 17) depending on a respective urgency of the two secondary actions (16, 17), in particular depending on the respective urgency of the secondary action (16, 17), a point in time and/or a location (11) of the at least one travel break (5) is determined by the electronic evaluation unit (8). Method according to one of the preceding claims, in which preferred secondary actions of at least some passengers (7) are entered via an electronic input unit (19) and these preferred secondary actions are transmitted to the electronic evaluation unit (8), wherein when the at least one secondary action (10) is determined it is checked whether at least one of the preferred secondary actions is available at the at least one break in travel (5). The method according to any one of the preceding claims, wherein the at least one secondary action (10) visually and/or visually and/or is output acoustically, in particular the at least one secondary action (10) by the at least some passengers (7) can be confirmed or rejected by means of an electronic input unit (19). procedure after claim 7 , wherein upon confirmation of the at least one secondary action (10) by at least some passengers (7), the at least one secondary action (10) is reserved by the journey break management system (4) for a usage time which correlates with the at least one journey break (5) and /or is booked. Electronic journey interruption management system (4) with an electronic evaluation unit (8), the electronic journey interruption management system (4) being designed to carry out a method according to one of the preceding claims. Transportation vehicle (1) with an electronic travel interruption management system (4). claim 9 .

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