SE1451112A1

SE1451112A1 - Method and system for an emergency stop of a bus convoy for passenger transport

Info

Publication number: SE1451112A1
Application number: SE1451112A
Authority: SE
Inventors: Jon Andersson; André Claesson
Original assignee: Scania Cv Ab
Priority date: 2014-09-22
Filing date: 2014-09-22
Publication date: 2016-03-23
Also published as: SE538366C2; DE102015011311A1

Description

”IO 15 20 25 An object of the present invention is to provide a method for an emergency stop of a bus convoy for passenger transport along a predetermined route which facilitates safe and efficient transportation of passengers.

Another object of the present invention is to provide a system for an emergency stop of a bus convoy for passenger transport along a predetermined route which facilitates safe and efficient transportation of DGSSGFIQGFS.

SUMMARY OF THE INVENTION These and other objects, apparent from the following description, are achieved by a method, a system, a bus convoy, a computer program and a computer program product, as set out in the appended independent claims.

Preferred embodiments of the method and the system are defined in appended dependent claims.

Specifically an object of the invention is achieved by a method for an emergency stop of a bus convoy for passenger transport, the bus convoy comprising at least two mutually separated bus units, one of the bus units being a leading bus unit, said bus units being mutually wirelessly interconnected, comprising the steps of: determining an emergency stop situation related to one of the bus units; and, based upon the determined emergency stop situation, activate an emergency stop of all the bus units of the bus convoy or only the bus unit subject to the determined emergency stop situation. Hereby the security of the passengers is not jeopardized.

Further the uptime of the bus convoy is improved depending on type of emergency. The stop of bus units of the bus convoy are hereby only put to a stop if deemed necessary. Hereby the comfort of the passengers and efficient transportation of the passengers is optimized to the situation. 10 15 20 25 According to an embodiment of the method control signals of the leading bus unit are detected and communicated to the rest of the bus units of the bus convoy. Hereby efficient drive of the bus convoy is facilitated in that the leading bus unit controls the traiiing bus units during drive and emergency stop.

According to an embodiment of the method the bus convoy is controlled by a driver.

According to an embodiment of the method the bus convoy is autonomously controlled.

According to an embodiment of the method the step of determining an emergency stop situation comprises the step of analysing the cause of the emergency stop situation. By thus analysing the cause of the emergency stop situation proper measures regarding stop of bus unit with the emergency stop can be taken and the decision whether to bring the entire bus convoy to a stop or only the bus unit having the emergency stop is made easier.

According to an embodiment of the method the step of determining an emergency stop situation comprises the step of detecting specified emergency stop situations by means of applicable sensors of bus units of the bus convoy, and communicate the result of the detection within the bus convoy. By thus detecting specified emergency stop situations by means of applicable sensors the proper measures regarding stop of bus unit with the emergency stop can be taken and the decision whether to bring the entire bus convoy to a stop or only the bus unit having the emergency stop is made easier.

According to an embodiment the method comprises the step of reorganising the remaining bus units when an emergency stop of only the bus unit subject to the determined emergency stop situation has been activated so that the remaining bus units form a bus convoy for continued drive without the bus unit subject to the activated emergency stop, one of the bus units in the 10 15 20 25 reorganized bus convoy being a leading bus unit, the bus units in the reorganized bus convoy being mutually wireiessly interconnected.

Specifically an object of the invention is achieved by a system for an emergency stop of a bus convoy for passenger transport along a predetermined route adapted to perform the methods set out above.

The system according to the invention has the advantages according to the corresponding method ciaims.

BRIEF DESCRIPTION OF THE DRAWINGS For a better understanding of the present invention reference is made to the following detailed description when read in conjunction with the accompanying drawings, wherein like reference characters refer to like parts throughout the several views, and in which: Fig. 1 schematically illustrates a bus convoy according to the present inven?on; Fig. 2 schematically illustrates a bus convoy according to the present invenüon; Fig. 3 schematically illustrates a system for an emergency stop of a bus convoy for passenger transport along a predetermined route according to an embodiment of the present invention; Fig. 4 schematically illustrates a block diagram of a method for an emergency stop of a bus convoy for passenger transport along a predetermined route according to an embodiment of the present invention; Fig. 5 schematically illustrates a computer according to an embodiment of the present invention; and ”IO 15 20 25 Fig. 6 schematically illustrates a diagram of an emergency stop of a bus convoy for passenger transport according to an embodiment of the present invenüon.

DETAILED DESCRIPTION Hereinafter the term “link” refers to a communication link which may be a physical connector, such as an optoelectronic communication wire, or a non- physical connector such as a wireless connection, for example a radio or microwave link.

Hereinafter the term “mutually separated bus units” refers to bus units being separated from each other such that there is no physical connection between the vehicles.

Hereinafter the term “bus units being mutually wirelessly interconnected” refers to the vehicles being interconnected via a communication link for communication between the bus units for controlling drive of the vehicles trailing the leading vehicle such that they follow the leading vehicle. The term thus communication between the bus units which is a non-physical connector, i.e. “wireless interconnection” refers to a communication link for a wireless connection, for example a radio or microwave link, Wi-Fi, Bluetooth, or the like.

Hereinafter the term “predetermined route” refers to a route in the form of a road on which the bus convoy for passenger transport is intended to travel and make stops for allowing passengers to boarding and getting off the bus units. The bus convoy is intended for regular traffic in e.g. cities along routes with stops where there are many passengers entering and leaving the bus units.

Fig. 1 schematically illustrates a bus convoy 1A for passenger transport along a predetermined route R. The bus convoy 1A comprises two mutually 10 15 20 25 separated bus units 2, 3, a leading bus unit 2 and a trailing bus unit 3. Said bus units are mutually wirelessiy interconnected. The bus units 2, 3 are constituted by buses.

The leading bus unit 2 is interconnected with the trailing bus unit 3 via a wireless interconnection 23.

The bus convoy 1A comprises and/or is connected to a system l, not shown in fig. 1, for an emergency stop of a bus convoy for passenger transport along a predetermined route, an embodiment ofthe system I being shown in fig. 3. The system I comprises means for detecting control of the leading bus unit and means for communicating said detected control to the trailing bus unit 3 of the bus convoy 1. Hereby the trailing bus unit 3 will follow the leading bus unit 2 at a start and along the predetermined route R and stop when the leading bus unit 2 stops.

Fig. 2 schematically illustrates a bus convoy 1B for passenger transport along a predetermined route R. The bus convoy 1B comprises three mutually separated bus units 2, 3, 4, a leading bus unit 2, and a first trailing bus unit 3 trailing the leading bus unit 2, and a second trailing bus unit 4 trailing the second bus unit 3. The leading bus unit 2 and the trailing bus units 3, 4 form a vehicle train with the first trailing bus unit 3 running between the leading bus unit 2 and the second trailing bus unit 4. Said bus units 2, 3, 4 are mutually wirelessiy interconnected with wireless interconnections 23, 34, 24.

The bus units 2, 3, 4 are constituted by buses.

There are thus two or more bus units wirelessiy interconnected in such a way depending on the need.

The leading bus unit 2 is interconnected with the first trailing bus unit 3 via a wireless interconnection 23, the first trailing bus unit 3 is interconnected with the second trailing bus unit 4 via a wireless interconnection 34 and the trailing bus unit is interconnected with the second trailing bus unit 4 via a wireless interconnection 24. 10 15 20 25 The bus convoy IB may also be interconnected to an external unit 200 via wireless links 22, 32, 42 to the respective bus unit 2, 3, 4.

The bus convoy IB comprises and/or is connected to a system I, not shown in fig. 2, for an emergency stop of the a bus convoy IB, an embodiment of the system I being shown in fig. 3. The system I comprises means for detecting control of the leading bus unit 2 and means for communicating said detected control to the trailing bus units 3, 4 of the bus convoy I. Hereby the trailing bus units 3, 4 will follow the leading bus unit 2 at a start and along the predetermined route R and stop when the leading bus unit 2 stops.

The wireless interconnections and the external unit are according to an embodiment comprised in the system I for an emergency stop of the bus convoy IB for passenger transport along a predetermined route according to fig. 3.

Fig. 2 illustrates the bus convoy IB at a stop S, which according to an example is a stop where the bus convoy has been brought to a stop due to a determined emergency stop situation of one of the bus units, e.g. the first trailing bus unit 3. Thus, in this example an emergency stop of all bus units 2, 3, 4 of the bus convoy IB has been activated due to the determined emergency stop situation of the first trailing bus unit 3, wherein all bus units 2, 3, 4 has been brought to a standstill at said stop S.

The stop S can be any suitable stop along the road on which the bus convoy is travelling including bus stop for allowing passengers to get on and off the bus units 2, 3, 4.

When all bus units 2, 3, 4 in this case has been brought to a standstill due to the determined emergency stop situation of the first trailing bus unit 3, the first trailing bus unit 3 is according to an example excluded from the bus convoy IB and the bus convoy IB continues its travelling along the route R by wirelessly interconnecting the leading bus unit 2 and the second trailing bus unit 4, this being shown in fig. 2 with the bus units 2, 4 being dotted. 10 15 20 25 Alternatively, when all bus units 2, 3, 4 as in this case has been brought to a standstill due to the determined emergency stop situation of the first trailing bus unit 3, the emergency situation of the first trailing bus unit 3 is taken care of such that all bus units 2, 3, 4 then can continue along the route R, this not being shown in fig. 2.

According to another situation, not shown, only the bus unit subject to the determined emergency stop situation has been brought to a stop due to a determined emergency stop situation of one of the bus units, e.g. the first trailing bus unit 3. Thus, in this example an emergency stop of only the first trailing bus unit 3 subject to the determined emergency stop situation of the bus convoy 1B has been activated due to the determined emergency stop situation of the first trailing bus unit 3. ln this case the bus convoy 1B continues its travelling along the route R without the first trailing bus unit 3 by wirelessly interconnecting the leading bus unit 2 and the second trailing bus unit 4, wherein thus bus unit 3 has been brought to a standstill. ln the case where the leading bus unit 2 is subjected to an emergency stop and is not able to continue, one of the trailing bus units 3, 4, e.g. the first trailing bus unit 3, becomes the leading vehicle unit and continues by being wirelessly connected to the trailing bus unit.

The bus convoy 1A, 1B in fig. 1 and 2 is according to an embodiment arranged to be controlled by a driver. According to a variant the bus convoy 1A, 1B is arranged to be controlled by a driver in the leading bus unit 2.

According to a variant the trailing bus units 3; 3, 4 are controlled by the leading bus unit 2. According to a variant the trailing bus units 3; 3, 4 are autonomous and do not have a driver. According to a variant one or more of the trailing bus units have an operator/driver supervising the drive of the trailing vehicle.

According to an embodiment the bus convoy 1A, 1B is arranged to be autonomously controlled. 10 15 20 25 The bus convoy 1A, 1B according to the present invention may have any suitable number of trailing bus units.

The bus convoy 1A, 1B comprises means for determining an emergency stop situation related to one of the bus units 2, 3; 2, 3, 4, and means for activating an emergency stop of all the bus units of the bus convoy 1A, 1B or only the bus unit subjected to the determined emergency stop situation, based upon the determined emergency stop situation.

Fig. 3 schematically illustrates a system I for an emergency stop of a bus convoy for passenger transport along a predetermined route according to an embodiment of the present invention. The bus convoy comprises at least two mutually separated bus units, one of the bus units being a leading bus unit, said bus units being mutually wirelessly interconnected.

The bus convoy could e.g. be a bus convoy 1A; 1B according to fig. 1 or fig. 2. The bus units are according to an embodiment constituted by buses.

The system I comprises an electronic control unit 100. The electronic control unit 100 is according to a variant arranged in the leading bus unit of the bus unit configuration. The electronic control unit according to a variant comprises electronic control units for each bus unit of the bus convoy. The system may also comprise additional electronic control units signal connected to the electronic control unit 100 via links. For simplicity only one electronic control unit 100 is shown in fig. 3.

The system I comprises means 110 for determining an emergency stop situation related to one of the bus units.

Said emergency stop situation may comprise any situation of any of the bus units of the bus convoy being in need of an emergency stop.

Said emergency stop situation comprises an emergency stop activated by a passenger of any of the bus units of the bus convoy. 10 15 20 25 10 Said emergency stop situation comprises any situation of any of the bus units of the bus convoy leading to a malfunction of the bus unit requiring an emergency stop such as malfunction of any bus function requiring an emergency stop, e.g. engine malfunction, flat tires or the like.

Said emergency stop situation comprises any situation of any of the bus units of the bus convoy constituting a potential hazard for the passengers and/or the bus unit such as a fire, a passenger being hurt and/or sick and in need of immediate assistance, a potential driver of the leading bus unit being hurt and/or sick not being able to control the leading bus unit, a person being squeezed in a door, and/or any other hazardous situation.

Said means 110 for of determining an emergency stop situation thus comprises means 111 for analysing the cause of the emergency stop situation. Said means 111 for analysing the cause of the emergency stop may comprise the electronic control unit 100 processing information about detected emergency stop situations according to below.

Said means 110 for determining an emergency stop situation related to one of the bus units thus comprises means 112, 113, 114 for detecting specified emergency stop situations by means of applicable sensors of bus units of the bus convoy. Said sensor may comprise camera units, laser scanner units, radar units, sonar units, and/or global positioning system including map data, and/or any other suitable sensor means.

The means 110 for determining an emergency stop situation related to one of the bus units comprises means 112 for sensing an emergency stop activation, i.e. an emergency stop, e.g. a push button or another switch or the like, activated by a passenger of any of the bus units of the bus convoy. Said means 112 may comprise any suitable detector for determining such an activation by a passenger.

The means 110 for determining an emergency stop situation related to one of the bus units comprises means 113 for determining malfunction of any bus 10 15 20 25 11 function requiring an emergency stop. Said means 113 comprises any kind of suitable detector for sensing malfunction of any bus function of a bus unit of the bus convoy.

The means 110 for determining an emergency stop situation related to one of the bus units comprises means 114 for determining a potential hazard for passenger and/or bus unit. Said means 114 comprises any kind of suitable detector for sensing a potential hazard such a fire detector for sensing fire, detector for sensing if a passenger is hurt or injured such as a camera unit or the like.

Said means 112, means 113, and means 114 thus all are means for detecting specified emergency stop situations by means of applicable sensors of the bus units.

The means 110 for determining an emergency stop situation related to one of the bus units comprises means 115 for communicating the result of the detection. Said means 115 for communicating the detected emergency stop is arranged to communicate the detected result within the bus convoy, comprising according to an embodiment to communicate the results to the electronic control unit 100 and/or other control units including control units of the bus units of the bus convoy not having the emergency situation.

Said means 115 for communicating the detected emergency stop situation may be arranged to communicate the detected result externally to e.g. a traffic control centre or the server of the centre for the owner of the bus convoy or the like, where the communication may comprise the actual location of the bus convoy/bus unit having the emergency stop so that proper measures can be taken.

Said means 115 for communicating the result of the detection of the emergency stop situation may be used as a basis for the bus units not subject to the emergency brake to take proper measures. 10 15 20 25 12 lf the bus unit subject to the emergency stop situation is not the leading bus unit, the leading bus unit may, based on the determined emergency situation continue the drive together with the other trailing bus unit/bus units not subjected to an emergency situation by forming a new mutual wireless connection without the bus unit having the emergency situation. The bus unit having the emergency situation is thus brought to an emergency stop in a controlled manner. lf the bus unit subject to the emergency stop situation is not the leading bus unit, the leading bus unit may, based on the determined emergency situation, bring all bus units of the bus convoy into an emergency stop in a controlled manner. lf the bus unit subject to the emergency stop situation is the leading bus unit, the leading bus unit may, based on the determined emergency situation, leave the bus convoy and be brought into an emergency stop in a controlled manner, where a trailing bus unit will take the roll of the leading bus unit and form a new mutual wireless connection with the possible other trailing bus units and continue the drive. lf the bus unit subject to the emergency stop situation is the leading bus unit, the leading bus unit may, based on the determined emergency situation, bring all bus units of the bus convoy into an emergency stop in a controlled manner.

The system I further comprises means 120 for activating an emergency stop of all the bus units of the bus convoy or only the bus unit subjecteto the determined emergency stop situation, based upon the determined emergency stop situation.

Said means 120 for activating an emergency stop of all the bus units of the bus convoy or only the bus unit subject to the determined emergency stop situation, based upon the determined emergency stop situation comprises 10 15 20 25 13 means 122 for activating an emergency stop of all the bus units of the bus convoy.

Said means 120 for activating an emergency stop of all the bus units of the bus convoy or only the bus unit subject to the determined emergency stop situation, based upon the determined emergency stop situation comprises means 124 for activating an emergency stop of only the bus unit subject to the determined emergency stop situation.

The system I comprises means 130 for determining the route. Said means 130 for determining the route is configured to provide predetermined characteristics of the road and characteristics in connection to the road along the route on which the bus convoy is travelling.

The means 130 for determining the route comprises according to a variant a map information unit 132 that comprises map data comprising said characteristics such as appropriate emergency stop locations along the route. Said characteristics may also comprise road crossings, traffic lights, curves, topography, potential exit roads and entrance roads to be considered for safety precautions in connection to an emergency stop.

The means 130 for determining the route further comprises means 134 for determining the position of the bus convoy. Said means is according to a variant a global positioning system, i.e. GPS, for identifying the position of the bus convoy prior to, during and after an emergency stop.

The system I further comprises means 140 for controlling the activated emergency stop in order to bring the bus convoy including all bus units or only the bus unit being subjected to the emergency situation to a safe and controlled stop at a suitable location.

The means 140 for controlling the activated emergency stop comprises means 141 for taking passenger comfort and passenger safety into consideration, comprising means for determining current distribution of 10 15 20 25 14 passengers and current state of passengers as a basis for controlling the emergency stop and thus bringing the bus convoy/ bus unit into a stop. Said means 141 may comprise any suitable detector means such as camera unit, like.

Determining current state of passengers comprises sensing whether a optical sensor units, laser scanners, pressure sensors or the passenger is sitting down or standing up; and sensing the existence of passenger aid devices such as cane, wheel chair, baby carriage or the like.

The means 140 for controlling the activated emergency stop comprises means 142 for controlling the transmission of the drivetrain of the bus convoy/ bus unit.

The means 140 for controlling the activated emergency stop comprises means 143 for activating a parking brake and/or a corresponding comfort brake/ bus stop brake of the bus convoy/ bus unit.

The means 140 for controlling the activated emergency stop comprises means 144 for taking factors of the surroundings into consideration. Said factors of the surroundings may comprise obstacles, other road-users such as other vehicles, pedestrians etc., and the terrain along the route of the bus convoy such as crash barriers, slopes and the like. Said means 144 for taking factors of the surroundings into consideration comprises according to an embodiment means for tracking a safe trajectory along the route of the bus convoy to a location where the bus convoy or only the bus unit having the emergency situation can be brought to a stop and, depending on the emergency situation, be evacuated. The track may depend on surrounding factors such as the area in front of the bus convoy/ bus unit, e.g. a vehicle in front and/or other obstacles. The means 144 for taking factors of the surroundings into account comprises according to an embodiment a camera unit, and means for determination of route which could be said means 130 for determination of route. 10 15 20 25 15 The means 140 for contro||ing the activated emergency stop comprises means 145 for steering the bus convoy/ bus unit such that it, when applicable, turns and e.g. departs from the traffic Iane in order to be brought to a stop at a safe location.

Said means 140 for contro||ing the activated emergency stop is according to a variant comprised in the electronic control unit 100.

The system also comprises means 150 for detecting control of the leading vehicle unit. Said means 150 may comprise any suitable detector for detecting control of the leading vehicle including detecting drive of the leading vehicle, braking of the leading vehicle, and gear change of the leading vehicle.

The system I also comprises means 160 for communicating said detected control to the rest of the vehicle units of the vehicle configuration. Said means 160 for communicating the detected control may comprise any suitable unit for communicating the control to the other vehicle units, e.g. to electronic control units of the other vehicle units. Said electronic control unit 100 comprises according to a variant said means 140 for communicating the control to the other vehicle units. Hereby efficient drive of the vehicle configuration is facilitated in that the leading vehicle unit controls the trailing vehicle units during drive and stop.

The system I also comprises means 170 for reorganising the remaining bus units when an emergency stop of only the bus unit subject to the determined emergency stop situation has been activated so that the remaining bus units form a bus convoy for continued drive without the bus unit subject to the activated emergency stop. One of the bus units in the reorganized bus convoy is hereby a leading bus unit, the bus units in the reorganized bus convoy being mutually wirelessly interconnected.

Below the electronic control unit 100 of the system I and its connection to the above mentioned means 110, 120, 130, 140, 150, 160 is described. In this 10 15 20 25 16 context the term “a link” may refer to one link or several links, i.e. two or more links. Further in this context the term “a signal” may refer to one signal or several signals, i.e. two or more signals.

The electronic control unit 100 is operatively connected to the means 110 for determining an emergency stop situation related to one of the bus units via a link 110a. The electronic control unit 100 is via the link 110a arranged to receive a signal from said means 110 representing emergency stop situation data.

The electronic control unit 100 is signal connected to the means 111 for analysing the cause of the emergency stop situation via a link 111a. The electronic control unit 100 is via the link 111a arranged to send a signal to said means 111 representing emergency stop situation data for said analyse.

The electronic control unit 100 is operatively connected to the means 112 for sensing an emergency stop activation via a link 112a. The electronic control unit 100 is via the link 112a arranged to receive a signal from said means 112 representing emergency stop activation data.

The electronic control unit 100 is operatively connected to the means 113 for determining malfunction of any bus function via a link 113a. The electronic control unit 100 is via the link 113a arranged to receive a signal from said means 113 representing malfunction data for malfunction of any bus function of a bus unit requiring an emergency stop.

The electronic control unit 100 is operatively connected to the means 114 for determining a potential hazard for passenger and/or bus unit via a link 114a.

The electronic control unit 100 is via the link 114a arranged to receive a signal from said means 114 representing hazard data for potential hazard for passenger and/or bus unit.

The electronic control unit 100 is operatively connected to the means 115 for communicating the result of the detection via a link 115a. The electronic 10 15 20 25 17 control unit 100 is via the link 115a arranged to receive a signal from said means 115 representing detection data for results of the detected emergency stop situation, which is communicated within the bus convoy and/or externally.

The electronic control unit 100 is operatively connected to the means 120 for activating an emergency stop of all the bus units of the bus convoy or only the bus unit subjected to the determined emergency stop situation via a link 120a. The electronic control unit 100 is via the link 120a arranged to send a signal to said means 120 representing activation data for activating an emergency stop, said data containing information whether the activation of the emergency stop for all the bus units of the bus convoy or only the bus unit subject to the determined emergency stop situation.

The electronic control unit 100 is operatively connected to the means 122 for activating an emergency stop of all the bus units of the bus convoy via a link 122a. The electronic control unit 100 is via the link 122a arranged to receive a signal from said means 122 representing activation data for activating an emergency stop for all the bus units of the bus convoy.

The electronic control unit 100 is operatively connected to the means 124 for activating an emergency stop of only the bus unit subject to the determined emergency stop situation via a link 124a. The electronic control unit 100 is via the link 124a arranged to receive a signal from said means 124 representing activation data for activating an emergency stop for bus unit subject to the determined emergency stop situation.

The electronic control unit 100 is operatively connected to the means 130 for determining the route via a link 130a. The electronic control unit 100 is via the link 130a arranged to receive a signal from said means 130 representing route data comprising map data and position data for position of the bus convoy. 10 15 20 25 18 The electronic control unit 100 is operatively connected to the means 140 for controlling the activated emergency stop via a link 140a. The electronic control unit 100 is via the link 140a arranged to receive a signal from said means 140 representing control data for controlling the activated emergency stop.

The electronic control unit 100 is operatively connected to the means 141 for taking passenger comfort and passenger safety into consideration stop via a link 141a. The electronic control unit 100 is via the link 141a arranged to receive a signal from said means 141 representing passenger data including passenger distribution data and passenger state data for taking passenger comfort and passenger safety into consideration.

The electronic control unit 100 is operatively connected to the means 142 for controlling the transmission of the drivetrain of the bus convoy/ bus unit via a link 142a. The electronic control unit 100 is via the link 142a arranged to receive a signal from said means 142 representing drivetrain control data for controlling transmission of the drivetrain of the bus convoy/ bus unit.

The electronic control unit 100 is operatively connected to the means 143 for activating a parking brake and/or a corresponding comfort brake/ bus stop brake of the bus convoy/ bus unit via a link 143a. The electronic control unit 100 is via the link 143a arranged to receive a signal from said means 143 representing brake control data for controlling applicable brake of the bus convoy/ bus unit.

The electronic control unit 100 is operatively connected to the means 144 for taking factors of the surroundings into consideration via a link 144a. The electronic control unit 100 is via the link 144a arranged to receive a signal from said means 144 representing surrounding data comprising obstacle data, traffic data, etc.

The electronic control unit 100 is operatively connected to the means 145 for steering the bus convoy/ bus unit via a link 145a. The electronic control unit 10 15 20 25 19 100 is via the link 145a arranged to receive a signal from said means 145 representing steering data for steering the bus convoy/ bus unit such that it, when applicable, turns and e.g. departs from the traffic lane in order to be brought to a stop at a safe location.

The electronic control unit 100 is operatively connected to the means 150 for detecting control signals of the leading vehicle unit via a link 150a. The electronic control unit 100 is via the link 150a arranged to receive a signal from said means 150 representing control data controlling the leading vehicle including drive data, brake data, gear change data.

The electronic control unit 100 is operatively connected to the means 160 for communicating said detected control to the rest of the vehicle units of the vehicle configuration via a link 160a. The electronic control unit 100 is via the link 160a arranged to send a signal to said means 160 representing control data controlling the leading vehicle including drive data, brake data, gear change data wherein the means 160 is arranged to communicate said data to the other vehicle units of the vehicle configuration.

The electronic control unit 100 is operatively connected to the means 170 for reorganising the remaining bus units when an emergency stop of only the bus unit subject to the determined emergency stop situation has been activated so that the remaining bus units form a bus convoy for continued drive without the bus unit subject to the activated emergency stop via a link 170a. The electronic control unit 100 is via the link 170a arranged to send a signal to said means 170 representing activation data for activated emergency stop of only the bus unit subject to the determined emergency stop situation.

The electronic control unit 100 is operatively connected to the means 170 for reorganising the remaining bus units when an emergency stop of only the bus unit subject to the determined emergency stop situation has been activated so that the remaining bus units form a bus convoy for continued 10 15 20 25 20 drive without the bus unit subject to the activated emergency stop via a link 170b. The electronic control unit 100 is via the link 170b arranged to receive a signal from said means 170 representing reorganization data for reorganising the remaining bus units.

The electronic control unit 100 is arranged to process the emergency stop situation data including said emergency stop activation data, said data for malfunction of any bus function of a bus unit, and said data for potential hazard for passenger and/or bus unit for determining whether an emergency stop for the whole bus convoy or only the bus unit being subject to the emergency stop situation should be activated.

The electronic control unit 100 is arranged to process said route data comprising map data and position data for position of the bus convoy, said control data for controlling the activated emergency stop including passenger data including passenger distribution data and passenger position data, said drivetrain control data, said brake control data and steering data for controlling the bus convoy or the bus unit being subject to the emergency stop situation during the activation of the emergency stop.

Fig. 4 schematically illustrates a block diagram of a method for an emergency stop of a bus convoy for passenger transport along a predetermined route.

The bus convoy comprises at least two mutually separated bus units, one of the bus units being a leading bus unit, said bus units being mutually wirelessly interconnected.

According to the embodiment the method for an emergency stop of a bus convoy for passenger transport along a predetermined route comprises a first step S1. ln this step an emergency stop situation related to one of the bus units is determined.

According to the embodiment the method for an emergency stop of a bus convoy for passenger transport along a predetermined route comprises a second step S2. ln this step, based upon the determined emergency stop 10 15 20 25 21 situation, an emergency stop of all the bus units of the bus convoy or only the bus unit subjected to the determined emergency stop situation is activated.

With reference to figure 5, a diagram of an apparatus 500 is shown. The control unit 100 described with reference to fig. 3 may according to an embodiment comprise apparatus 500. Apparatus 500 comprises a non- volatile memory 520, a data processing device 510 and a read/write memory 550. Non-volatile memory 520 has a first memory portion 530 wherein a computer program, such as an operating system, is stored for controlling the function of apparatus 500. Further, apparatus 500 comprises a bus controller, a serial communication port, I/O-means, an A/D-converter, a time date entry and transmission unit, an event counter and an interrupt controller (not shown). Non-volatile memory 520 also has a second memory portion 540.

A computer program P is provided comprising routines for an emergency stop of a bus convoy for passenger transport along a predetermined route according to an embodiment of the present invention according to the method. The bus convoy comprises at least two mutually separated bus units, one of the bus units being a leading bus unit, said bus units being mutually wirelessly interconnected. The program P comprises routines determining an emergency stop situation related to one of the bus units. The program P comprises routines for, based upon the determined emergency stop situation, activating an emergency stop of all the bus units of the bus convoy or only the bus unit subjected to the determined emergency stop situation. The computer program P may be stored in an executable manner or in a compressed state in a separate memory 560 and/or in read/write memory 550.

When it is stated that data processing device 510 performs a certain function it should be understood that data processing device 510 performs a certain part of the program which is stored in separate memory 560, or a certain part of the program which is stored in read/write memory 550. 10 15 20 25 22 Data processing device 510 may communicate with a data communications port 599 by means of a data bus 515. Non-volatile memory 520 is adapted for communication with data processing device 510 via a data bus 512.

Separate memory 560 is adapted for communication with data processing device 510 via a data bus 511. Read/write memory 550 is adapted for communication with data processing device 510 via a data bus 514. To the data communications port 599 e.g. the links connected to the control units 100; 200; 300 may be connected.

When data is received on data port 599 it is temporarily stored in second memory portion 540. When the received input data has been temporarily stored, data processing device 510 is set up to perform execution of code in a manner described above. The signals received on data port 599 can be used by apparatus 500 for determining an emergency stop situation related to one of the bus units. The signals received on data port 599 can be used by apparatus 500 for, when said criteria for, based upon the determined emergency stop situation, activating an emergency stop of all the bus units of the bus convoy or only the bus unit subjected to the determined emergency stop situation.

Parts of the methods described herein can be performed by apparatus 500 by means of data processing device 510 running the program stored in separate memory 560 or read/write memory 550. When apparatus 500 runs the program, parts of the methods described herein are executed.

Fig. 6 is a diagram illustrating a scenario with an emergency stop of a bus convoy 1 for passenger transport according to an embodiment of the present invention. The bus convoy 1 has a leading bus unit 2 and trailing bus units 3, 4.

Here the trailing bus unit 3 of the bus convoy 1 is subject to an emergency stop situation. The bus units 2, 3, 4 communicate via wireless links with each other as described below. First a means 110 for determining the emergency 10 15 20 25 23 stop situation is activated. The means 110 determines the emergency stop situation of the trailing bus unit 3. Based upon the determined emergency stop situation a stop of all bus units of the bus convoy is activated by means 122 or only the bus unit subject to the determined emergency stop situation by means 124.

The means 110 thus transmits messages via messages L4, L5 the determined emergency stop situation informing all other bus units. ln response to the received messages L4 and L5 the other buses 2 and 4 stops.

A means 180 in the leading bus 2 is adapted to determine to continue without the bus 3 subject to the emergency stop. ln response to this determination by the means 180, means 170 are activated to reorganizing the bus convoy based on the information that a bus in the convoy (in this case bus 3) is no longer to be part of the bus convoy. The new bus convoy organization is the sent to the other buses 3;4 in messages L9, L10.

Hereby a new organization in the form of a new bus convoy is formed with the remaining bus units 2, 4. When the bus units 2, 3, 4 have reorganized to the new bus convoy with only bus units 2 and 4 forming a new organization a means 190 for starting the reorganized bus convoy generates a message L9 transmitted to start the new bus convoy. The message L9 needs only be sent to the buses forming the new bus convoy, in this case bus 4. The new bus convoy with the remaining bus units 2, 4 being mutually interconnected may then re-start and continue the drive along its route. ln case the leading bus 2 is subject to an emergency stop. The capabilities of the leading bus can be transferred to one of the trailing buses. One of the trailing buses can then assume the responsibility as a new leading bus and re-organize the bus-convoy for further travel along the route of the bus convoy. 10 24 The foregoing description of the preferred embodiments of the present invention has been provided for the purposes of illustration and description. lt is not intended to be exhaustive or to limit the invention to the precise forms disclosed. Obviously, many modifications and variations will be apparent to practitioners skilled in the art. The embodiments were chosen and described in order to best explain the principles of the invention and its practical applications, thereby enabling others skilled in the art to understand the invention for various embodiments and with the various modifications as are suited to the particular use contemplated.

Claims

PATENTKRAV 1. Forfarande for ett nodstopp av en busskonvoj (1A; 1B) for passagerartransport langs en i forvag faststalld rutt (R), kannetecknad av att busskonvojen (1A, 1B) innefattar minst tva bussenheter (2, 3; 2, 3, 4) som är atskilda fran varandra, varvid en av bussenheterna är en ledande bussenhet (2) och varvid namnda bussenheter är tradlost forbundna med varandra, varvid fOrfarandet bestar av fOljande steg:

1. faststallande (Si) av en nodstoppssituation relaterad till en av bussenheterna, och, 2. baserat pa den faststallda nodstoppssituationen, aktivering (S2) av ett nodstopp for endast den buss som är utsatt for den faststallda nodstoppssituationen.

2. Forfarande enligt patentkrav 1, van i den ledande bussenhetens (2) styrning detekteras och kommuniceras till de ovriga bussenheterna (3; 3, 4) i busskonvojen (1A, 1B).

3. Forfarande enligt patentkrav 1 eller 2, van i busskonvojen (1A, 1B) styrs av en forare.

4. Forfarande enligt patentkrav 1 eller 2, van i busskonvojen (1A, 1B) styrs 20 autonomt.

5. Forfarande enligt patentkrav 1 till 4, van i steget att faststalla en nOdstoppssituation innefattar steget att analysera orsaken till nodstoppssituationen.

6. FOrfarande enligt nagot av fOregaende patentkrav, van i steget att faststalla en nodstoppssituation innefattar steget: detektering av en specificerad nOdstoppssituation med anvandning av tillampliga sensorer hos bussenheterna i busskonvojen, och kommunicering av detekteringens resultat inom busskonvojen.

7. FOrfarande enligt nagot av foregaende patentkrav, innefattande steget att omorganisera de aterstaende bussenheterna nar ett nodstopp for endast den buss som är utsatt far den faststallda nadstoppssituationen har aktiverats, sa att de aterstaende bussenheterna bildar en busskonvoj for fortsatt korning utan den bussenhet som är utsatt far det aktiverade nadstoppet, varvid en av busenheterna i den omorganiserade busskonvojen är en ledande bussenhet, och varvid bussenheterna i den omorganiserade busskonvojen är tradlost forbundna med varandra.

8. System far ett nadstopp av en busskonvoj far passagerartransport langs en i forvag faststalld rutt (R), kannetecknad av att busskonvojen (1A, 1B) innefattar minst tva bussenheter (2, 3; 2, 3, 4) som är atskilda fran varandra, varvid en av bussenheterna är en ledande bussenhet (2) och varvid namnda bussenheter är tradlost forbundna med varandra, varvid systemet innefattar medel (110) far faststallande av en nodstoppssituation relaterad till en av bussenheterna och medel (120) for aktivering av ett nodstopp for endast den buss som är utsatt for den faststallda nodstoppssituationen, baserat pa den faststallda nodstoppssituationen.

9. System enligt patentkrav 8, innefattande medel (130) for att detektera den ledande bussenhetens styrning och medel (140) for att kommunicera namnda detekterade styrning till de ovriga bussenheterna (2, 3; 2, 3, 4) i busskonvojen (1A, 1B).

10. System enligt patentkrav 8 eller 9, van i busskonvojen (1A; 1B) har utformats for att styras av en forare.

11. System enligt patentkrav 8 eller 9, van i busskonvojen (1A; 1B) har utformats for att styras autonomt.

12. System enligt patentkrav 8 till 11, van i medlen (110) for att faststalla en nodstoppssituation innefattar medel (111) for att analysera orsaken till nodstoppssituationen.

13. System enligt nagot av patentkraven 8 till 12, van i medlen (110) for att faststalla en nodstoppssituation innefattar medel (112, 113, 114) for att detektera specificerade nOdstoppssituationer genom anvandning av tillampliga sensorer hos bussenheterna i busskonvojen, och medel (115) for att kommunicera resultatet av detekteringen inom busskonvojen.

14. System enligt nagot av foregaende patentkrav, innefattande medel (170) fOr omorganisering av de aterstaende bussenheterna nar ett nOdstopp fOr endast den buss som är utsatt for den faststallda nodstoppssituationen har aktiverats, sa att de aterstaende bussenheterna bildar en busskonvoj fOr fortsatt korning utan den bussenhet som är utsatt for det aktiverade nodstoppet, varvid en av bussenheterna i den omorganiserade busskonvojen är en ledande bussenhet, och varvid bussenheterna i den omorganiserade busskonvojen är tradlost forbundna med varandra.

15. Bussenhet anpassad for en busskonvoj, varvid namnda bussenhet innefattar ett system (I) enligt nagot av patentkraven 8 till 14.

16. Datorprogram (P) for ett nodstopp av en busskonvoj for passagerartransport langs en i farvag faststalld rutt, varvid namnda datorprogram (P) innefattar programkod som, nar den kors pa en elektronisk styrenhet (100) eller pa en annan dator (500) ansluten till den elektroniska styrenheten (100), orsakar att den elektroniska styrenheten utfor stegen enligt patentkrav 1 till 7.

17. Datorprogramprodukt, innefattande ett digitalt lagringsmedium, pa vilket datorprogrammet enligt patentkrav 16 lagras. 3 1/7- lA 2 L.- 23 C C-7