WO1996016386A1

WO1996016386A1 - Process for providing information for transport system passengers and system for implementing it

Info

Publication number: WO1996016386A1
Application number: PCT/DE1995/001599
Authority: WO
Inventors: Josef Hellmann
Original assignee: Siemens Aktiengesellschaft
Priority date: 1994-11-18
Filing date: 1995-11-16
Publication date: 1996-05-30

Abstract

Information for passengers is to be displayed especially at public transport (PT) stops. This in in principle possible by using an existing computer-supported operations management system (RBL) in which all vehicles are cyclically interrogated concerning the next stop and the distance covered since the last stop. According to the invention, the data available are put together into a record at the control point (10) and the record is transmitted via a mobile radio system. Existing digital or analog mobile radio systems are preferably used. In a system for transmitting passenger information with at least one transmitting station, a control point and a receiving station, the control point (11) has a connection (13) to a remote communication point (20), preferably a digital ISDN exchange and is linked to a mobile radio operator. The control point (11) may also be connected to a mobile radio system operator via mobile radio communications.

Description

description

Process for transmitting passenger information in traffic systems and associated system for carrying out the process

The invention relates to a method for transmitting passenger information in traffic systems, in particular at public transport stops, using a computer-aided operations control system (RBL) in which all vehicles cyclically after the next stop and the distance traveled after last stop. In addition, the invention also relates to a system for transmitting passenger information according to the specified method, with a transmitting station, a control center and a receiving station.

In particular, users of public transport vehicles (public transport) are at stops, especially outside certain nodes, i.e. central train stations, only informed by timetables about the planned connections. Delays or breakdowns of vehicles cannot be communicated to passengers waiting in this way.

In practice, passengers are informed about the arriving vehicles by means of large displays at specific nodes, such as central train stations, subway stations or at other striking intersections of several lines. As a rule, the displays are supplied with data by a control center using certain processes, using their own or a rented cable network. In addition, there is the possibility, particularly in the subway station stop area, of additionally informing passengers about loudspeaker systems.

Apart from the above, there are, however, for the far larger part of the tram and / or bus stops Buses do not currently have a practical technical solution for passenger information. The following variants are conceivable:

- Data could be transmitted at stops via line connections. However, such a procedure is not economically and technically sensible. With few exceptions, buses and trams run on public transport routes, which makes it almost impossible to set up your own network.

- Information can be transmitted via radio links in the company radio area. This method is associated with major problems, since additional frequencies would have to be made available to the transport companies for the data transmission. In addition to the existing single-wave radio network for data communication between the vehicles and the control center, the transport company must set up and operate another similar network to the stops.

- Theoretically, all the information required for a stop could be derived from the radio data traffic between vehicles and the control center. This method is very complex since an assigned user program must be written for each stop. In the event of changes, for example by relocating or adding lines, the evaluation software would have to be adapted to each affected stop.

The necessary information can also be derived from the radio traffic between vehicles and radio beacons located on the route. However, this method is not practical since reception is only possible at short distances, ie <1 km, due to the reduced transmission power of the vehicles. In addition, radio beacons are only used to control traffic at the traffic junctions Light display systems used, so that a comprehensive coverage of the stops would not be possible.

The object of the invention is to create improvements here; a method and an associated system are to be specified with which individual stops can be supplied area-wide.

According to the invention, the object is achieved in that the existing data are compiled into a data record by the control center and in that the data record is transmitted via a mobile radio network. In this case, a digital signal transmission network is preferably used, for which advantageously already existing communication networks, such as in particular the DI, the D2 or the E network, or other future communication networks are used. Likewise, analog signal transmission networks, such as the existing C network, can also be used.

In the associated system with at least one transmitting station, one control center and at least one receiving station, the control center has at least one connection to a telephone exchange, preferably an ISDN-compatible digital exchange, which is connected to an operator for a mobile radio network. If necessary, the control center can also use a mobile phone

Operator connected to a cellular network. The operator controls a network recorder with a transmitter. In detail, the receiving stations are realized by the stops. In addition to a power supply, each individual stop has at least one multi-cell LC display. For example, the power supply can be powered by a solar panel. The stop also has a receiver that responds to the type of communication used.

In the case of the invention, the computer-based operations control system (RBL) already known in the control center has a further rer information calculator assigned. The latter information computer can also be integrated in the central control system with a single central computer. Because each stop has its own communication number, it can be controlled via the communication network used.

Further details and advantages result from the following figure description of an embodiment with reference to the drawing. They each show as a principle diagram

Figure 1 shows the structure of the entire communication system, Figure 2 shows a possible alternative without a telephone exchange and Figure 3 shows the formation of a stop.

Some of the figures are described together: With the arrangement shown, it is essential that a radio communication system that is either present or currently under construction can be used. The latter in Germany are the DI, D2 or the future E network as digital signal transmission systems or the C network as an analog signal transmission system. Corresponding communication systems also exist in other countries, particularly in Europe.

For optimal passenger information at all stops of a transport company, it is generally desirable for the operator to have current information about the respective location of his vehicles. This would be possible if a computer-aided operations control system is installed which cyclically polls all vehicles for the next stop and the distance traveled for the last stop. Such a procedure is known in principle from the prior art, but not a suitable data transmission.

Essentially four operating units 10, 20, 30 and 40 are shown in FIG. The unit 10 realizes the actual traffic operation with a control center 11 a computer-assisted operating system (RBL), as is usually already used, and a specific, downstream information computer 12, from which data is passed on by means of an interface 13. The information computer 12 can also be integrated in the RBL of the control center 11. The control center 11 is equipped with a receiving system 14, with which signals, for example of an omnibus 15 with a transmitting antenna 16, can be received.

From the interface 13 of the transport company 10, which is designed as a PC plug-in card, the data are transmitted via a line to the operating unit 20, which symbolizes an existing, for example public communication office such as Telekom. From there, the data for operating unit 30, which identifies a private network operator, is given and is emitted by a transmitter 33 as output signals throughout the area. Each stop 40 of the network approached by vehicles of the transport company has a receiving system 41, so that the relevant signals can be received.

In a system according to FIG. 1, the existing data of all vehicles in use are made available to the information computer for data acquisition and / or data processing. The estimated arrival times of the various vehicles of the respective lines are assigned to the stops here. The data are compiled into a data record (text). For example, a text line is assigned to each vehicle that drives to a stop within a certain time (for example <15 min). A data record can look like this:

Line destination departure

231 Lünen-Brambauer December 14

230 Recklinghausen / Hauptbahnhof 14.20 Since the data record consists of freely configurable lines of text, the user is only limited by the maximum number of characters per line and the lines. Further transmissions of special texts, for example indications of malfunctions and the alternative recommendations derived from them, are therefore possible.

For data communication for the purpose of connecting to the stop, an existing network or one currently under construction is used for mobile communication. In particular, digital systems, such as the already existing D1 or D2 network or the E network, are suitable for this. Future networks, such as the so-called iridium network, are also possible. An overview of the technologies that can be used for mobile data communication is given in INFORMATION TECHNOLOGY and

TECHNISCHE INFORMATIK 35 (1993), 5, pages 12 to 25.

In principle, only a suitable PC plug-in card 13 is required to connect the control center 11 to the telecommunications network. It is advantageous if there is a direct connection to an ISTN-capable, digital communication office in order to minimize the times for the connection establishment.

In Figure 2, the communication system according to Figure 1 is modified such that a telephone exchange with a connection to

Operator of the mobile network is waived. Instead, the traffic operation 10 with the control center 11 is connected to the operator 30 of the mobile radio network via mobile radio. For this purpose, a transceiver 17 and an antenna 18 for mobile radio are required. The mobile operator 30 has a suitable antenna 31 for mobile radio. Thus, in FIG. 2, in an alternative embodiment to FIG. 1, the data set from the control center 11 reaches the mobile radio operator 30 wirelessly.

The stop 40 of FIG. 1 or FIG. 2 is designed in FIG. 3 in such a way that, in addition to the display 45 and the associated power supply, it also has a receiver in speaking technology. For example, the antenna 41 is followed by a receiver 42 and a microcontroller 43 which control the display 45, which is advantageously embodied in LCD technology. Receiver 42, microcontroller 43 and the LC display 45 are supplied with power via a power supply unit 46 with charge controller and battery, which is supplied with power in particular from a solar panel 47.

On the other hand, at the stop 40 there is no need for a dedicated transmission facility that consumes a lot of energy. In principle, such a transmission device would only be necessary for carrying out acknowledgment traffic when establishing a connection. By contrast, the increasing spread of portable devices makes it possible to use existing modules optimized for energy consumption and size for this specific application. If necessary, means for resetting the information are available at the stops 40 or in the buses 15, since otherwise information is only returned to the control center after a beacon has passed and only then is the new passenger information transmitted.

When the communication system according to FIG. 1 or FIG. 3 is constructed with a stop 40 according to FIG. 2, each stop has its own communication number which is to be selected via the network used in each case. The same transmitting and / or receiving devices can be used that are required for mobile communication anyway. To transfer the data record, the stop 40 is "called" via the interface card 13 of the information computer 12 of the unit 10 and then the text is transferred. The previous display is overwritten in stop 40. If no current data is received within a certain period of time, a stored text is shown on the display 45, which indicates the failure of the communication. In the system described above, however, other texts can also be called up, for example if no vehicles drive to the stops within longer breaks in operation.

It is particularly advantageous in the system described that existing or planned communication systems can be used. There is only a minimal load on the communication network used, since e.g. All stops can be called up one after the other via an outside line. In contrast, no displays are triggered during breaks in operation.

Inexpensive standard modules can be used to set up the system described. The displays in LCD technology, in particular, require only a minimal number of components, as a result of which a compact design is achieved. Likewise, a power-saving design of all stop displays is possible, so that no external power supply is required, in particular by using solar modules.

Since the user does not need his own radio or line networks, but can use existing service networks, the overall operating costs are favorable. These costs can also be exactly determined and predicted, since they result from the number of calls at the currently valid tariff.

Apart from the method and system described above, in particular for local traffic in the urban area, the method can also be used in the interurban area, since network operators enable nationwide communication via relay stations.

Claims

claims

1. Process for the transmission of passenger information in traffic systems, in particular at public transport stops, using a computer-aided operations control system (RBL), in which all vehicles cyclically after the next stop and the distance traveled after the last stop are queried, characterized in that the data available in the control center are compiled into a data record and that the data record is transmitted via a mobile radio network.

2. The method of claim 1, d a d u r c h g e k e n n - z e i c h n e t that a digital signal transmission network is used.

3. The method of claim 2, d a d u r c h g e k e n n ¬ z e i c h n e t that existing communication networks, such as in particular the Dl, D2 or E network, or future communication networks are used.

4. The method of claim 1, d a d u r c h g e k e n n ¬ z e i c h n e t that an analog signal transmission network, in particular the existing C network, is used.

5. System for transmitting passenger information according to a method according to claim 1 or one of claims 2 to, with at least one transmitting station, a control center and at least one receiving station, dadurchge ¬ indicates that the control center (11) has a connection (13) to has a telecommunications office (20) which is connected to an operator (30) for a mobile radio network.

6. System according to claim 5, characterized in that the telecommunications office is an ISDN-capable, digital office.

7. System for transmitting passenger information according to a method according to claim 1 or one of claims 2 to, with at least one transmitting station, a control center and at least one receiving station, characterized in that the control center (11) via mobile radio with the operator (30) of the mobile radio network is connected.

8. System according to claim 5 or claim 7, so that the connection is made via a PC plug-in card (13).

9. System according to claim 5 or claim 7, d a d u r c h g e k e n n z e i c h n e t that receiving stations are realized by the stops (40).

10. System according to claim 9, so that each stop (40) has at least one multi-cell LC display (45) in addition to a power supply (46).

11. System according to claim 10, that the power supply (46) is fed by a solar panel (47).

12. The system as claimed in claim 9, so that the stop (40) has a receiver (41) which responds to the type of communication used.

13. System according to claim 5 or claim 7, characterized in that in the control center (11) a known computer-based operations control system (RBL) is associated with a further information computer (12).

14. System according to claim 13, so that the information computer (12) is part of the computer-aided operations control system (RBL) with a central computer.

15. System according to claim 8, so that each stop (40) has its own communication number which can be selected via the communication network used.