EP2420983B1 - Steuerungssystem und -verfahren für Passagiertransportfahrzeuge und zur Verwendung eines solchen Systems und/oder Verfahrens konfiguriertes Passagiertransportfahrzeug - Google Patents

Steuerungssystem und -verfahren für Passagiertransportfahrzeuge und zur Verwendung eines solchen Systems und/oder Verfahrens konfiguriertes Passagiertransportfahrzeug Download PDF

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Publication number
EP2420983B1
EP2420983B1 EP10173079.4A EP10173079A EP2420983B1 EP 2420983 B1 EP2420983 B1 EP 2420983B1 EP 10173079 A EP10173079 A EP 10173079A EP 2420983 B1 EP2420983 B1 EP 2420983B1
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Prior art keywords
stop
vehicle
control
deceleration
transmitter
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EP10173079.4A
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English (en)
French (fr)
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EP2420983A1 (de
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Stéphane Codron
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Iveco France SAS
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Iveco France SAS
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Priority to ES10173079.4T priority Critical patent/ES2688228T3/es
Priority to EP10173079.4A priority patent/EP2420983B1/de
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/123—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams

Definitions

  • the present invention relates to a control system for passenger transport vehicles.
  • the invention also relates to a control method for passenger transport vehicles.
  • the invention relates to a passenger transport vehicle configured for the use of such a system and/or of such a method.
  • the field of the invention is that of control systems fitted to public transport vehicles, with respect to traffic management and improving passenger flows.
  • the invention relates to buses, coaches, trams and passenger transport vehicles controlled by a driver.
  • Vehicle guidance systems are known, for example for assistance with parking.
  • control systems are known for the automatic control of rail transport, for example the underground trainsets, which do not share the travelling space with other vehicles and pedestrians. Examples of control systems are disclosed in US 2006/074545 , EP 1867546 and WO 95/10607 .
  • no control system is known that is suitable for managing the slowing of a vehicle of the bus type until it is stationary at a precise point, in the traffic conditions on the roadway.
  • the object of the present invention is to propose a control system for a vehicle of the bus type, this system making it possible to control the deceleration of the bus as it approaches a bus stop and to stop the bus at a precise position in front of the stop.
  • the subject of the invention is a control system for passenger transport vehicles according to Claim 1.
  • a further subject of the invention is a control method for a passenger transport vehicle.
  • Each vehicle comprises a driver, at least one door associated with a reference mark, receiver means and control means. This method comprises at least the following steps:
  • step d) the deceleration is controlled by the control means as a function of travelling parameters of the vehicle, these travelling parameters being chosen from the following: speed of travel of the vehicle, distance between the stop and the corresponding transmitter means, distance remaining to be travelled for the vehicle to the stop, maximum deceleration accepted for the comfort of the passengers, crowdedness of the roadway, travelling time slot, configuration of the stop, weather conditions, or a combination of some of them.
  • the invention makes it possible to precisely control the deceleration of the vehicle as it approaches each stop.
  • the fact that the vehicle always stops exactly at the same location at a given stop allows the operator to organize the stops in terms of safety and passenger flow.
  • the driver no longer has to manage the lateral position of the vehicle during the period of deceleration.
  • the traffic conditions are taken into account by a computation algorithm incorporated into the control system.
  • a further subject of the invention is a passenger transport vehicle configured for the use of a control system and/or of a control method as mentioned above.
  • this vehicle has receiver means and control means and is capable of travelling on a traffic roadway which comprises transmitter means.
  • this vehicle is suitable for being used in association with the control system and/or the control method irrespective of the weather conditions and the traffic conditions.
  • Figures 1 to 3 show a control system 1 for a passenger transport vehicle 10 that travels in a travelling space 2.
  • the control system 1 comprises, on the one hand, a transmitter device 40 arranged in the travelling space and, on the other hand, a receiver device 60 and a control device 80 arranged in the vehicle 10.
  • the travelling space 2 of the bus 10 has a succession of sections 6, 7, 6', 7' etc.
  • Each section of the type 6 and 6' is designed for the travelling of the bus 10, while each section of the type 7 and 7' corresponds to the stopping of the bus 10 at a stop for the passengers to get off and get on.
  • the section 7 is shown in Figures 1 and 2 . This section 7 extends between a downstream reference mark 7a and an upstream reference mark 7b.
  • the travelling space 2 has a right-hand roadway 21 which is bordered by a right-hand pavement 23 and a left-hand roadway 22 that is bordered by a left-hand pavement 24.
  • Bus stations or stops 31, 32 and 31' are arranged on the pavement 23.
  • Each bus stop 31, 32 and 31' comprises for example a bus shelter and a post which indicates the lines served and the bus times, and any type of street furniture or particular arrangement, such as equipment allowing people of reduced mobility to get onto the bus 10 more easily.
  • each bus stop 31, 32 and 31' corresponds to a "tag zone" respectively 41, 42 and 41'. More precisely, each tag zone 41, 42 and 41' is associated with a precise bus stop and positioned upstream of this stop, considering the direction of travel of the bus 10. Each tag zone 41, 42 and 41' extends for example over 2 metres on the roadway 21 starting from the pavement 23. The set of tag zones 41, 42, 41' that are spread out on the roadway 21 forms the transmitter device 40 belonging to the control system 1. For the purpose of simplification, the stop 32 and the zone 42 are not shown in Figure 3 .
  • a "tag” corresponds to one or more markers positioned in each zone 41, 42 and 41'. More precisely, a tag takes the form of a device of the transponder type which is configured to automatically transmit a predetermined transmitted signal in response to a predetermined received signal. These devices are preferably inserted into the roadway 21 with the aid of road works, which are relatively simple to carry out.
  • the tag devices may be positioned on the edge of the pavement 23 or at another point in the travelling space 2.
  • equipment to protect each device against the vehicles travelling on the roadway 21 and against vandalism may be provided.
  • the bus 10 is fitted with doors 14a and 14b, and with the receiver device 60 and the control device 80.
  • the bus 10 is driven by a driver 12 and runs on the right-hand roadway 21, in the direction of travel, at a speed V10 which is variable. This speed V10 is controlled by the driver 12 and/or by the control device 80.
  • the driver 12 may also steer the bus 10 in the transverse direction, that is to say by commanding a lateral movement to the left T10g or a lateral movement to the right T10d.
  • the bus 10 has more than two doors 14a and 14b, for example at least three doors.
  • the bus 10 may have a single door 14a, but in this case, the flow of passengers is substantially reduced because passengers cannot get on and get off at the same time.
  • the control device 80 is configured to control at least some of the items of equipment of the bus 10, such as the engine, the gearbox, the power-assisted steering, the air conditioning, the GPS, etc.
  • the control device 80 is suitable for automatically controlling a deceleration d1 of the bus 10.
  • the receiver device 60 is preferably an antenna, which may be placed beneath the chassis of the bus 10. This antenna 60 is permanently powered and transmits a magnetic field over a short distance. This distance depends on the power of the antenna 60 and is for example equal to 50 cm. As a variant, in order to save energy, the antenna 60 may be activated only when the speed V10 of the bus 10 is beneath a predetermined value.
  • the magnetic field of the antenna 60 makes it possible to power the transponder device or devices, which then return a coded control signal which is specific to each zone. Therefore, the antenna 60 of the bus 10 forms an RFID (radio frequency identification) system with the transmitter device 40.
  • control system 1 is therefore obtained by linking this RFID system to the control device 80 of the bus 10.
  • each section 7 or similar comprises a portion of roadway 21, a portion of pavement 23, and at least one stop 31 and a zone 41.
  • the transmitter device 40 has as many tag zones 41 and 42 as stops 31 and 32, such that the first zone 41 is complementary to the first stop 31 and the second zone 42 is complementary to the stop 32.
  • Each stop 31 or 32 corresponds to a particular bus line.
  • associated with each bus 10 that travels on the section 7 are a single bus stop 31 and a single tag zone 41, or else a single stop 32 and a single zone 42.
  • the transmitter device 40 of the section 7 may comprise a variable number of tag zones, for example three or four zones. Equally, the tag zones may be superposed and comprise transponder devices programmed in a different manner.
  • the bus 10 belongs to the line "31".
  • the bus 10 is associated with the stop 31 and with the zone 41 on the section 7 and with the stop 31' and the zone 41' on the section 7'. If a second bus of the same line "31" travels on the section 7, it is associated with the same stop 31 and with the same zone 41. If a third bus travelling on the section 7 corresponds to a bus line different from that of the bus 10, such as the line "32", this bus is associated with the stop 32 and with the zone 42.
  • a reference-marking system is used to improve the accuracy of the control system 1.
  • a tag reference mark 41a, 42b or 41a' is associated with each tag zone, respectively 41, 42 and 41'.
  • a door reference mark 15a or 15b is associated with each door 14a or 14b of the bus 10.
  • each stop 31 or 32 has a reference mark which corresponds to each of the doors 14a or 14b. More precisely, the stop 31 has a reference mark 31a which is associated with the reference mark 15a, and a reference mark 31b which is associated with the reference mark 15b. The distance between the reference marks 15a and 15b is identical to the distance between the reference marks 31a and 31b.
  • the stop 32 has reference marks 32a and 32b, while the stop 31' has reference marks 31a' and 31b'.
  • the bus stops have a number of reference marks that is identical to the number of doors fitted to the bus 10. As a variant not shown, if the bus 10 has three doors or more, the corresponding bus stops have a reference mark associated with each door.
  • Marked L3 is the distance between the reference marks 31a and 32a.
  • Marked L4 is the distance between the reference marks 41a and 42a.
  • L3 is equal to L4.
  • L3 is greater than L4, in other words the braking distance associated with the stop 32 is shorter than the braking distance L1 associated with the stop 31. In practice, it is notably the case when the bus of the line "32" travels at a lower speed than the bus of the line "31".
  • each of the reference marks is established during the installation of the control system 1, more precisely of the transmitter device 40, in the travelling space 2.
  • the tag reference marks 41a, 42b and 41a' correspond to the centre of the tag zones 41, 42 or 41' respectively, just as the reference marks 15a and 15b correspond to the centre of the doors 14a and 14b.
  • the first stop reference marks 31a, 32a and 31a' are positioned facing the bus stops 31, 32 and 31' in order to make it easier for the passengers to get onto the bus 10
  • the second stop reference marks 31b, 32b and 31b' are positioned beside the respective bus stops in order to make it easier for passengers to get off the bus 10 and to disperse on the pavement 23.
  • the use of the control system 1 and the relative positioning of the various reference marks 15a, 15b, 31a, 31b, 41a and similar makes it possible to stop the bus 10 in the same place at each stop 31 or similar which is situated in the travelling space 2.
  • the reference marking allows the passengers who want to get onto the bus 10 to position themselves better at the bus stops.
  • these bus stops can be arranged to improve the flow of passengers, for example with the aid of markings on the ground or safety barriers, or even to force the passengers to enter the bus 10 via the front door 14a.
  • Shown in Figure 4 is a logical diagram of the control method according to the invention.
  • this method is suitable for the use of the control system 1 with a bus 10 which comprises a driver 12, at least one door 14a associated with a reference mark 15a, an antenna 60 and a control device 80.
  • a step "a)" the driver 12 drives the bus 10 under manual control.
  • the bus 10 travels at a speed V10, which is variable, on a traffic roadway 21, upstream of a stop 31 and of a tag zone 41.
  • the stop reference mark 31a is associated with the stop 31, while the transmitter reference mark 41a is associated with the zone 41, which belongs to the transmitter device 40.
  • This zone 41 is itself arranged on the roadway 21 upstream of the stop 31, with a predetermined distance L1 between the stop reference mark 31a and the transmitter reference mark 41a.
  • a step "b)" the bus 10 travels over the zone 41 which forms a triggering event.
  • the antenna 60 of the bus 10 registers a deceleration control signal originating from the tag zone 41, more precisely at the transmitter reference mark 41a.
  • the signal transmitted by each zone 41 is coded in a particular manner as a function of the programming of the transponder(s). Accordingly, if several buses 10 stop at stops situated close to one another but not exactly in the same position, such as the stops 31 and 32 of Figures 1 and 2 , the corresponding zones 41 and 42 are configured to send a distinct signal to each bus 10 and therefore to control their respective decelerations d1 independently.
  • the function for activating the transponder (s) associated with the zone 41 is used by the magnetic field of the antenna 60.
  • the antenna 60 of the bus 10 transmits an activation signal to the zone 41 which returns a deceleration control signal to the antenna 60. Therefore, secondly, the antenna 60 registers the deceleration control signal originating from the zone 41 that has just been activated.
  • the control signal is transmitted by the antenna 60 to the control device 80.
  • the RFID system comprising the antenna 60 and the "tags" of the zone 41 indicates to the control device 80 the position of the bus 10 relative to the bus stop 31, this position corresponding to the distance L1. Therefore, as a function of the speed V10 of the bus 10 at the time that it passes over the zone 41 and as a function of the predetermined distance L1, the control device 80 uses a computing algorithm to determine the deceleration d1.
  • the control device 80 automatically controls the deceleration d1 of the bus 10 up to the stop 31, notably by controlling the gearbox and the engine of the bus 10.
  • This solution can be used irrespective of the speed V10 of the bus 10, but the deceleration d1 must be kept below a maximum value dlmax authorized by the operator for the comfort of the passengers.
  • the transverse position of the bus 10 is managed by the driver 12, who may control lateral movements T10g and T10d while the control device 80 manages only the longitudinal position of the bus 10 on the roadway 21.
  • the deceleration d1 is controlled by the control device 80 as a function of travelling parameters of the bus 10.
  • travelling parameters are chosen from the following: speed V10 of travel of the bus 10, distance L1 between the stop 31 and the corresponding tag zone 41, distance remaining to be travelled for the bus 10 to the stop 31, maximum deceleration dlmax accepted for the comfort of the passengers, space taken up on the roadway 21 by other vehicles or pedestrians, travelling time slot, configuration of the stop 31, weather conditions, or a combination of some of them. For example, if it is raining on the roadway 21, the value of dlmax can be reduced.
  • the speed V10 and the distance L1 are two travelling parameters that are essential for the use of the method.
  • V10 is the speed of the bus 10 at the moment when it travels over the reference mark 41a
  • L1 is the distance to travel between the reference marks 41a and 31a
  • t is the time to cover the distance L1
  • d1 is the automatic deceleration controlled over the distance L1
  • d1max is the maximum deceleration desired by the operator.
  • the distance L1 between the reference marks 31a and 41a that is to say the distance L1 from the stop 31 at which the zone 41 must be positioned, as a function of the maximum deceleration dlmax desired by the operator and the maximum speed of the bus 10 over the section 7 when it passes over the reference mark 41a.
  • L1 120 m.
  • dlmax is set to 1.5 m/s 2
  • the control device 80 computes that d1 > dlmax and the step d) is stopped, as explained in detail hereafter in a step "h)".
  • a step "e)" the bus 10 is stopped automatically at the stop 31 by the control device 80 with the reference mark 15a associated with the door 14a being positioned at the stop reference mark 31a associated with the stop 31. Therefore, the bus 10 is stopped exactly at the desired place by the use of the control method and of the control system 1.
  • a step "f) the passengers get off at the stop 31 and/or get onto the bus 10 in a time that is reduced by the precise positioning of the bus 10 in front of the stop 31.
  • a step “g)" the bus 10 starts off again and leaves the stop 31.
  • the bus 10 is driven by the driver 12 under manual control.
  • the control device 80 can control the restarting of the bus 10, but it is necessary to respect the imperatives of safety associated with the passengers and the motor vehicle traffic. Then, according to step a), the bus 10 travels freely up to the next tag zone 41'.
  • the automatic deceleration d1 is stopped in step h). More precisely, the driver 12 takes over manual control again and/or the vehicle 10 is automatically stopped by the control device 80.
  • the event d2 may be a traffic accident, the presence of a vehicle on the roadway 21, the passage of a pedestrian. Equally, the event d2 may simply be the computation of a greater deceleration d1 than the maximum authorized deceleration dlmax.
  • One of the events d2 may be detected automatically by the control device 80, for example in association with sensors, or else be detected by the driver 12 who actuates a switch connected to the control device 80.
  • the step d) can be stopped at any moment by the driver 12 who remains in control of his vehicle.
  • control system 1 and the associated control method exhibit a compromise between, on the one hand, the automation which makes it possible to prevent as far as possible the intervention of the driver 12 and, on the other hand, the imperatives of safety specific to driving on the road.
  • the driver 12 can choose between several alternatives.
  • the driver 12 can hand control of the bus 10 to the control device 80 capable of initiating a new automatic deceleration according to the step d). Specifically, at the moment when the step h) is triggered, the position of the bus 10 remains stored, corresponding to the distance remaining to be travelled in order to position the reference mark 14a level with the reference mark 31a. Therefore, the control device 80 can control an automatic acceleration up to a predetermined speed, followed by an automatic deceleration d1 up to the stop 31.
  • the driver 12 can stop the bus 10 at the stop 31 under manual control, for passengers to get on and/or get off, according to step f). This is the case notably if the distance remaining to be travelled up to the stop 31 is not sufficient to apply the alternative h1), or if the event d2 makes manual control necessary, for example if a vehicle is parking between the zone 41 and the stop 31 and must be driven round.
  • the driver 12 may decide not to stop the bus 10 at the bus stop 31 and continue his journey under manual control, according to the step g). In particular, this is the case if no passenger wishes to get off the bus 10 and if no passenger is present at the stop 31.
  • the driver 12 sees that there is no need to stop and can for example deactivate the automatic deceleration mode. He has deactivated the mode with the aid of a switch or he has accelerated and exceeded the maximum authorized deceleration.
  • each element of the transmitter device 40 is not a "transmitter-receiver" transponder.
  • the receiver device 60 is not an antenna diffusing to a magnetic field which activates the transmitter device 40. In other words, the transmitter device 40 can transmit a signal to the receiver device 60 when the bus 10 passes over a tag zone, without previous activation of the transmitter device 40 by the receiver device 60.
  • the transmitter and receiver means do not operate by exchanging frequency signals.
  • the transmitter means may take the form of a marking on the roadway, while the receiver means may be an optical device, such as a video camera or a laser sensor.
  • the passage of the bus over the transmitter means makes it possible to stimulate the receiver means and therefore to command the deceleration of the bus.
  • any combination of "transmitter” means and of "receiver” means can be envisaged.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)

Claims (8)

  1. Steuerungssystem (1) für Fahrzeuge (10) zum Transport von Fahrgästen, umfassend:
    - zumindest eine Tür (14a), die einer Tür-Referenzmarkierung (15a) zugeordnet ist,
    - Sendemitteln (40;41 ;42;41'), die auf einer Fahrbahn (21) oder in der Nähe einer solchen Fahrbahn angeordnet sind, stromaufwärts von zumindest einem Halt (31;32;31') mit einem vorbestimmten Abstand (L1) zwischen einer Halt-Referenzmarkierung (31a), die dem Halt (31) zugeordnet ist, und einer Sende-Referenzmarkierung (41a), die den Sendemitteln (41) zugeordnet sind,
    - Empfängermittel (60), die auf jedem Fahrzeug (10) angeordnet sind und dazu ausgebildet sind, ein Abbrems-Steuersignal zu empfangen, das von den Sendemitteln (40;41;42;41') stammt, an der Sender-Referenzmarkierung (41a), welches Steuersignal bei dem Durchgang des Fahrzeugs (10) über die Zone erzeugt wird, in welcher die Sendermittel (40;41;42;41') positioniert sind;
    - Steuermittel (80), die an jedem Fahrzeug (10) angeordnet sind und dazu eingerichtet sind, einen Abbremsvorgang (d1) des Fahrzeugs (10) als eine Funktion einerseits des Empfangs des Steuersignals von den Empfängermitteln (60) und andererseits von zumindest einem Fahrparameter des Fahrzeugs (10) zu steuern, dadurch gekennzeichnet, dass der Fahrparameter oder die Fahrparameter jedes Fahrzeugs (10) aus den folgenden gewählt sind: Geschwindigkeit (V10) der Fahrt des Fahrzeugs, Abstand (L1) zwischen dem Halt (31;32;31') und den entsprechenden Sendemitteln (40;41 ;42;41'), verbleibender Abstand, der von dem Fahrzeug bis zum Halt zurückgelegt werden muss, maximal akzeptable Bremsung für den Komfort der Passagiere, welche Bremsung ein Wert (d1) als eine Funktion des vorbestimmten Abstands (L1) und der Geschwindigkeit (V10) des Fahrzeugs (10) ist, wobei die Steuermittel (80) automatisch das Abbremsen (d1) des Fahrzeugs (10) bis zum Halt (31) steuern, das Fahrzeug (10) automatisch an den Halt (31) durch die Steuermittel (80) angehalten wird, wobei die Tür-Referenzmarkierung (15a), die der Tür (14a) zugeordnet ist, an der Halt-Referenzmarkierung (31a) angeordnet ist, die dem Halt (31) zugeordnet ist.
  2. Steuerungssystem gemäß Anspruch 1, dadurch gekennzeichnet, dass der Weg jedes Fahrzeugs (10) mehrere Halte (31,31';32) aufweist, und dass spezielle Sendemittel (41,41';42) jedem Halt zugeordnet sind.
  3. Steuerungssystem gemäß Anspruch 1 oder 2, dadurch gekennzeichnet, dass die Sendemittel (40;41;42;41') zumindest eine Transpondervorrichtung umfassen, und dass die Empfängermittel (60) dazu eingerichtet sind, ein Aktivierungssignal zu den Sendemitteln (40) zu senden und im Gegenzug das Abbrems-Steuersignal zu empfangen.
  4. Steuerungsverfahren für Fahrzeuge (10) zum Transport von Fahrgästen, wobei das jeweilige Fahrzeug einen Fahrer (12), zumindest eine Tür (14a), die einer Tür-Referenzmarkierung (15a) zugeordnet ist, Empfängermittel (60) und Steuermittel (80) umfasst, welches Verfahren zumindest die folgenden Schritte umfasst:
    a) Das Fahrzeug (10) fährt mit einer variablen Geschwindigkeit (V10) auf einer Fahrbahn (21) stromaufwärts eines Halts (31) und Sendemitteln (41), welche Sendemittel (41) selbst auf der Fahrbahn (21) stromaufwärts des Halts (31) angeordnet sind, mit einem vorbestimmten Abstand (L1) zwischen einer Halt-Referenzmarkierung (31a), die dem Halt (31) zugeordnet ist, und einer Sende-Referenzmarkierung (41a), die den Sendemitteln (41) zugeordnet ist;
    b) die Empfängermittel (60) des Fahrzeugs (10) registrieren ein Abbrems-Steuersignal, das von den Sendemitteln (41) stammt, an der Sende-Referenzmarkierung (41a), welches Steuersignal erzeugt wird beim Passieren des Fahrzeugs (10) der Zone, in welcher die Sendemittel (40;41;42;41') angeordnet sind;
    c) das Steuersignal wird von den Empfängermitteln (60) an die Steuermittel (80) übertragen, welche einen Abbremswert (d1) als Funktion des vorbestimmten Abstands (L1) und der Geschwindigkeit (V10) des Fahrzeugs (10) berechnen;
    d) die Steuermittel (80) steuern automatisch das Abbremsen (d1) des Fahrzeugs (10) bis zu dem Halt (31),
    dadurch gekennzeichnet, dass in Schritt (d) das Abbremsen (d1) durch die Steuermittel (80) als eine Funktion von Fahrparametern des Fahrzeugs (10) gesteuert wird, welche Fahrparameter gewählt sind aus den folgenden: Geschwindigkeit (V10) der Fahrt des Fahrzeugs, Abstand (L1) zwischen dem Halt (31) und den entsprechenden Sendemitteln (41), verbleibender Abstand, der von dem Fahrzeug bis zu dem Halt zurückgelegt werden muss, maximal akzeptable Bremsung für den Komfort der Passagiere, derart, dass das Fahrzeug (10) automatisch an dem Halt (31) durch die Steuermittel (80) angehalten wird, wobei die Referenzmarkierung (15a), die der Tür (14a) zugeordnet ist, an der Halt-Referenzmarkierung (31a) positioniert wird, die dem Halt (31) zugeordnet ist.
  5. Verfahren gemäß Anspruch 4, dadurch gekennzeichnet, dass in Schritt b) die Empfängermittel (60) des Fahrzeugs (10) zunächst ein Aktivierungssignal übertragen, welches die Sendemittel (41) aktivieren, und dann das Bremssteuersignal registrieren, das von den Sendemitteln (41) stammt, welche zuvor aktiviert worden sind.
  6. Verfahren gemäß Anspruch 4 oder 5, dadurch gekennzeichnet, dass in Schritt d) dann, wenn ein kritischer Fahrparameter (d2) von den Steuermitteln (80) oder von dem Fahrer (12) detektiert worden ist, ein Schritt h) auftritt, in welchem der Fahrer wieder die manuelle Steuerung übernimmt und/oder das Fahrzeug (10) automatisch von den Steuermitteln (80) angehalten wird.
  7. Verfahren gemäß Anspruch 6, dadurch gekennzeichnet, dass in Schritt h) der Fahrer (12) wahlweise
    h1) eine Handsteuerung des Fahrzeugs (10) über die Steuermittel (80) ausführt, welche dazu in der Lage sind, einen neuen automatischen Bremsvorgang gemäß Schritt d) auszuführen, oder
    h2) das Fahrzeug (10) an den Halt (31) unter manueller Steuerung anhält, damit die Fahrgäste einsteigen und/oder aussteigen können, gemäß Schritt f), oder
    h3) nicht an dem Halt (31) anhält, insbesondere dann, wenn kein Fahrgast ein- oder aussteigen möchte, und seine Fahrt unter manueller Steuerung fortsetzt, gemäß Schritt g).
  8. Fahrzeug (10) zum Transport von Fahrgästen, dadurch gekennzeichnet, dass dieses zur Verwendung des Steuersystems (1) gemäß einem der Ansprüche 1 bis 3 ausgebildet ist und/oder für das Steuerverfahren gemäß einem der Ansprüche 4 bis 9.
EP10173079.4A 2010-08-17 2010-08-17 Steuerungssystem und -verfahren für Passagiertransportfahrzeuge und zur Verwendung eines solchen Systems und/oder Verfahrens konfiguriertes Passagiertransportfahrzeug Active EP2420983B1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
ES10173079.4T ES2688228T3 (es) 2010-08-17 2010-08-17 Sistema de control y método para vehículos de transporte de pasajeros, y vehículo de transporte de pasajeros configurado para el uso de tal sistema y/o de tal método
EP10173079.4A EP2420983B1 (de) 2010-08-17 2010-08-17 Steuerungssystem und -verfahren für Passagiertransportfahrzeuge und zur Verwendung eines solchen Systems und/oder Verfahrens konfiguriertes Passagiertransportfahrzeug

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CN103065493A (zh) * 2012-12-20 2013-04-24 河北省自动化研究所 一种公交车辆自动报站方法
SE537967C2 (sv) * 2013-10-16 2015-12-22 Scania Cv Ab Förfarande och system för hantering av färdstopp för ett motorfordon
SE541385C2 (en) * 2016-01-27 2019-09-10 Scania Cv Ab System for keeping distances between vehicles in a group of coordinated vehicles
CN111540225B (zh) * 2020-04-22 2021-03-26 山东大学 基于多目标优化的公交运行区间速度优化控制方法及系统

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US5098044A (en) * 1989-12-22 1992-03-24 General Railway Signal Corporation Highway crossing control system for railroads utilizing a communications link between the train locomotive and the crossing protection equipment
US5420794A (en) * 1993-06-30 1995-05-30 James; Robert D. Automated highway system for controlling the operating parameters of a vehicle
KR100809558B1 (ko) * 2004-09-17 2008-03-04 김재호 차량운행 통제 시스템 및 방법
EP1867546A1 (de) * 2006-06-16 2007-12-19 Vialis NMA Railway Signalling B.V. Verfahren und Sytem zur Sicherheit eines Zuges der entlang eine Bahnschiene fährt

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ES2688228T3 (es) 2018-10-31

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