EP3062301A1 - Method for assigning a travel line to a vehicle and method for controlling a transport system - Google Patents

Abstract

The invention relates to a method for assigning a driving line to a vehicle, wherein at least one driving line is provided, wherein a driving line has at least two reporting points, wherein the two reporting points represent at least one departure stop with a departure time and an end stop, wherein a spatial position of the vehicle is detected , wherein it is checked at which start time the vehicle leaves which departure stop, wherein it is checked on the basis of the detected start time and the detected departure stop which driving line is assigned to the vehicle.

Description

The invention relates to a method for assigning a driving line to a vehicle according to claim 1, a method for controlling a traffic system according to claim 10, a computing unit according to claim 14, and a traffic system according to claim 15.

Out DE 198 03 254 A1 is a dynamic locating and reporting system for use in public transport known. The Dynamo system is designed for use in inner-city, regional and national public transport and is installed in vehicles that serve public transport. The Dynamo system automatically and continuously records location coordinates of the vehicle with a navigation unit while driving and in a stationary vehicle. A location recognition module compares these coordinates with internally stored reporting point coordinates and detects whether the vehicle is at a reporting point. If this is the case, then the vehicle has reached a position at which an action is to take place. One action is, for example, the transmission of a defined data record to an LSA intersection computer. If an action is to be taken, the message data stored for each reporting point is used to identify which data the data record consists of and via which interface the reporting data is to be transmitted: via radio, serial or another interface. Thereafter, the generation of the data telegram takes place and then the transmission of the data.

Out DE 10 2007 014 528 A1 For example, a method for identifying a subset of positions is known. Thereby, the local travel history of a user of various public transportation can be determined. Based on this determined travel history then the travel costs to the individual operators of the means of transport can be fairly distributed. The basis of the method is a comparison of the coordinates of public transport stops with the coordinates of base stations for transmitting and receiving operation in mobile communications. These coordinates must be determined only once and can be stored in a memory. If the coordinates of a base station, in which a cell phone is logged in, near the coordinates of this stop, it is assumed that the owner of the cell phone is at this stop. During the journey of the user of public transport is at regular intervals - for example, at intervals of 30 seconds - determined in which base station the phone is logged. It is then again determined which station has the shortest distance to the currently activated base station, and closed on the line with which the user drives.

Out EP 1 972 894 A1 a method for determining distance is known. In this case, to determine which of an examination object on a predetermined route network, on which moves at least one reference object, the distance traveled determined, wherein spatiotemporal location information of the examination object are determined in which several spatial control locations of the examination object are performed at temporal intervals, and wherein at least one route section is determined, on which the examination object and one of the reference objects moving on the path network have spatially and temporally coincidentally moving and / or moved, in which the location information with spatiotemporal movement information of reference objects, which move on the road network and / or have moved.

The object of the invention is to provide an improved method for assigning a driving line to a vehicle and an improved method for controlling a traffic system.

The object of the invention is achieved by the method according to claim 1, by the method according to claim 10, by the arithmetic unit according to claim 14 and by the traffic system according to claim 15.

Further advantageous embodiments are specified in the dependent claims.

An advantage of the method described is that a simple assignment of at least one driving line to a vehicle takes place. Another advantage of the method described is that a simple way of achieving improved control of a traffic system is achieved.

These advantages are achieved by assigning a driving line to a vehicle depending on the departure stop and a departure time. In this way, the driving line of the vehicle can be detected easily and automatically. Thus, a change of a driving line can be determined without further effort.

A refinement of the method is achieved in that a further reporting point is taken into account in addition to the departure stop in order to assign a driving line to the vehicle. This allows a safe and fast selection of the driving lines can be achieved.

In one embodiment, an additional reporting point and a travel time of the additional reporting point are detected and selected for the selection of the driving line to select the driving line. In this way, a further improvement for a quick assignment of a driving line to a vehicle is achieved.

In one embodiment, the driving line is detected at the latest when the vehicle has left a predetermined departure stop at a predetermined starting time and the drive of the vehicle at a predetermined final stop ends. This can be done an assignment of the vehicle to a specified driving line. A driving line can be defined by a fixed departure stop, a fixed start time and a final stop.

In one embodiment, a circulation with at least two driving lines can be detected. For this purpose, it is checked whether the vehicle has traveled at least two lines at least a fixed number of times in the same sequence. Due to the automatic detection of a circulation of a vehicle's travel can be recorded and updated during operation without much effort.

In one embodiment, the vehicle is assigned the current driving line and a preceding driving line. In this way, a temporal change between the driving lines can be checked and in particular a driving circuit with a plurality of defined successive driving lines are determined.

In one embodiment, it is monitored whether the vehicle is leaving the assigned driving line. In this way, the adherence of the driving lines can be monitored by the driver.

If the vehicle leaves the predetermined driving line, the vehicle is assigned a license plate for an unknown journey.

In one embodiment, the vehicle is checked after detecting the deviation from the associated driving line on the basis of retarded reporting points, whether the vehicle returns to the previous driving line. If this is the case, then the vehicle is again assigned the previous driving line. If this is not the case, then the unknown drive remains assigned to the vehicle as the current driving line.

In one embodiment, the assignment of the driving line to the vehicle is used to control a traffic system for the vehicle. In this way, a prioritization of the vehicle according to the associated driving line can be performed. This provides an improved traffic management system.

FIG 1

eine schematische Darstellung eines Verkehrssystems, und

FIG 2

eine schematische Darstellung eines Fahrplans mit zwei Fahrlinien.

The above-described characteristics, features, and advantages of this invention, as well as the manner in which they will be achieved, will become clearer and more clearly understood in connection with the following description of the embodiments, which will be described in detail in conjunction with the drawings. Show it:

FIG. 1

a schematic representation of a traffic system, and

FIG. 2

a schematic representation of a timetable with two lines.

FIG. 1 shows a schematic representation of a computing unit 1, which is connected to a memory 2. In addition, the arithmetic unit 1 has a transmitting and receiving unit 3. Furthermore, a vehicle 4 is shown which has a second memory 5 and a second arithmetic unit 6. In addition, the vehicle 4 has a second transmitting and receiving unit 7.

Depending on the selected embodiment, the vehicle 4 may also include a GPS system 8 for determining the location position. In addition, the position of the vehicle can be detected by means of sensors or a camera, which are arranged for example at the traffic lights or at registration offices. Moreover, in FIG. 1 a traffic control system in the form of a traffic light 9 shown. The traffic light 9 has in the illustrated embodiment, a third transceiver unit 10, a display 11 for displaying a released or locked direction of travel. The display 11 may, for example, a driving direction in straight drive 12, a left turn 13 and a right turn 14 enable or disable. The directions of travel are shown schematically in the form of arrows 12, 13, 14.

FIG. 2 shows a schematic representation of a table for a timetable of a first driving line F1 and a table for a timetable of a second driving line F2. The first driving line F1 has a first departure stop S1, at which a vehicle is to depart at a first starting time ZS1. In addition, further reporting points and arrival times for the reporting points are indicated. After the first departure stop S1 follows a first reporting point P2, which should be approached at a first approach time Z2. The arrival time can determine the time of arrival at the reporting point or the time of departure from the reporting point. After the first reporting point P2, a second reporting point P3 follows, which is to be approached at a second approach time Z3. In addition, the first driving line F1 has an end stop E1, which should be approached at an end time ZE1.

The second driving line F2 has a second departure stop S2, which should be left at a starting time ZS2 from the vehicle. In addition, the second driving line F2 has a fourth reporting point P4, which should be approached at a fourth approach time Z4. The fourth reporting point P4 is followed by a fifth reporting point P5, which should be approached by the vehicle at a fifth approach time Z5. This is followed by a sixth reporting point P6, which should be approached at a sixth approach time Z6. In addition, the second driving line F2 has an end stop E2, which should be approached at a second end time ZE2.

A departure stop and an end stop also constitute a reporting point. The reporting points of the driving lines are traversed from top to bottom in the appropriate order.

An assignment of a vehicle, in particular a vehicle in a public transport to a driving line can be dynamic during operation to change. This change can either be taken over by an operator of a vehicle fleet of an online interface or automatically determined via an internal algorithm. A manual assignment of a driving line to a vehicle may be useful if a driving line can be statically assigned to a vehicle.

In principle, in the case of an automatic assignment of a driving line to a vehicle, it can be assumed that the driving line can be determined from a course of the journey of the vehicle. However, since the assignment of the driving line to the vehicle should be known as far as possible already at the beginning of the journey, the driving lines, that is to say the driving direction, are dependent on the selected embodiment. the routes for the individual routes are stored in advance. A driving line contains at least two reporting points, which in the simplest case can be a departure stop and an end stop. As a rule, driving lanes contain more than two reporting points, since there are further reporting points or stops between the departure stop and the terminus. Depending on the selected embodiment, the method for assigning a driving line to a vehicle in a computing unit, in particular in a central processing unit can be performed.

Depending on the selected embodiment, the driving lines can also be determined automatically by a departure of reporting points by the vehicle. In addition, departure times for the reporting points, in particular for the departure stop can also be determined automatically. Depending on a day type or a date, different departure times can be recorded or provided. On different days, especially on weekdays or Sundays, different schedules may be provided for a driving line.

A message point sequence is understood to mean a plurality of message points that are traveled by a vehicle. The reporting points may represent stops or other geographic points that are fixed. A driving line contains a defined reporting point sequence, ie a defined number of consecutive reporting points which are traversed one after the other. If a vehicle changes between two lines, the stop in question must be marked between the two lines as both the last stop and the starting point.

A journey is understood to mean a movement of the vehicle from a departure stop to an end stop. A ride is not necessarily tied to round trips. A trip is marked by a driving line and its line number. This specifies a fixed number of reporting points for a trip. In addition, a trip can be determined by a departure time at the departure stop. At the departure stop, an attempt is made at the beginning of a journey of a vehicle to determine the valid driving line for the drive of the vehicle. This happens, for example, on the basis of a comparison of the current departure time of the vehicle and planned departure times of different driving lines at the departure stop. If only one driving line is found during this check which matches the recorded departure time, then this driving line can be assigned to the vehicle immediately. However, if several lines are available for the same departure time, then another additional check is required to determine the actual driving line of the vehicle.

The departure time may be understood to mean a precise departure time or a period of time. For example, on buses, a departure time is usually not met precisely.

At an end stop, the drive through the vehicle is terminated, for example, by an identifier being set by the vehicle, in which the reaching of the final stop is determined. Begins a journey of a vehicle a departure stop at a time when no driving line is provided, then this journey is to store after reaching a final permitted stop and to mark as unavailable drive.

Depending on the selected embodiment, a vehicle can generally be occupied at exit from a depot with a predetermined line number, in particular with the line number 0. In addition, a vehicle can be assigned the predetermined line number 0 if it is detected that the vehicle has left a previously assigned driving line. In addition, a vehicle can be assigned the line number 0 if start at a departure stop several lines at approximately the same time and therefore the correct driving line can not be assigned. Furthermore, depending on the selected embodiment, a prioritization with respect to other road users can also be carried out for a vehicle with the line number 0.

This means that e.g. after a departure stop with several possible routes for this time of departure at a signal system, in particular at a traffic light of an intersection for a vehicle to which no driving line can be clearly assigned, and the line number 0 is assigned, a prioritization to other road users is made , For example, a traffic light may have a priority signal for the vehicle, in particular for a bus or a rapid-transit railway, which approaches the traffic light and has the line number 0. For line number 0, a defined route is stored as prioritized in the traffic light.

In a further embodiment, the parameter is assigned to each vehicle current line number, ie assigned the number of a driving line. It can also be the line number 0, which is used as a placeholder for an indefinite driving line. The parameter current line number is used to prioritize the vehicle against other road users in the traffic system. Furthermore, depending on the selected embodiment for a vehicle additionally the parameter previous line number can be stored. The parameter previous line number is derived, for example, from a current driving line with a current line number. The previous line number can serve as a fallback if, for example due to a diversion, the current driving line, ie the current line number is set to the line number 0, but after passing the detour route, the current driving line is to be set up again.

Thus, the previous line number also serves as a helper when several lines with different line numbers are available at departure stops at the same departure time. Thus, in this situation, the previous line number can be kept as the current line number.

Furthermore, for vehicles, a parameter line number last drive can be stored. The parameter line number last trip serves e.g. as an auxiliary size, if at departure stops at the same departure time several lines with different line numbers or better with different connection runs are possible. This parameter is not like the current line number and the previous line number associated with a vehicle, in particular a computing unit of the vehicle, but a driving line, i. a ride. The last-mentioned route number represents a time parameter and effectively links successive journeys of a vehicle to a circulation without having to additionally introduce this quantity. For a chaining, the previous line number parameter is compared with the parameter line number last run.

Furthermore, possible line numbers for driving lines can be assigned to a vehicle if a precise selection of a driving line is not yet possible. At almost the same departure times for a departure stop, for example in Period between 3 to 5 minutes, the line numbers including the associated parameters are temporarily stored from the candidate lines as possible line numbers for the in the period departing vehicles. In a further course of the journey, the selection of possible driving lines can be successively restricted by passing over reporting points, until a clearly one single driving line and its line number are left over.

At the following reporting points, the listed actions are performed in particular in the order described.

Reporting point depot

For a starting point of a journey, for example from a depot, the following points can be defined for a vehicle by the central processing unit 1: The current driving line is occupied by the line number 0, since the actual driving line is still unknown. The previous driving line is also occupied by the line number 0. The possible driving lines are also occupied by the line number 0. In addition, a flag for reaching the last stop is set.

Reporting point departure stop

As a parameter, for example, a distinction in day types, i. for example, Monday through Friday, Saturday or Sunday. In addition, there is a plan for the driving lines available for a departure stop, which are different, for example, according to the day.

For a driving line, ie for a journey, this also defines a sequence of reporting points which can also be detected automatically. In addition, a departure time is set for each driving line for the departure stop. Depending on the selected embodiment, the departure time can also be automatically detected for a vehicle and then stored as a predetermined departure time. For Each driving line is provided with a line number. The line numbers can be assigned automatically or manually.

In addition, a line number for the parameter last trip, i. last driving line automatically generated and assigned to the vehicle. Furthermore, depending on the selected embodiment, a transition counter may be provided. The transition counter is automatically increased by the value 1 after the end of a driving line with a successful assignment of the parameter line number last drive at the last stop. Using the transition counter can be achieved, for example, that after a two-time carried out the same transition between two lines a fixed circulation with the two driving lines is determined. The circulation then includes these two driving lines. Depending on the chosen embodiment, a circulation may also include more than two driving lines. The known for a vehicle travel circulation can also be used to prioritize the ride of the vehicle over other road users.

At the departure station, for example, at least one of the following actions is performed. If the "End stop reached" flag is not set, no action is taken. This is necessary if the departure stop serves only temporarily as a departure stop, for example at short-term. Otherwise, the processing of the following points is carried out: Reset the "End stop reached" flag. The current line number of the vehicle is assigned the line number 0. In addition, the current departure time of the vehicle is compared with the given departure times of the various possible driving lines. If an unambiguous assignment of the vehicle to a driving line via the measured departure time and the departure stop is possible, the line number of the unique driving line is assigned to the vehicle as a valid line number for the current driving line. If several driving lines come into question, the parameters of all possible driving lines are taken over into an area for possible line numbers.

Subsequently, a comparison of the previous line number with the line number last ride of the candidate lines is performed. If a driving line is determined in which the previous line number and the line number last ride are identical and the associated transition counter is greater than or equal to a predetermined number, in particular greater than or equal to 2, then the current line number of the vehicle with the recognized line number from the range of possible driving lines equated. In addition, the previous line number of the vehicle is set equal to the current line number.

If the comparison is unsuccessful or if the transition counter is less than 2, then the current line number of the driving line of the vehicle remains set to the value 0. The previous line number parameter is retained from the last trajectory the vehicle has traveled. In addition, preferably, a storage of the current line number with a time stamp for this driving line.

For a reporting point, several valid travel lines with corresponding line numbers are available, depending on the selected embodiment. If a reporting point is run over by a vehicle whose current line number for the driving line is equal to 0, then it is checked whether further possible driving lines are stored for this reporting point. If this is the case, it is checked whether one of the possible driving lines could be considered. If this is the case, then a restriction of the driving lines permitted at this reporting point is carried out. The remaining driving lines can be deleted depending on the selected embodiment. If only one driving line remains in this check, this driving line is immediately assigned to the vehicle as the current driving line. The previous trajectory parameter is stored under the parameter trajectory last traverse. Subsequently the previous driving line is set equal to the current driving line.

In a subsequent method point, it is checked whether the worn reporting point lies on the current driving line of the vehicle. If this is not the case, then the current driving line with the value 0, i. assigned with the line number 0. However, if the check reveals that the worn reporting point is on the driving line, the current driving line is set equal to the previous driving line and a prioritization in the traffic system is released. This means that in the further course of the vehicle is prioritized according to the assigned driving line compared to other road users with respect to a right of way. This procedure allows vehicles traveling on a detour route to be returned to the original driving line.

Subsequently, for example, a storage of the current driving line with a time stamp for the arrival time of the reporting point and indicating the reporting point. In addition, the flag "End stop reached" is reset.

At the end point reporting point, the "End stop reached" flag is set. In addition, for example, a storage of the current driving line with a time stamp and the indication of the last stop. Subsequently, it is checked whether the final stop lies on the assigned driving line. If this is not the case then the driving line for the last drive is set to unknown and the transition counter is set to the value 0.

If the query indicates that the last stop lies on the assigned driving line, the driving line for the last journey is checked. If the route is unknown for the last trip, an action will be taken. If the travel line is stored for the last trip, the transition counter is incremented by the value 1. With the help of this procedure, for example, after a successful two-time driving at least two consecutive driving lines automatically recognized and stored a new circulation.

It may be specified site-specific for different types of day different timetables for the lines. Each departure point or each stop where a driving line begins, a departure stop is assigned. Depending on the selected embodiment, at least the valid at the departure stops driving lines are stored per day.

The driving lines can be generated in one embodiment by a vehicle during operation. In this case, a driving line is formed from reporting point sequences that a vehicle departs with the corresponding journey times. The departure stop for the first reporting point and the final stop for the last reporting point are defined. The reporting points for departure stops and end stops are preferably defined so that they are easy to distinguish positionally. In the case of short-turn parking places, the direction of travel of the vehicle should additionally be clear at this point. The one default line number with the number 0 should be stored as a possible line number at the relevant reporting points as allowed.

Depending on the selected embodiment, each valid reporting point may be stored with an ID number of the vehicle and a time stamp to which the vehicle approaches the reporting point. Thus, the following evaluations can be carried out: Analysis of the course of the journey and the quality of the preference over the entire driving line. Analysis of whether new driving lines were formed. Here, a manual assignment of the line number is necessary. In addition, an analysis can be made as to whether the departure time for a departure stop is still used. If this is not the case repeatedly, this departure time can be deleted automatically or manually. Depending on the chosen embodiment, a parameter for the duration can be stored determining after which time of non-use of a departure time the departure time for the departure point is deleted. This can be for example a day, two days, three days or a week.

Furthermore, a cyclical analysis can be carried out to determine whether a new departure time has been added to a known driving line. In this case, the associated line number of the driving line can be taken over at the new departure time and the driving line can be specified as valid at the new departure time. This allows changes in the timetable to be automatically recorded. Furthermore, an allowable message point sequence with the associated reporting points can be stored for each known driving line.

• Fall 1: Es liegt ein variabler Umlaufplan vor. Das heißt, es gibt zwischen einer Fahrlinie, die an der Abfahrtshaltestelle endet und der neuen Fahrlinie keine feste Zuordnung. Damit kann keine eindeutige Aussage getroffen werden, welche Fahrlinie nun beim Losfahren des Fahrzeuges von der Abfahrthaltestelle die richtige neue Fahrlinie ist. In diesem Fall sollte die Fahrlinie durch Einschränkungen mittels erlaubter Fahrlinien an den während der Fahrt überfahrenen Meldepunkten ermittelt werden. Wird eine eindeutige Fahrlinie ermittelt, so wird diese als aktuelle Fahrlinie mit der entsprechenden Liniennummer verwendet. Um das Lernen von Fahrumläufen zu verbessern, wird der noch unveränderte Parameter bisherige Fahrlinie in den Parameter letzte Fahrlinie übernommen. Dabei werden die ermittelte aktuelle Fahrlinie und die Abfahrtszeit berücksichtigt. Mithilfe dieses Verfahrens ist es möglich, feste Fahrumläufe zu erkennen.
• Fall 2: Fester Umlaufplan. Bei einem festen Umlaufplan gibt es zwischen der bisherigen und der neu zu verwendenden Fahrlinie einen festen Zusammenhang. In diesem Fall kann aus der Historie gelernt werden, indem man sich den Übergang zwischen den Fahrlinien abspeichert und den Übergang bei der Auswahl der neu zu bestimmenden Fahrlinie berücksichtigt. Die Speicherung der Übergänge zwischen den wenigstens zwei Fahrlinien findet beispielsweise in dem Parameter Fahrlinie letzte Fahrt statt. Dieser Parameter umfasst eine Abfahrtszeit von der Abfahrtshaltestelle und die Abfahrtshaltestelle. Es sollte vermieden werden, dass bereits beim ersten Übergang zwischen zwei Fahrlinien diese Zuordnung wirkt. Dies würde bedeuten, dass auch bei einem variablen Umlaufplan fälschlicherweise von einer festen Zuordnung ausgegangen werden kann. Damit würde eine falsche Fahrlinie als gültig erkannt werden. Deshalb wird vorzugsweise ein Übergangszähler eingeführt. Nur wenn die Fahrt vollständig durchgeführt wurde und an der geplanten Endhaltestelle endet, kann der Übergangszähler erhöht werden. An der Abfahrtshaltestelle wird dieser Übergangszähler ausgewertet.

Of departure stops can often run several lines at the same time or immediately behind each other. In this situation, it is difficult to identify the correct driving line for the vehicle based on the departure time. One can generally assume two different cases:

• Case 1: There is a variable circulation plan. That is, there is no fixed allocation between a driving line that ends at the departure stop and the new driving line. Thus, no clear statement can be made, which driving line is now the correct new driving line when driving off the vehicle from the departure stop. In this case, the driving line should be determined by restrictions by means of permitted driving lines at the reporting points traveled during the journey. If a clear driving line is determined, then this is used as the current driving line with the corresponding line number. In order to improve the learning of driving cycles, the still unchanged parameter of the previous driving line is taken over into the parameter last driving line. The calculated current driving line and the departure time are taken into account. This procedure makes it possible to detect fixed travel cycles.
• Case 2: Fixed Circulation Plan. In a fixed circulation plan, there is a fixed relationship between the previous and the new driving line to be used. In this case, history can be learned by memorizing the transition between the driving lines and taking into account the transition in the selection of the new driving line to be determined. The storage of the transitions between the at least two driving lines takes place, for example, in the parameter driving line last drive. This parameter includes a departure time from the departure stop and the departure stop. It should be avoided that this assignment already works at the first transition between two lines. This would mean that even with a variable circulation plan it can be wrongly assumed that a fixed allocation exists. Thus a wrong driving line would be recognized as valid. Therefore, a transition counter is preferably introduced. Only when the journey has been completed and ends at the planned final stop, the transition counter can be increased. At the departure stop this transition counter is evaluated.

Exemplary Procedure: On the first arrival after the system start at the departure stop, a comparison of the previous driving line with the driving line last journey is performed on the basis of several possible departure times. Since the parameter driving line last drive has not yet been determined, and thus is marked as invalid, the driving line is provisionally set for case 1 of the vehicle, as explained above. At the next arrival of the vehicle, for example, the next day at the same time and the same previous driving line, the comparison after Case 2 is most likely to succeed. Since, however, the transition counter only has the value 1, the second pass again uses case 1. Only if the passage has been successful twice or more in succession, a fixed circulation plan is recognized.

• Fall 3: Zur gleichen Zeit wird an der Abfahrtshaltestelle eine abweichende Fahrlinie begonnen. In diesem Fall wird eine falsche Fahrlinie zugeordnet. Sobald sich die Strecken, d.h. die Meldepunkte unterscheiden, wird dies erkannt. Als Folge davon wird dem Fahrzeug die Liniennummer 0 für eine unbekannte Fahrlinie zugeordnet. An der Endhaltestelle wird die Streckenprüfung genauso durchgeführt. Ist auch die Endhaltestelle falsch, dann kann es sich nicht um eine Umleitung handeln. In diesem Fall wird der Parameter Fahrlinie letzte Fahrt wieder auf unbekannt gesetzt und der Übergangszähler wird auf den Wert 0 gesetzt. Damit ist nach Fall 1 eine neue Zuordnung möglich.
• Fall 4: Die Abfahrtszeit der Anschlussfahrt ändert sich gegenüber dem Umlaufplan signifikant, beispielsweise um 10 Minuten. Ist dies der Fall, so ist es unwesentlich, ob sich auch die Fahrlinie ändert. Die neue Abfahrtszeit wird nach Fall 1 dem Parameter Fahrlinie letzte Fahrt zugeordnet. Die alte Zuordnung bleibt zu der nicht mehr stattfindenden Fahrt als unbenutzt erhalten.

If a circulation plan is changed, the following two cases can be distinguished:

• Case 3: At the same time a different driving line is started at the departure stop. In this case, an incorrect driving line is assigned. As soon as the routes, ie the reporting points differ, this is recognized. As a result, the vehicle is assigned the line number 0 for an unknown driving line. At the final stop, the route check is carried out in the same way. If the last stop is wrong, then it can not be a diversion. In this case, the parameter Ride last drive is reset to unknown and the transition counter is set to the value 0. Thus, a new assignment is possible after Case 1.
• Case 4: The departure time of the connecting journey changes significantly compared to the circulation plan, for example by 10 minutes. If this is the case, it is irrelevant whether the driving line also changes. The new departure time is assigned to the parameter Ride last ride after Case 1. The old assignment remains unused to the no longer occurring ride.

In a further embodiment, it is provided that, if due to a detour overrun no reporting point, this has no effect, since temporal relationships are not checked. If, during a detour, a message point that does not belong to the assigned route line is run over, this does not lead to any prioritization since the current route line is set to the line number 0. At each additional reporting point is checked at the driving line with the line number 0, if the previous driving line belongs to the possible driving lines. If so, this is again assigned to the vehicle as the current driving line. In the simplest case, this could also be the driving line with the line number 0.

If unloading runs take place with the line with the line number 0, then this line is maintained for the vehicle, since there is no possible route available for selection at the reporting points. The driving line is stored as a possible driving line with the line number 0 to the reporting point.

If, for example, a vehicle turns short for traffic reasons, then an invalid crossing sequence is recognized and thus an assignment of the driving line to an unknown driving line, i. with the line number 0, performed. If an unambiguous assignment with the previous driving line is possible during the further travel of the vehicle, then the previous driving line is taken over again as the current driving line. Otherwise, the vehicle remains in the driving line with the value unknown, i. E. assigned to the line number 0.

If a timely turn of the vehicle is used, then the short-turn stop must be marked both as the last stop and as the start stop. An assignment of the assigned scheduled driving lines takes place at the reporting point departure stop only if the flag "End stop reached" is set. If a normal journey takes place, then this flag is not set at the departure stop.

At the beginning of the journey, the vehicle is normally assigned a line number 0 for an unknown driving line. Vehicles are thus preferred, for example, only at the thus parameterized intersections. If a valid driving line is erroneously assigned, it will be reset to an unknown driving line and thus to the line number 0 due to the unplanned course of the journey in the vehicle. Although the course of a special trip is evaluated as a possible route, but since the departure station is not normally marked as such, there is no inclusion of the driving line as a new driving line.

The described methods are performed by the arithmetic unit 1 and / or the second arithmetic unit 6 of the vehicle 4.

The vehicle and / or the central processing unit 1 can have user interfaces with which, for example, day types, reporting points for departure and end stops, and departure times at the departure stops, for example, can be defined per day type. The day type can differ from Monday to Friday from a Saturday or a Sunday. In addition, with the aid of user interfaces, visualization of driving lines, in particular of signal point sequences between an initial stop and an end stop, can be carried out with an identification of the reporting points and the reporting point types. In addition, depending on the selected embodiment, it may be possible to manually assign a line number to driving lines. Furthermore, reporting point sequences can be recorded by means of performed journeys and stored as new driving lines with new line numbers. In addition, reporting point sequences can also be entered manually as new driving lines.

Furthermore, a visualization of all reporting points can be provided by means of the user interfaces, wherein possible driving lines that pass over these reporting points are automatically formed by an evaluation of the reporting point sequences and associated line numbers. In addition, the departure time and the line number can be displayed for each line. Furthermore, the current driving line, possible driving lines, driving line last ride, the value of the transition counter and the final stop can be visualized. Furthermore, a visualization of the driving lines (current or historical) in a list form with attributes: In this case, a departure stop can be displayed with the current driving line and a line number. In addition, the final stop can be displayed with the current driving line and the line number. Furthermore, the driving line last ride can be displayed with the line number. In addition, the value of the transition counter are displayed. Furthermore, overrun reporting points including the type of the reporting point with the indication of the time, ie the journey time, can be displayed. Furthermore, the current driving line with the line number and the previous driving line with the line number can be displayed. In addition, it can be displayed whether the flag "End stop reached" is set or not.

The day type may include any day of the week, in particular a working day, a Saturday, a Sunday, a public holiday or possibly a special day. At the beginning of the day, for example, the current day type can be derived automatically from the current date. In addition, depending on the selected embodiment, a date can be manually marked as a special day. In addition, the day types and their XML file format can be imported and imported from a traffic computer.

A driving line, i. a message point sequence, can be detected by driving a distance through the vehicle. The drive of the vehicle can be used for data acquisition in order to define driving lines. It is sufficient to store the reporting points and, for example, the arrival times at the reporting points that a vehicle passes over in a time-ordered manner and to make these data available for later evaluation or to provide them for a definition of driving lines.

A driving line is defined as a message point sequence, ie a sequence of several message points. A driving line begins with the reporting point departure stop and ends with the reporting point end stop. Driving lines can be used in online mode to check if a vehicle is on a valid journey. Depending on the chosen embodiment, a driving line can be automatically or manually reworked, supplemented or shortened. Reporting points are geographical points to which allowed driving lines are assigned. A reporting point may be of the type departure, intermediate or final stop. Depending on the selected embodiment, the following parameters can be assigned manually or automatically to each reporting point: Departure time with the attributes Day Type, Time, Direction Line. The current day type can be set automatically at the beginning of the day.

A journey begins with a fixed departure time, preferably based on the specific day at a designated departure stop and is assigned to a vehicle. The ride can be used to check online whether a vehicle is performing a started trip according to a predetermined driving line. Completed trips defined by reaching the final stop can be stored for quality consideration. In addition, the following parameters can be automatically formed per trip: vehicle identification, departure time at the departure station, current driving line, driving line last journey and transition counter.

In FIG. 1 a traffic situation is shown, in which the vehicle 4 approaches an intersection, at which a traffic light regulates the traffic. The arithmetic unit 1, which can represent a central arithmetic unit, determines for the vehicle 4, depending on the previously described method, a driving line or a circulation or a circulation plan that the vehicle 4 leaves. A circulation plan can have several driving lines that are traversed, for example, in a defined sequence. The vehicle 4 is assigned a corresponding driving line from the arithmetic unit 1. The assignment is transmitted from the arithmetic unit 1 to the vehicle 4 via the transceiver units 3, 7.

In a further embodiment, the second computing unit 6 for the vehicle 4, depending on the previously described method, can also determine a driving line or a circulation or a circulation plan that the vehicle 4 leaves.

Now approaching the vehicle 4 a signaling system of a traffic system, in particular a traffic light 9, the vehicle 4 transmits the associated driving line, for example in the form of the line number to the traffic light 9. Then the traffic light 9 can perform a prioritization of the vehicle 4 according to the transmitted driving line. For this purpose, in a memory of the traffic light corresponding prioritization with respect to a priority of the corresponding driving lines are stored. For example, when the vehicle 4 arrives, a left turn is preferred over a straight ahead drive if the driving line of the vehicle provides for a left turn at this traffic light. Thus, for the vehicle 4 is preceded by the traffic light ahead of other road users a free ride. Depending on the selected embodiment, a straight ahead or a right turn corresponding to the driving line associated with the vehicle 4 can be prioritized. Instead of a traffic light, other signaling systems or switchgear such as signal boxes for tracks for a rail vehicle may be provided.

Depending on the selected embodiment, the driving line assigned to the vehicle 4 can also be transmitted directly from the arithmetic unit 1 to the traffic light 9 via the transceiver units 3, 10. In addition, an identifier for the vehicle is transmitted with the driving line. In this embodiment, it is sufficient if the vehicle transmits its identifier to the traffic light when approaching the traffic light 9. The traffic light has an arithmetic unit and, due to the transmission of the identifier, can prioritize a driving line associated with the recognition, i. over other road users. The vehicle may e.g. be a bus, a train, a train or a car.

Instead of the traffic light 9 can be any other type of signal system, in particular a traffic control system, a barrier, a rail switch, etc., with a steering or a Control and in particular a prioritization of a traffic route or a means of transport is possible.

Although the invention has been further illustrated and described in detail by the preferred embodiment, the invention is not limited by the disclosed examples, and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.

Claims (15)

A method for assigning at least one driving line to a vehicle, wherein at least one driving line is provided, wherein a driving line has at least two reporting points, wherein the two reporting points represent at least one departure stop with a departure time and an end stop, wherein a location position of the vehicle is detected, checked is at which start time the vehicle leaves which departure stop, which is checked based on the detected start time and the detected departure stop, which is assigned at least one driving line to the vehicle. The method of claim 1, wherein after leaving the departure stop more than one driving line are assigned to the vehicle, which detects at least one further reporting point the vehicle anfährt, the reporting point is assigned at least one driving line, wherein based on the at least one driving line of the other Detection point the possible driving lines are reduced, which are assigned to the vehicle. The method of claim 2, wherein a detection point is assigned a travel time, wherein the arrival time indicates at which time a vehicle on a driving line approaches the reporting point, wherein a travel time of the vehicle is detected at the reporting point, wherein the travel time of the vehicle with the arrival time of the driving line of the reporting point is compared to reduce the possible driving lines of the vehicle. Method according to one of claims 2 or 3, wherein based on the reporting points or on the basis of the reporting points and the arrival time of at least one driving line the possible driving lines are reduced until only a single driving line is assigned to the vehicle. Method according to one of the preceding claims, wherein a driving line is detected when the vehicle leaves the departure stop at a fixed start time and the drive of the vehicle ends at the predetermined final stop. Method according to one of the preceding claims, wherein a driving circuit comprises at least two fixed driving lines, wherein the driving circulation is assigned to the vehicle when the vehicle has passed the circulation at least a predetermined number of times, in particular twice. Method according to one of the preceding claims 1 to 3 and 5, wherein the vehicle is assigned a current driving line for the current journey and a preceding driving route for a preceding journey. Method according to one of the preceding claims, wherein after assigning a driving line to the vehicle, a drive of the vehicle is detected, wherein in a deviation of the vehicle from the associated driving line the vehicle is assigned as the current driving line an unknown ride. The method of claim 8, wherein after recognizing the deviation from the associated driving line based on the approached reporting points is checked whether the vehicle has returned to the previous driving line, and wherein returning to the previous driving line the previous driving line is again assigned as the current driving line to the vehicle , A method for controlling a traffic system, wherein based on a determined according to one of the preceding claims driving line for a vehicle, a prioritization of the vehicle is carried out according to the driving line within the traffic system. The method of claim 10, wherein the vehicle is a public transport, wherein at least one traffic control system receives information about the driving line of the vehicle, and wherein the traffic control system as the vehicle approaches the traffic control system prioritizing the vehicle compared to other road users according to the driving line performs, and wherein the traffic control system is a signal system, a traffic light or a rail switch. Method according to one of claims 10 or 11, wherein the vehicle is assigned a driving circulation with at least two driving lines, and wherein a prioritization of the vehicle takes place in accordance with the circulation of the vehicle. Method according to one of claims 10 to 12, wherein the vehicle is a bus, a train, an airplane, a S-Bahn or a car. Arithmetic unit, which is designed to carry out a method according to one of the preceding claims. A traffic system configured to perform a method according to any one of claims 10 to 13.

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