DE102022117804A1 - OMNIBUS AND REPLACEMENT SYSTEM FOR CONTROLLING AN OMNIBUS PASSENGER INFORMATION SYSTEM - Google Patents

Abstract

A replacement system (1) for controlling a bus passenger information system (110) with a large number of peripheral units, such as a stop monitor (120), a destination display (130), a course display (140), an interior loudspeaker (150), an exterior loudspeaker (160) , a stop request switch (171) or the like, comprises a central unit (10) which can be detachably mounted in a bus (100) and which is designed and set up to generate at least one command for actuating one of the peripheral units, the central unit having a position sensor ( 11), such as a GPS sensor, for detecting an actual position of the bus and a route memory on which a large number of waypoints and coordinates assigned to these waypoints are stored, the central unit being designed and set up to compare the actual position of the omnibus with at least one coordinate assigned to a waypoint, and to determine at least one command based on the comparison, the replacement system further comprising at least one connection module (20, 30, 40) which can be connected to at least one peripheral unit of the omnibus, wherein the at least one connection module is connected to the central unit in terms of data transmission in order to receive at least one command for actuating at least one peripheral unit assigned to the connection module and / or to provide at least one signal from at least one peripheral unit assigned to the connection module to the central unit.

Description

The invention relates to a replacement system for controlling a bus passenger information system. The invention also relates to a bus with a passenger information system that has a plurality of peripheral units, such as a stop monitor, a destination display, a course display, an interior speaker, an exterior speaker, a stop request switch system or the like, and a master system for controlling the omnibus passenger information system in a regular operating state and a replacement system for a special operating state.

STATE OF THE ART

In many places, local public transport is provided by buses. Spatially separate areas of operation are usually served by different companies. Within an admission area, the buses typically run on a number of predetermined routes. Each line is assigned a large number of so-called routes. Each route includes a sequence of stops, including a final stop (the destination of the route). Timetable data includes the data of a route as well as the arrival and/or departure time assigned to the stops along the route. Several different vehicles on the same line can be referred to as different courses. In many places, several bus vehicles on the same route are numbered consecutively as courses, whereby the course numbering can serve as an identification feature, for example as a radio identifier and/or for scheduling certain vehicles and drivers

Local public transport buses usually have a passenger information system. The passenger information system provides passengers with general information about the line being traveled and specific information about upcoming stops. This information includes, for example, the number of the line on which the bus runs, the name of the final station in the direction of which the bus is moving, and the route number assigned to a specific bus. The destination and the route number are usually shown with a so-called destination display on the front, the entry side and often at least the route number on the rear of the bus. The target display may typically be an LED display or LCD display, flip dot display or similar. The course number is often displayed in the driver's area with another LED display or LCD display or the like. The bus can have external loudspeakers and internal loudspeakers for the acoustic transmission of information. In the interior of the bus, stop displays can be provided, for example, as displays or stop monitors in the form of monitors or the like. A stop display can show the name of the next stop. A stop monitor can display various image and text information. For example, a stop monitor can show a string-like sequence of several upcoming stops in graphic format. The stop display and/or the stop monitor can also display a signal that symbolizes a request to stop.

For regular service in Germany, buses are equipped with a computer-aided operations control system (RBL), which can also be referred to as an “Intermodal Transport Control System” (ITCS). Buses also have an integrated on-board information system (IBIS), which coordinates the functions of the RBL system and controls the passenger information system when the bus is in normal operating mode. The IBIS of a bus includes a central device (IBIS master), which controls the connected peripheral devices of the passenger information system via an IBIS distributor. The central on-board computer is often designed as a structural unit with the ticket printer. All information necessary for the regular operating state is stored locally in the respective bus on a storage medium, for example in order to ensure continued operation of the bus with passenger information system in the event of a failure of the radio supply. The system architecture and communication is standardized by the Association of German Transport Companies (VDV). The VDV730 contains recommendations for transport companies with regard to functions and requirements. Control protocols and data telegrams for controlling peripheral devices are defined in the VDV300 and VDV301. The master system can also communicate via radio with a central control center for line operations within an operational area. For example, location data for the bus can be transmitted to the control center at regular intervals so that the control center can determine whether the bus is traveling on the correct route.

1 shows a conventional architecture schematically. The master system 210 is designed and set up to control the bus passenger information system 110 in the regular operating state. Via the distributor 215, the master system 210 communicates with a target display control unit that is connected to one or more target displays 130. Furthermore, a stop request system 170 with several stop request switches 171 is connected to the maser system 210. Depending on the make of the bus, the physical distributor 215 of the master system 210 is typically housed either in the front third of the vehicle in a roof cove or in a compartment behind the driver's seat. Several stop monitors 120 are connected to the master system 210 via an infotainment computer 220. The physical infotainment computer 220 is often housed in a roof cove in the middle or rear third of the bus; connection options for connection cables for the stop monitors provided in the bus can also be provided there. The arrangement of the infotainment computer and the master system distributor can vary significantly from manufacturer to manufacturer. Typically, in a regular operating state, the stop database located locally in the bus, which works according to a VDV standardized standard, is connected to the infotainment computer. An adaptation of such a stop database to an operation of the bus in a special operating state is not easily possible.

In order to provide passengers with the appropriate information for the current next stop, the master system requires information about the current position of the bus along the route. In regular operating mode, the master system records information about the current position of the bus along a route, usually using an odometer, i.e. by recording the distance traveled. The predetermined distances between stops along the route are stored in the master system and are used as a reference. In some cases, reaching a stop along the route is recorded using the door opening process, whereby a door opening process is interpreted by the master system as reaching a stop. The master system can correlate the current information, including the current time, with timetable data and, in addition to the stops, display a target arrival time or delay. Such systems are prone to errors and are not robust against deviations from standard operation, for example as a result of diversions. Signaling units that usually work in the infrared spectrum are often installed at end stations or frequently frequented stops, which the master system uses to detect when these stations have been reached. Such stations can, for example, serve as a reference point for position detection with an odometer.

Out of US 9,739,623 B2 describes a system for managing alternative routes for local transport vehicles, such as buses, which includes an on-board computer with a positioning and communication system. A dispatcher can use a planning server to determine an alternate route using GPS waypoints and transmit the alternate route to the on-board computer as a timetable. According to a timetable, the alternative route includes a sequence of stops, with temporary stops being defined in addition to or instead of normal stops, which correspond, for example, to a diversion, as well as the arrival and/or departure time assigned to the stops along the route. Using an on-board computer, passenger information regarding normal and temporary stops will be displayed on screens. As with the conventional system, the information is stored and processed locally in the bus. Using the in US 9,739,623 B2 With the system described, an on-board computer or master system can be adapted to deviations from normal routes to a limited extent as part of regular operation.

In practice, the conventional system has proven to be poorly adaptable to short-term use of a bus outside its usual area of operation or on routes that deviate from those usual in the area of operation. Such uses typically concern special and occasional routes (special operations), for example trade fair shuttles, tours or rail replacement services. When using a conventional master system, the adaptation would require intensive intervention both in the information available locally in the bus and, if necessary, in information from the control center. To use the odometer, the specific special and opportunity route would also have to be properly measured and the measurement data entered into the master system and, if necessary, one or more signal units placed along the opportunity route. When using a bus outside its area of operation, for example in rail replacement operations for a third-party local transport provider, the specific master system is usually incompatible with the third-party control center, so that it is not possible to adapt the control center system or the master system of the replacement bus from either a time or economic perspective . In general, buses on special and occasional routes are therefore operated without a functioning passenger information system.

It is an object of the invention to overcome the disadvantages of the prior art, in particular to provide a solution to enable buses from a wide variety of manufacturers and a wide variety of technical equipment to quickly, easily and reliably display detailed passenger information using a passenger information system on special and occasional routes, especially outside the in the regular operating area of the bus.

DESCRIPTION

This task is solved by the subject matter of claim 1. Accordingly, a replacement system for controlling an omnibus passenger information system with a large number of peripheral units, such as a stop monitor, a destination display, a course display, an interior speaker, an exterior speaker, a stop request switch or the like, is provided. The replacement system includes a central unit that can be detachably mounted or mounted in a bus. The central unit is designed and set up to generate at least one command for actuating one of the peripheral units. The central unit has a position sensor, such as a GPS sensor, for detecting an actual position of the bus. Furthermore, the central unit has a route memory on which a large number of waypoints and coordinates assigned to these waypoints are stored. The central unit is designed and set up to carry out a comparison of the actual position of the bus with at least one coordinate assigned to a waypoint, and to determine at least one command based on the comparison. For example, the central unit can be designed and set up to use the comparison to detect an approach of the actual position to predetermined coordinates of a waypoint. Alternatively or additionally, the central unit can be designed and set up to use the comparison to detect an approach of the actual position to predetermined coordinates of a waypoint. The central unit can be designed and set up to carry out the comparison taking into account the actual position and a zone spanned around the waypoint coordinates. The zone can, for example, be defined in a circle around the waypoint coordinates, in particular with the waypoint coordinates as the center point. With the comparison, the central unit can, for example, recognize an entry into the zone and/or an exit from the zone. It is clear that the various components of the central unit, for example the route memory and the position sensor, can be at least partially modular components that are connected to one another for data transmission or can preferably be integrated into a component unit in a computer, for example a tablet PC.

It has proven to be expedient to generate the command for actuating the peripheral units through the connection module or through the connection modules locally by the central unit in order to avoid time delays as a result of a transmission to a planning server or the like. In particular, it has proven to be expedient to record the actual position of the bus locally in a bus using the central unit and its position sensor and to carry out the comparison with waypoints on a route to coordinate coordinates. The travel time from one stop to the next often only takes 1 minute or less, so the provision of information by the passenger information system is time-critical. Particularly in the case of short stop distances in regular services, sometimes only slightly more than 100 m, an expansion of the actual position can result in command generation triggered by the server leading to a high error rate. Experiments have shown that server-side information provision by the passenger information system would be initiated with a considerable time delay, for example one or more stops too late, despite correct comparison recording.

Furthermore, the replacement system includes at least one connection module. The at least one connection module is preferably detachably mounted or mountable in the bus. At least one peripheral unit of the bus can be connected to the connection module. The at least one connection module is connected to the central unit for data transmission, for example wired or wireless, something via WLAN or Bluetooth, in order to receive at least one command for actuating at least one peripheral unit assigned to the connection module and / or to receive at least one signal from at least one assigned to the connection module To provide a peripheral unit for the central unit. A command generally refers to an analog and/or, preferably electrical, signal from the central processing unit to cause at least one connection module to perform a function. A command can, for example, be a telegram-like data signal. The at least one connection module is preferably designed and set up to process a command addressed to the respective connection module. For example, a connection module can be designed and set up to process a command completely or partially, for example a telegram-like digital signal in extracts, in particular and the comparison with a table or the like, which assigns a corresponding function to different commands. The at least one connection module can, for example, be connected to the central unit in a wired or wireless manner, perhaps via WLAN or Bluetooth. Different connection modules can be connected to the central unit in the same or different ways. The central unit and the at least one connection module, in particular the plurality of connection modules, are preferably arranged spatially separated from one another in the bus. One or more connection modules can be implemented in a component unit with the central unit. For a replacement system with multiple connection types modules, several, in particular all, of the several connection modules can be arranged spatially separated from one another in the bus. One or more connection modules can be implemented in a component unit with one another. Preferably, at least one connection module, in particular at least two connection modules, is arranged spatially separated from the central unit, wherein preferably this at least one connection module, in particular these at least two connection modules, are connected to the central unit wirelessly for data transmission.

The modular replacement system, which includes a central unit and one or more connection modules, can be easily used to retrofit non-local buses for use in any area of application. The central unit can replace or supplement a conventional on-board computer of a conventional master system. One or more connection modules can be used, for example, to replace or bridge the usual infotainment computer. The central unit and the few connection modules are preferably coordinated with the bus in such a way that an existing master system, an existing infotainment computer and the like can remain physically in place in the bus during the use of the replacement system, so that following the use of the bus in In a special operating state, the regular operability of the bus can be easily restored. Thanks to its modularity, the replacement system is flexible and easy to adapt to buses and their peripheral devices from a wide range of manufacturers. Since the information regarding the route is stored separately from the master system of the bus in the route memory of the central unit of the replacement system, a profound adjustment of the software and/or hardware of the bus can be dispensed with and, with the help of the replacement system, the bus can be operated with little time and technical effort Any route guidance can be adapted and used with the integration of the passenger information system. By providing the note information stored in the route memory of the central unit with waypoint coordinates (i.e., coordinates of the individual waypoints along the route), control events can be easily provided in order to operate the peripheral devices of the passenger information system using the central unit and the connection modules, so that for the Passengers have the appearance of a regularly operating passenger information system.

In a preferred embodiment of a replacement system, the connection module comprises a relay module which is connected or connectable to at least one peripheral unit, in particular a course display, a stop display and/or a destination display control unit, and which is designed and set up to actuate the at least one peripheral unit. The at least one connection module or the several connection modules can connect the central unit of the replacement system to the various peripheral devices from different manufacturers in the manner of an adapter. The replacement system can be installed and removed in a simple manner by means of specifically defined, in particular VDV-compliant, interfaces and/or by means of interfaces of the at least one connection module that are adapted to the individual peripheral devices (possibly not VDV-compliant). For example, a relay module can be implemented compatible with a VDV300 interface and/or VDV301 interface in order to operate a target display control unit, such as the one under the product name “SICMA-Control” from the company LAWO, which under the product name “ICU-602” from the company Luminator or the one available under the product name “BT902” from Bustec. The relay module can be designed and set up to generate and provide so-called IBIS-VDV 300-car bus telegrams or similar for one or more destination display control devices. The communication module or relay module is preferably designed and set up to send a command that corresponds to a stop as an IBIS-VDV standardized control signal or as a control signal for outputting a free text (the free text being provided to the relay module by means of the command from the central unit can) generate and output. By using a connection module assigned to a peripheral unit or group of similar peripheral devices, interaction between the central unit of the replacement system and the communication interfaces of the bus's own master system, for example an IBIS distributor and/or IBIS bus system, can be dispensed with. This has the advantage that no in-depth adjustment of the bus-side master system is required because it is bridged using the replacement system. Optionally, it is conceivable to provide a connection module which provides communication between the central unit and/or at least one peripheral unit with the master system, if this is desired, but this is generally not necessary and not provided for the replacement operation of the passenger information system using the replacement system .

In another embodiment of a replacement system that can be combined with the previous one, the at least one connection module comprises a monitor control module that can be connected to at least one bus stop monitor or is connected and which is designed and set up to operate the at least one stop monitor corresponding to at least one waypoint, in particular the next waypoint to be approached by the bus, and possibly depending on the state of at least one stop request system. In particular, the central unit is designed and set up to generate a command for the monitor control module that is assigned to the at least one waypoint, preferably the next waypoint along the route. The monitor control unit can be designed and set up to generate image data, which is intended for display by at least one stop monitor of the bus, depending on at least one command, if necessary taking into account a stop request status, additional information, etc. Alternatively or additionally, this can Monitor control module can be designed and set up to hold at least one, two or more image files assigned to the various waypoints along the route. For example, an individual waypoint can be assigned a first image file which has an image corresponding to the waypoint. Alternatively, an individual waypoint can be assigned a first image file, which indicates the absence of a stop request, and a second image file, which indicates the presence of a stop request. An image file can, for example, represent the motif of a string of pearls, which is common in public transport, highlighting the upcoming stop and a subordinate listing of one or more subsequent stops. In a simple case, the monitor control module can provide image data corresponding to a single image file for display by the stop monitors. Alternatively, the monitor control module can generate and provide image data based on an image file and further data, such as text data, a second and possibly further image files, etc. The monitor control module and the central unit are preferably coordinated with one another in such a way that the monitor control module is caused by a predetermined command from the central unit to cause at least one stop monitor to display an image file corresponding to this predetermined command. The central unit can optionally be designed and set up to generate a command, in particular a command intended for the monitor control module, containing further information, for example regarding a time indication, such as a time zone, time, day of the week and / or date. The connection module, in particular the monitor control module, can be designed and set up to take into account the further information transmitted with the command, such as a time. Optionally, the monitor control module can be equipped with its own secondary communication interface, such as a mobile radio interface, for example an LTE interface or the like, in order to request additional information from a database, in particular via the Internet. In particular, the monitor control module can be issued with a secondary communication interface and designed and set up to request additional intuitions regarding at least one waypoint. For example, the monitor control module can be designed and set up to request additional information regarding a waypoint, for example the next stop, such as additional information regarding connection options at the next stop, in order to display this as a supplement on the at least one stop monitor of the bus. It may be preferred that the monitor control module is not connected to the stop request system for data transmission, i.e. is not able to directly identify a state of the stop request system. Preferably, the central unit and the monitor control module are coordinated with one another in such a way that the monitor control module only receives information regarding the state of the stop request system from the central unit. In addition, the monitor control module can be designed to send test signals to the central processing unit, for example at regular time intervals and/or in response to receiving a command. The central unit can be designed to identify the functionality of the monitor control module based on the reception of the test signals.

Additionally or alternatively, in an embodiment of a replacement system, the at least one connection module can comprise an audio module that is or can be connected to at least one interior speaker, at least one exterior speaker and/or at least one audio amplifier. In particular, the central unit is designed and set up to generate a command for the audio module that corresponds to at least one waypoint, in particular the next waypoint to be approached by the bus. According to a preferred embodiment, the audio module with the central unit is implemented as a component unit (for example as a tablet PC) and is designed to be connected or connectable directly to an audio connection, such as a microphone connection, of the bus in order to transmit sound data, such as an audio file or an audio stream , to be output using the interior speaker and/or the exterior speaker. In such a preferred embodiment, at least one further connection module that is spatially separate from the central unit, such as a monitor control module and/or a relay module, is preferably provided. The connection to the interior speaker and/or the External loudspeakers can, for example, be established via an audio amplifier on the bus and/or bus-side audio interface, such as a microphone interface for the bus driver. In many buses, the audio amplifier is housed in a roof cove directly above the driver's seat. Some buses have auxiliary audio connections in the area of a slot for a ticket printer, to which, for example, an audio output of the central unit can be directly connected.

In a further embodiment of a replacement system that can be combined with the previous ones, the at least one connection module, which can be, for example, a relay module and/or a monitor control module, is designed and set up to convert a command received from the central unit into a command sent to the Peripheral unit assigned to the connection module has an adapted control signal. The at least one connection module can be designed and set up to convert or translate a command, such as a telegram-like digital signal, from the central unit, which the peripheral unit cannot process, into a control signal, which the peripheral unit is designed and set up to receive and process is. Peripheral devices are generally designed to receive and process specifically formatted control signals. In some buses it can optionally be provided to activate an audio connection, in particular through the relay module, so that an audio signal received at the audio connection, for example from a central unit or an audio module, is output by an interior speaker and/or exterior speaker. The connection module, in particular the relay module, is optionally designed and set up to activate one or more audio connections for an interior and/or exterior loudspeaker of the bus, in particular at predetermined, preferably regular, time intervals and/or as needed. For example, conventional stop monitors are designed and set up to receive image data from an infotainment computer in the regular operating state of the bus in order to output a corresponding display. Destination display control units of buses are typically designed and set up to receive control signals formatted in accordance with VDV300 or VDV301 from an IBIS master system and to carry out corresponding functions in the regular operating state of the bus. According to one example, a connection module can be implemented for connecting the central unit to the destination display control unit, such a connection module being able to be referred to as a relay module. For example, such a connection module can be implemented in the form of a monitor control module and designed to receive a command, such as a telegram-like digital signal, from the central unit and to generate a control signal for the at least one stop monitor connected to the monitor control module in order to output the stop monitor of an image. The monitor control module is preferably designed and set up to operate the at least one stop monitor connected to the monitor control module, in particular continuously, to display predetermined image data, in particular at least until receipt of at least one new command directed to the monitor control module from the central unit.

In an embodiment of a replacement system that can be combined with the previous ones, the at least one connection module, in particular the relay module, is connected or can be connected to at least one stop request system in order to detect an active or passive state of the stop request system and is ready for the central unit deliver. In particular, the central unit is designed and set up to determine at least one command, for example for the monitor control module, taking into account the state of the stop request button or switch.

According to one embodiment of a replacement system, the central unit further has a communication interface, such as a radio communication interface, for example a mobile radio communication interface, for communication with a data and/or timetable server. A radio communication interface can, for example, be designed to send and/or receive text messages such as SMS. Alternatively or additionally, the communication interface can be designed and set up like an LTE communication interface for internet-based communication. The communication interface is designed and set up to issue at least one command for the data and/or timetable server and/or a control center via the communication interface, in particular the command for the data and/or timetable server data relating to the actual position , the comparison and/or a time specification. The communication interface can alternatively or additionally be designed and set up to receive at least one signal for the central unit from a data and/or timetable server and/or a control center, for example for output to a user interface for the driver. The user interface can be designed to support, in particular, text-based communication between the control center and the driver.

In one embodiment of a replacement system, the central unit is designed and set up to receive display and/or announcement data, for example an audio stream, provided by the data and/or timetable server, in particular in response to a command, and to at least one of the display data. and/or command corresponding to announcement data for actuating at least one peripheral unit. For example, the central unit can be designed to send a command to a data and / or timetable server when leaving a zone defined around a predetermined first waypoint and to receive an audio stream provided in response to this command, which, for example, is an announcement, in particular regarding a second, next waypoint.

A further development of a replacement system further includes a data and/or timetable server which holds timetable data which contains correlated information relating to at least one bus line, at least one course, at least one route, a large number of waypoints, a large number of arrival and/or departure times . The data and/or timetable server is preferably arranged in a fixed location away from the bus. It is conceivable that the data and/or timetable server is linked to replacement systems for several buses. In particular, the data and/or timetable server is designed and set up to carry out a comparison between the timetable data and the command determined by the central unit regarding a waypoint in order to determine a timetable deviation. For this purpose, it can be provided that the central unit is designed and set up to generate a command for the data and/or timetable server containing further information, for example regarding a time indication, such as a time zone, time, day of the week and/or date. In particular, the data and/or timetable server is designed and set up to provide the timetable deviation to the central unit. The central unit can be designed to generate a command, for example for a driver's user interface and/or a stop monitor, which includes information regarding the timetable deviation. Additionally or alternatively, the data and/or timetable server can be linked or can be linked to one or more other clients. A client can, for example, be a mobile terminal, such as a smartphone, of a passenger or The data and/or timetable server can be designed to send to the at least one client, in particular upon request of the client, timetable data or an excerpt from timetable data, the timetable deviation and /or further information. The data and/or schedule server can be designed for data exchange with at least one client, in particular according to VDV452, VDV453 or VDV454, preferably in Hafas raw data format (HRDF), in SIRI format, as GTFS (realtime) / GBFS data or as a combination of these.

In an embodiment of a replacement system that can be combined with the previous ones, the central unit has a user interface, such as a touchscreen, for a driver of the bus. The central unit can be designed and set up to provide the user interface with commands for displaying information for the driver (driver information). The driver information can be selected according to that for the passenger information system. The driver information can, for example, indicate a timetable deviation. In addition, the central unit can be designed to receive control inputs from the driver via the user interface, for example regarding route selection or a special announcement. Particularly in combination with the execution of a replacement system whose central unit includes a communication module, the user interface can be designed to support, in particular, text-based communication between the control center and the driver. For example, operational text messages can be received, displayed, formulated and/or sent.

The invention also relates to a bus comprising a passenger information system, a master system and a backup system as described above. The passenger information system of the bus has a variety of peripheral units, such as a stop monitor, destination displays, course displays, interior speakers, exterior speakers, a stop request system with a variety of stop request switches, or the like. The master system of the bus is designed to control the bus passenger information system in a regular operating state. Preferably, in the regular operating state, the replacement system is removed from the bus or at least inactive. The replacement system is intended to control the bus passenger information system in a special operating state. Preferably, in the special operating state, the master system is inactive, for example bridged or switched blind. It may be preferred that the master system remains in the omnibus in the special operating state.

According to a further development of an omnibus, this includes a supply unit connected to the master system in the regular operating state for supplying the peripheral units, with the peripheral units being at least partially, in particular completely, in the special operating state are connected to the energy supply unit via the replacement system. In particular, some or all of the peripheral units of the bus operated by the replacement system are connected to the energy supply unit via the replacement system in the special operating state.

In another development of an omnibus, which can be combined with the previous one, in the special operating state the peripheral devices are at least partially decoupled from the master system in terms of data transmission.

In the context of the present disclosure, the term “signal” generally refers to an analog and/or digital signal that is configured from a first component, for example the central processing unit, a server, a connection module, a peripheral unit or the like, to at least one other component to be transmitted. The term “command” generally refers to a signal issued by the central processing unit to another component. The term “control signal” generally refers to a signal addressed to a peripheral unit, which is preferably configured corresponding to the peripheral unit to which the control signal is addressed.

Preferred embodiments are specified in the subclaims.

DESCRIPTION OF THE FIGURES

• 1 eine schematische Darstellung eines konventionellen Mastersystems zur Steuerung eines Fahrgastinformationssystems in einem Omnibus;
• 2 eine schematische Darstellung einer Ausführung eines erfindungsgemäßen Ersatzsystems zur Steuerung eines Fahrgastinformationssystems in einem Omnibus;
• 3 eine andere schematische Darstellung einer Ausführung eines erfindungsgemäßen Ersatzsystems zur Steuerung eines Fahrgastinformationssystems in einem Omnibus;
• 4 eine schematische Darstellung eines Vergleichs der Ist-Position eines Omnibus mit Wegpunktkoordinaten;
• 5 eine schematische Darstellung mehrere Vergleiche der Ist-Position eines Omnibus mit mehreren Wegpunktkoordinaten;
• 6 eine schematische Darstellung anderer Vergleiche der Ist-Position eines Omnibus mit Wegpunktkoordinaten;
• 7 eine schematische Darstellung verknüpfter Informationen betreffend eine Linie; und
• 8 eine exemplarische Darstellung einer Benutzeroberfläche für einen Busfahrer.

Further properties, features and advantages of the invention will become clear below by describing preferred embodiments of the invention with reference to the accompanying exemplary drawings, in which:

• 1 a schematic representation of a conventional master system for controlling a passenger information system in a bus;
• 2 a schematic representation of an embodiment of a replacement system according to the invention for controlling a passenger information system in a bus;
• 3 another schematic representation of an embodiment of a replacement system according to the invention for controlling a passenger information system in a bus;
• 4 a schematic representation of a comparison of the actual position of an omnibus with waypoint coordinates;
• 5 a schematic representation of several comparisons of the actual position of an omnibus with several waypoint coordinates;
• 6 a schematic representation of other comparisons of the actual position of an omnibus with waypoint coordinates;
• 7 a schematic representation of linked information regarding a line; and
• 8th an exemplary representation of a user interface for a bus driver.

In the following description of preferred embodiments of the invention, the same or similar reference numbers are used for the same or similar components to simplify readability.

A replacement system according to the invention is generally identified below with the reference number 1. The replacement system 1 includes, as essential components, a central unit 10 with a position sensor 11 and one or more connection modules 20, 30, 40.

For the sake of simplicity, the following is referred to in 2 illustrated preferred embodiments of a replacement system 10, which includes several connection modules 20, 30, 40. In 2 1, the replacement system 1 for operating a bus is shown in a special operating state, the replacement system 1 being connected to peripheral units 110, 120, 130, 140, 150, 160, 170 of the bus via its connection modules 20, 30, 40.

2 also shows what was mentioned at the beginning 1 described master system 210 and the energy supply unit 280 of the bus 100. In the in 2 In the special operating state shown, the connection of numerous peripheral units of the passenger information system 110 is separated from the master system 210.

3 shows schematically a bus 100 operating in a special operating state with a passenger information system 110, which is operated using a replacement system 1 according to the invention.

In some peripheral units of the passenger information system 110, such as the stop request system 170, a cable connection between the master system 210 and one or more peripheral units can remain in the special operating state, for example if communication takes place unidirectionally from the peripheral unit, as in the stop request system 170, or if it is ensured that no control signals are output from the master system 210, for example to an audio amplifier 155, which, for example, is a control signal input of the peripheral unit, which is still connected to the in the special operating state Master system 210, for example by the replacement system 1, is inactivated. In the special operating state, numerous peripheral units are connected to the replacement system 1 for signal transmission so that they can only be operated by the replacement system 1. For these peripheral units, the replacement system 1 takes the place of the master system 210. In the special operating state, these peripheral units work independently of the master system 210.

The conventional infotainment computer 220 is also separated from the stop monitors 120 and, if applicable, the master system 210 in the special operating state. In the special operating state, the signal transmission connection between the stop request system 170 and the conventional infotainment computer 220 can also be interrupted.

In a regular operating state of the bus 100, there is usually no replacement system 1 installed, or at least the connection to the peripheral units 110, 120, 130, 140, 150, 160, 170 of the bus is disconnected. The replacement system 1 can be installed in a bus 100 for its special operating state.

The central unit 10 can be detachably mounted in a bus 100. For example, the central unit 10 can be equipped with a holder in order to be installed in the area of the driver of the bus. For example, the holder for mounting the central unit 10 can be provided close to or within a conventional receptacle for a conventional ticket printer. According to the in 2 In the preferred embodiment of a replacement system 1 shown, the central unit 10 is equipped with a user interface 17. A tablet PC or the like can expediently have the user interface 17, the position sensor 11, a communication module 15, an acoustic module 40 and/or the central unit 10 in a component unit.

The connection modules 20, 30, 40 can be detachably mounted in the bus 100. The arrangement of the connection modules 20, 30 and/or 40 in a bus 100 can be selected to correspond to components of the master system, which are bridged or replaced by the connection modules 20, 30 and/or 40. Alternatively or additionally, the positioning of the connection modules 20, 30 and/or 40 in a bus 100 can be selected to correspond to a peripheral unit or several peripheral units with which the respective connection module 20, 30 or 40 is to be connected in terms of signal transmission and/or energy transmission.

The monitor control module 20 can, for example, be accommodated in a roof cove in the area of the passenger compartment, where connecting cables of one or more stop monitors 120 can be arranged. For example, the monitor control module 20 for the special operating state can be arranged where the infotainment computer 220 is usually located. In many buses 100, the connection cables for the holding monitors 120 are conventional DP cables and/or DVI cables, which would be connected to the infotainment computer 220 in regular operating mode. The monitor control module 20 can be connected to the central unit 10 for signal transmission, for example wirelessly, for example via WLAN or serial Bluetooth connection.

The monitor control module 20 is controlled by commands from the central unit 10. The commands from the central unit 10 for the monitor control module 20 can be implemented, for example, as telegram-like digital signals. The monitor control module 120 can include a monitor control processor (not shown in detail) and monitor control data memory and, if necessary, a monitor control communication unit. The monitor control module 20 is designed to operate the stop monitor(s) 120 depending on a command given by the central unit 10. The monitor control module 20 is caused to cause at least one stop monitor 120, which is implemented, for example, as a TFT monitor, to output an image that corresponds to a predetermined waypoint. According to a simple embodiment, at least one image file is stored in the monitor control data memory for each stop along the route of the replacement system. It is also conceivable that a first image file without a stop request indicator and a second image file with a stop request indicator are provided for each stop along the route. The monitor control module 20 is designed to make an association between an image to be output, for example an image file, and a command assigned to this image file. Such operation of the monitor control module 20 can be particularly energy-saving and without a powerful monitor control processor. In 3 A stop monitor 120 is shown schematically, which displays image data corresponding to the next stop “Stop 1”, which also shows the route destination or the end station “1 train station” and does not include a stop request indicator.

The central unit 10 can be connectable to an audio module 40 with an audio amplifier 155 of the bus 100. The audio module can be designed as a separate component that can be connected to the central unit 10 or, in particular in the case of the Design of the replacement system 1 with a tablet PC or the like, a component unit with the central unit 10 can be implemented by the tablet PC. In such a configuration, an audio output of the tablet PC, such as a 3.5 mm jack connection, can be connected to an audio input of the bus 100 or its audio amplifier 155. Audio inputs of a bus 100 can be implemented, for example, through microphone or auxiliary connections in the driver's area. In the vehicle sector, standardized plugs and sockets (e.g. ISO 10-pin or DIN 4-pin round connectors) are often used for microphone connections. The audio module can, for example, be designed and set up to convert a low-voltage LF signal into a mono microphone signal.

The user interface 17 should be easily accessible and visible to the driver. In the preferred embodiment of the replacement system 1 with a tablet PC or the like, the user interface 17 can be implemented in a component unit with the central unit 10 by the tablet PC. The central unit 10 can, for example, be arranged in or near a receptacle for the ticket printer instead of the conventional ticket printer. In the driver's area, a 24 V connection (“cigarette lighter”) can be used to supply energy to the central unit 10 and/or the audio module 40. If there is no audio input in the driver's area, a connecting cable can be provided between the central unit 10 and an audio amplifier 155, which can be arranged in a roof cove, for example above the driver's seat. It is conceivable that the audio module 40 has a connection adapter in order to provide a connection between the central processing unit ten and the audio amplifier 155.

The omnibus 100 typically has one or more destination displays 130. The destination displays are operated by a destination display control unit 135 of the omnibus 100. The relay module 30 connects the central unit 10 to the target display control unit 130. The relay module 30 is designed to transmit a corresponding control signal to the target display control unit 135 depending on a command given by the central unit 10, which causes the target displays 130 to display a desired target. Typically this is a line number (in the 2 and 3 the line number “1”) and/or a text display corresponding to the route destination or the final station in the direction of which the bus 100 is traveling (in the 2 and 3 the route destination “train station”). The relay module 30, which can alternatively be referred to as a communication module, can be designed and set up to transmit a control signal corresponding to IBIS-VDV300 and/or VDV 301 to the target display control unit 135.

The omnibus 100 often has a course display 140. In the case of an omnibus 100 without its own course display, the course display can be provided as part of the replacement system 1. The course display 140 can be designed, for example, as an LED matrix display. The relay module 30 can be designed and set up to be connectable to the course display 140. For example, an SPI interface or PWM interface can be provided to connect the relay module 30 to the course display. The relay module 30 can be designed and set up to actuate the course indicator 140 depending on a command from the central unit 10. For example, the relay module 30 can be designed to transmit a control signal, which can be standardized according to VDV300 or VDV301, to the course display 140 in order to cause the course display 140 to output predetermined course information, for example a two-digit number. In 3 The course number “55” is shown on the schematically shown course display 140.

Typically, a bus 100 for regular service is equipped with a stop request system 170, which includes a large number of stop request buttons or switches 171. As long as no stop request switch 171 has been activated after the bus 100 has stopped at a stop, the stop request system state is passive. If at least one of the stop request switches 171 is or has been pressed by a passenger, the stop request system state is active. The stop request system 170 can be connected to the relay module 30. The connection of the stop request system 170 to the relay module 30 can take place in the area of the infotainment computer 220. The connection of the stop request system 170 to the infotainment computer 220, which is typically provided in the regular operating state, can be solved and a connection cable can be provided instead in order to connect the relay module 30 of the replacement system 1 to the stop request system 170.

The relay module 30 is designed and set up to recognize a stop request system state and to transmit a signal representing the stop request system state to the central unit 10. The central unit ten can be designed to take the stopping request system state into account when generating one or more commands. For example, depending on the stop request system state, the central unit 10 can send a corresponding command to the monitor control module 20 to cause it to output an image on one or more stop monitors 120, which has a stop request indicator (in an active stop request system state) or is free of a stop request indicator (in a passive stop request system state). Additionally or alternatively, depending on the stop request state, the emission of an acoustic stop request indicator can be initiated, for example a loudspeaker output when changing from a passive stop request system state to an active stop request system state.

The central unit 10 forms the center of the replacement system 1. The central unit 10 can use the relay module 30 to receive information from the bus, for example regarding a stop request system status. The central processing unit 10 includes a central processing unit processor and a central processing unit data memory. The central unit 10 can be implemented, for example, as a tablet PC. The central unit data memory contains information regarding the route of a line on which the bus 100 runs. The information can be, for example, timetable information. The information stored in the central unit data memory includes waypoint coordinates, for example GPS coordinates regarding waypoints, the waypoints generally being assigned to stops along the route of the bus 100. Route data may contain additional information linked to the waypoints of the individual stops, for example regarding a time indication, such as a date, a day of the week or a time; for example if the stops to be reached along a route depend on a period of time (e.g. different on weekdays than on weekends and/or different during school holidays than outside school holidays) or if the passenger information to be output is variable, for example if transfer options vary due to the operating times of other lines. It is conceivable, for example, that individual stops are not served by the bus 100 on some days or at certain times according to the route specifications. The central unit 10 records the actual position of the bus 100 using the position sensor 11. The central unit 10 is designed and set up for this purpose to carry out a comparison of the actual position of the bus with at least one coordinate assigned to a waypoint. The central processing unit 10 is designed to determine at least one command based on this comparison. Furthermore, the central unit 10 is designed to transmit this command to at least one connection module.

For example, if the replacement system 1 detects an approach to a specific stop by means of the comparison carried out by the central unit 10, the replacement system 1 causes a suitable announcement to be output via the interior loudspeakers 150. For example, the comparison can cause the central unit 10 to send a request corresponding to the next stop to a data and/or timetable server 50 in order to receive corresponding announcement data from the data and/or timetable server 50, for example as an audio file or audio stream. The central unit 10 can then operate the interior loudspeakers 150 to output the announcement data, for example by means of the audio module 40 and optionally an audio amplifier 155. In addition, the central unit 10 can be designed to operate the audio amplifier 155 by means of the relay module 30 and a target display control unit 135 in order to activate it for the desired output.

Examples of how the central unit 10 carries out a comparison are in the 4-6 shown.

4 shows a stop 300, which corresponds to a waypoint along a route, and a zone 310, which extends in a circle around the stop 300. A waypoint is associated with this stop 300. A set of coordinates is assigned to this waypoint. A first bus 100 is about to drive into zone 310. A second bus 100' is currently leaving zone 310. The zone 310 can be defined with a certain radius around the coordinates of the stop 300. The radius is preferably in the range 20 m to 500 m, in particular in the range 30 m to 250 m, preferably in the range 50 m to 100 m.

The replacement system 1 of the first bus 100 recognizes by means of the comparison that the actual position of the first bus 100 approaches the coordinates of the waypoint associated with the stop 300.

The central unit 10 is designed, for example, to recognize that the actual position of the bus 100 is within the zone 310 and/or that the bus 100 crosses the boundary of the zone and enters the zone. As a result of this comparison result, the central unit 10 generates at least one command (arrival command). One of the commands that is generated by the central unit 10 when entering the zone 310 can be directed to a server 50, for example, via HTTP Post/GET parameters. The command can contain information regarding the actual position and/or the upcoming stop 300, a vehicle identifier, a line number, a course number, a route number, a status information, such as an arrival information, and/or a time information, such as a time and/or a date , include.

The central processing unit 10 is designed to recognize that the actual position of the bus 100 is outside the zone 310 and/or that the bus 100 crosses the boundary of the zone and leaves the zone. As a result of this comparison result, the central unit 10 generates at least one command (departure command). One of the commands that is generated by the central unit 10 when leaving the zone 310 can be directed to a server 50, for example, via HTTP Post/GET parameters. The command can contain information regarding the actual position and/or the abandoned stop 300, a vehicle identifier, a line number, a course number, a route number, a status information, such as a departure information, and/or a time information, such as a time and/or a date , include.

In 5 a journey of a bus 100 from a starting stop 301 along a first route to an end stop 302 and from there along a second route back to the starting stop 301 is shown schematically. A set of coordinates are assigned to both the start stop 301 and the end stop 302 as well as a further waypoint 303 in between. The various waypoints 301, 302 and 303 are at the in 5 Box-shaped zones 311, 312, 313 are assigned to the exemplary embodiment shown. The zones are defined with a predetermined edge width, which can be, for example, 100 m. The edge width is preferably in the range from 50 m to 1000 m, in particular in the range from 75 m to 250 m, preferably in the range from 100 m to 150 m. The box shape is chosen purely as an example for illustrative purposes and generally symbolizes a spatial extent.

At the start of an operation or when reaching a specific stop (start stop 301 and/or end stop 302), it can be provided that the driver transmits information to the replacement system 1 via the user interface 17 or the data and timetable database 50 in order to cause the central unit 10 to During operation along a specific route, the waypoints assigned to this route must be taken into account for comparison. For example, it can be provided that the replacement system 10 is informed by means of the user interface 17 whether and/or along which route a further journey should take place. For example, after reaching an end stop 302 of a first route (with or without driver interaction via the user interface 17), the replacement system 1 can be caused to subsequently take into account the waypoints and commands for a second route. The first route may involve operating the bus 100 on a particular line in a first direction and the second route may involve operating the bus 100 on the same line in the opposite direction. The same or at least partially different stops can be reached.

Along a route, the central processing unit 10 continually compares the actual position of the bus 100 with coordinates associated with one or more waypoints. As with the example above, zones can be defined to be taken into account in the comparison. In relation to different waypoints, commands, in particular arrival commands or departure commands, can be generated as a result of the comparison result and transmitted from the central unit 10 to connection modules in the bus and/or via a communication module to a data and/or timetable server 50. For example, it can be provided that various departure commands are provided after leaving stops 301, 302, etc. generated by the central unit 10 for a monitor control module 20 in order to cause a display on the at least one stop monitor 120 of the bus 100 regarding the next stop.

Waypoints 303 without stops can be provided, whereby a comparison result can cause the central unit 10 to generate a corresponding command, for example to an audio module 40, in order to cause the output of audio data by means of an internal loudspeaker 150.

6 shows another schematic sequence when using the replacement system 1 in a special operating state of a bus 100. In the 6 In the exemplary example shown, a stop 300 is defined. The stop 300 is surrounded by a narrow zone 310 and a wider zone or region 320. The zone 310 has a radius or half edge width k, which is much smaller than the radius or half edge width r of the region 320. For example, the half edge width of the region 320 is at least 300 m, at least 500 m, less than 600 m or more.

The central unit 10 carries out your comparison of the actual position of the bus 100 with the coordinates which are assigned to the waypoint 300. If the comparison determines that the actual position of the bus 100 matches the area defined by the region 320 around the waypoint 300, the central unit 10 generates a command for the audio module 40 and, if necessary, a command for a data and/or planning server 50 to have a corresponding announcement made by the interior loudspeaker 150 of the bus 100.

With the area determined by comparing the actual position of the bus 100 with the area defined by the zone 310 around the waypoint 300, the central processing unit 10 can generate an arrival command as described above and/or another command. Furthermore, upon leaving the area defined by the zone 310 around the waypoint 300, the central processing unit 10 may generate a departure command as described above and/or another command.

7 shows schematically an electronic timetable 500, which can be stored, for example, on a data and/or timetable server 50. The electronic timetable 500 contains information regarding at least one line 501. The at least one line 501 includes route data of at least one route 503. The route data of the route 503 can be linked to information regarding a time, such as a date 505, a course information 507 and information regarding several Stops 511, 512, 513, 514 associated with route 503. Each of the stops 511, 512, 513, 514 can be assigned, based on a specific route 503, a specific time specification 505, a specific line specification 501 and/or a course specification 507, a target arrival time 521a, 521b, 521a.

As described above, the central unit 10 is designed to generate a command, such as an arrival command, for the data and/or timetable server 50, which contains time information relating to a specific stop and information relating to the stop or waypoint and, if applicable contains further information. The data and/or schedule server 50 may be designed to capture the time information contained in an arrival command or the like. The data and/or timetable server 50 can associate the time information with at least one piece of information relating to a line 501 and, if necessary, further process it. The further processing of the time information can include forming a difference value of the time information in relation to a target time 521a relating to the same stop. The difference value can be saved on the data and/or timetable server 50 for later evaluation. Alternatively or additionally, the data and/or timetable server can be designed to transmit a signal containing information regarding the difference value to the replacement system 1. The central unit 10 can be designed and set up to display at least one difference value provided by the data and/or timetable server 50 by means of the user interface 17 for the driver and/or the stop monitors 120 operated via the monitor control module 20.

8th shows an exemplary embodiment of the user interface 17 intended for a touch display, for example of a tablet PC. On the user interface 17, for example, information regarding the line 401, course 407 and route 503 associated with the bus 100 used, as well as a current time 405 can be displayed. By means of the user interface 17, the driver can be provided with information regarding a starting stop 431, an end stop 432 and/or further stops 433. By means of the user interface 17, for example, a difference value 421 between an actual arrival time determined by the replacement system 10 and a corresponding target arrival time 521a provided by an electronic timetable 500 can be output to the driver.

The features disclosed in the above description, the figures and the claims can be important both individually and in any combination for the implementation of the invention in the various embodiments.

REFERENCE MARKS

1

Replacement system

10

Central unit

11

Position sensor

15

Communication interface

17

user interface

20

Monitor control module

30

Relay module

40

Audio module

50

Data and/or timetable server

100

omnibus

110

Passenger information system

120

Stop monitor

130

Target display

135

Target display control unit

140

Course display

150

Interior speakers

155

Audio amplifier

160

Outdoor speakers

170

Stop request system

171

Stop request switch

210

Grain system

215

IBIS distributor

220

Infotainment computer

280

Power supply unit

300

bus stop

310

Zone

500

electronic timetable

501

Line indication

503

route

505

time indication

507

Course information

511

Information regarding a stop

512

Information regarding a stop

513

Information regarding a stop

514

Information regarding a stop

521a

Target arrival time

521b

Target arrival time

522a

Target arrival time

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed 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.

Cited patent literature

• US 9739623 B2 [0007]

Claims (13)

Replacement system (1) for controlling a bus passenger information system (110) with a large number of peripheral units, such as a stop monitor (120), a destination display (130), a course display (140), an interior loudspeaker (150), an exterior loudspeaker (160), a stop request switch (171) or the like, comprising: a central unit (10) which can be detachably mounted in an omnibus (100) and which is designed and set up to generate at least one command for actuating one of the peripheral units, the central unit having a position sensor (11), such as a GPS sensor, for detecting an actual -Position of the bus and a route memory on which a large number of waypoints and coordinates assigned to these waypoints are stored, wherein the central unit is designed and set up to carry out a comparison of the actual position of the bus with at least one coordinate assigned to a waypoint, and to determine at least one command based on the comparison, the replacement system further comprising at least one connection module (20, 30, 40 ), which can be connected to at least one peripheral unit of the bus, wherein the at least one connection module is connected to the central unit for data transmission in order to receive at least one command for actuating at least one peripheral unit assigned to the connection module and / or to at least one signal from at least one To provide the peripheral unit assigned to the connection module for the central unit. replacement system Claim 1 , wherein the at least one connection module comprises a relay module (30) which is connected or connectable to at least one peripheral unit, in particular a course display, a stop display and/or a destination display control unit, and which is designed and set up to actuate the at least one peripheral unit . replacement system Claim 1 or 2 , wherein the at least one connection module comprises a monitor control module (20) which can be connected or is connected to at least one stop monitor of the bus and which is designed and set up to monitor the at least one stop monitor corresponding to at least one waypoint, in particular the next waypoint to be approached by the bus, and, if necessary, depending on the state of at least one stop request system (170) with at least one stop request switch (171), the central unit in particular being designed and set up to generate a command for the monitor control module that corresponds to the at least one waypoint assigned. Replacement system according to one of the Claims 1 until 3 , wherein the at least one connection module comprises an audio module (40) which is connected or can be connected to at least one interior speaker, at least one exterior speaker and/or at least one audio amplifier, wherein in particular the central unit is designed and set up to issue a command for the audio module to generate which corresponds to at least one waypoint, in particular the next waypoint to be approached by the bus. Replacement system according to one of the Claims 1 until 4 , wherein the at least one connection module is designed and set up to convert a command received from the central unit into a control signal adapted to the peripheral unit assigned to the connection module. Replacement system according to one of the Claims 1 until 5 , wherein the at least one connection module (the relay module) is connected or connectable to at least one stop request system (170) in order to detect an active or passive state of the stop request system (170) and make it available to the central unit, in particular the central unit is designed and set up to determine at least one command taking into account the state of the stop request button (171). Replacement system according to one of the Claims 1 until 6 , wherein the central unit further has a communication interface (15), such as a radio communication interface, for example a mobile radio communication interface, for communication with a data and / or timetable server (50) and is designed and set up to receive at least one command for the data and / or Timetable server via the communication interface, in particular the command for the data and / or timetable server contains data regarding the actual position, the comparison and / or a time. replacement system Claim 7 , wherein the central unit is designed and set up to receive display and/or announcement data (audio stream) provided by the data and/or timetable server, in particular in response to a command, and at least one corresponding to the display and/or announcement data Command to actuate at least one peripheral unit. replacement system Claim 7 or 8th , further comprising a data and/or timetable server (50), which maintains timetable data containing correlated information regarding at least one bus line, at least one course, at least one route, a plurality of waypoints, a plurality of arrival and/or departure times, the data and/or timetable server for this purpose is designed and set up to carry out a comparison between the timetable data and the command determined by the central unit with regard to a waypoint in order to determine a timetable deviation, in particular the data and / or timetable server being designed and set up to provide the timetable deviation of the central unit deliver. Replacement system according to one of the Claims 1 until 9 , wherein the central unit further has a user interface (17), such as a touchscreen, for a driver of the bus, the central unit being designed and set up to provide the user interface with commands for displaying information, for example regarding a timetable deviation, for the driver and / or to receive control inputs from the driver, for example regarding route selection or a special announcement, from the user interface. Omnibus (100) comprising: a passenger information system (110), which has a variety of peripheral units, such as a stop monitor (120), a destination display (130), a course display (140), an interior speaker (150), an exterior speaker (160), a stop request system (170) or the like a master system (210) which is designed to control the bus passenger information system (110) in a regular operating state, and a replacement system (1) according to one of the preceding claims for controlling the bus passenger information system (110) in a special operating state. Omnibus to Claim 11 , wherein the omnibus (100) comprises at least one energy supply unit (280) connected to the master system (210) in the regular operating state for supplying the peripheral units in the regular operating state, wherein in the special operating state the peripheral units are at least partially connected to the energy supply unit (280) by means of the replacement system (1). are connected. Omnibus to Claim 11 or 12 , wherein in the special operating state the peripheral devices are at least partially decoupled from the master system (210) for data transmission.

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