DE102018008407A1 - Method and control arrangement in a bus - Google Patents

Abstract

Methods (300, 400) and control arrangement (210) for adaptive passenger comfort and safety of a bus (100) that carries passengers in a passenger compartment (110) are described. The method (300) includes determining (301) the geographical location of the bus (100); determining (302) a geographic location in a database (240), the geographic location associated with a road feature (130) that may cause passenger degradation; Determining (303) that the bus (100) is approaching the determined geographic location; and issuing (308) an indication to the bus driver that they are approaching the road feature (130).

Description

TECHNICAL AREA

This description relates to a control arrangement and methods performed therewith. In particular, methods and a control arrangement are provided for adaptive passenger comfort and safety functions in a bus that transports passengers in a passenger compartment.

BACKGROUND

Bus drivers are generally under stress, especially bus drivers who control a bus on a bus route in busy areas of a big city. In addition to the responsibility of constantly surveying the surrounding traffic situation, the driver must also keep an eye on the passengers and the situation in the passenger compartment. Furthermore, the driver must also have the route of the bus line that he / she is driving including all stops in mind and continue to throw one eye - if one is still free - possibly new passengers who are at a stop. The driver must also adhere to a tight schedule.

In such situations, it is often the case that the bus driver must make sudden stops, even when the passenger is moving, and must continue to have strong accelerations to maintain the schedule, unexpected steering to avoid potholes, bumps or other irregularities of the road, the driver often realize at the last moment, what can lead to the passengers to undesirable and / or dangerous situations.

Also located in a bus (for example, in metropolitan rush hours) frequent standing passengers, passengers with a wheelchair or otherwise disabled passengers, as well as strollers, passengers, which bags or boxes on the floor drop (which other passengers could trip), or it Items can be stored in luggage racks from where they could fall on seated passengers and there may also be passengers with dogs or other small animals, etc. The passengers on board are very sensitive to sudden movements, especially when the bus is full, and serious incidents may occur when a driver performs unexpected or violent maneuvers.

At present, the experience of the bus driver is crucial for the comfort and safety of the passengers on board. By recognizing and knowing critical parts of the bus route (such as bump stops, poorly lit road parts, construction work, sharp turns, etc.), the driver can plan the steering ahead to enable "smooth" and undisturbed bus travel. Newly recruited drivers, however, have to make trips without sufficient knowledge of the particular situations of the bus route. Even experienced drivers are often not very familiar with the specific conditions of certain bus routes.

Another aspect in the design of buses is the ability to convert buses controlled by a human driver to buses that drive autonomously without a driver. As mentioned, the driver's experience of the bus route and the ability of the driver to anticipate and plan the trip along the route are critical to the comfort / safety of the passengers.

The document WO2016202360 shows an adaptive system for a scheduled bus to increase driving safety. The system is based on collected experience, either by the bus or other buses that have traveled the same route before. The system automatically limits bus speed. However, no special attention is paid to the comfort / safety of the passengers, but the main focus is on avoiding speeding.

The document US2014277830 relates to a system for monitoring and recording vehicle data, such as speed and progress, when the driver is braking hard. This generates a driving pattern for the driver, which is analyzed. In a coming similar situation, the driver is warned about a possible danger. However, the document does not address the specific issues of safety and comfort for passengers.

The document EP3159235 describes the display of a driver assistance system for a vehicle which, based on sensors operating in real time together with stored data, calculates an imminent risk for a given driving situation and which under certain conditions can inform the driver thereof. The described driver assistance system relates to any vehicle and does not deal with the particular problems with buses with passengers.

The document US2009326796 describes a system for a vehicle that contains information from onboard sensors and information from other vehicles as well Experience data regarding, for example, the traffic density used in certain roads. There is a risk assessment with instructions for the driver. Again, this document does not address the issues of comfort and safety of passengers.

The document JP2012190398 describes a method for generating a map relating to vehicle hazards, wherein sensor data is collected from sensors of a plurality of different vehicles and a hazard map is generated in this way.

As a result, further developments are needed to improve bus travel, assist the driver while driving, and improve traffic safety and passenger comfort.

SUMMARY

It is therefore an object of the invention to solve at least one of the above problems and in particular to improve the bus ride and also the comfort and safety of the passengers.

According to a first variant of the invention, this object is achieved by a method which is carried out with a control arrangement (device). The method aims to provide passengers with appropriate comfort and passenger safety in a passenger compartment transporting bus. The method includes determining a geographic location of the bus. Furthermore, the method comprises the detection of a geographical position in a database, which (position) is associated with a road feature, which may possibly result in an impairment of the passengers. Furthermore, the method includes determining that the bus is approaching the detected geographic position. Finally, the method includes the delivery of an indication (warning) to the bus driver informing him that the particularity of the road is near.

According to a second variant of the invention, the target is achieved by a control arrangement. The control arrangement is set up for adapted passenger comfort and for a safety functionality of a passenger in a passenger compartment transporting bus. The control arrangement is arranged to determine a geographical position of the bus. Furthermore, the control device is set up to detect in a database a geographical position which belongs to a road feature which may result in an impairment / disturbance for the passengers. The controller is arranged to determine that the bus is approaching the detected geographical position. Furthermore, the control arrangement is set up to give an indication to the bus driver via an output device, which informs him that he is approaching the road feature.

According to a third variant of the invention, the object is achieved by a method which runs in the control arrangement according to the second variant for updating a database for use in the method according to the first variant for achieving an adapted passenger comfort and a safety functionality in a bus which in a passenger compartment carries passengers. The method includes detecting a passenger impairment in passengers in the passenger compartment of the bus. Furthermore, the method comprises determining the geographical position of the bus at the moment of detection of the passenger disturbance / passenger impairment. The method also includes storing the determined geographic location in the database associated with the road feature that caused the impairment / interference.

According to a fourth variant of the invention, the object is achieved by a system for adapted passenger comfort and safety functionality of a passenger in a passenger compartment transporting bus. The system has a control arrangement according to the second variant. Furthermore, the system has positioning means arranged to determine the geographical position of the bus. Also, the system includes a database adapted to provide data regarding geographical locations where each road peculiarity occurs with the potential to cause degradation / disturbance to the passengers. Also, the system has an output device.

According to the described variants, by detecting disturbances of the passengers due to road peculiarities on the bus route and determining and storing the geographical positions of the detected passenger impairments, it becomes possible to give the driver, when approaching the determined and stored geographical positions, an indication of which he / she warns of the street peculiarity.

In this way, accidents with passengers in the passenger compartment can be avoided. This ensures passenger comfort and safety by adapting the speed, acceleration and deceleration to the situation in the passenger compartment (with regard to standing passengers, wheelchairs, infant facilities, etc.).

Further advantages and further novel features will become apparent from the following description of the details.

list of figures

• 1 zeigt einen Bus gemäß einem Ausführungsbeispiel;
• 2A zeigt einen Anblick im Inneren eines Busses gemäß einem Ausführungsbeispiel;
• 2B zeigt einen Anblick im Inneren eines Busses und externe Einrichtungen des Busses gemäß einem Ausführungsbeispiel;
• 3 ist ein Flussdiagramm zur Erläuterung eines Ausführungsbeispieles eines Verfahrens für einen angepassten Fahrgastkomfort und für eine Sicherheitsfunktionalität eines Busses;
• 4 ist ein Flussdiagramm zur Erläuterung eines Ausführungsbeispieles eines Verfahrens zum Aktualisieren einer Datenbasis;
• 5 zeigt ein System gemäß einem Ausführungsbeispiel.

Embodiments of the invention will now be described in more detail with reference to the accompanying drawings:

• 1 shows a bus according to an embodiment;
• 2A shows a sight inside a bus according to an embodiment;
• 2 B shows a sight inside a bus and external devices of the bus according to an embodiment;
• 3 FIG. 4 is a flowchart illustrating one embodiment of a method for adjusted passenger comfort and security functionality of a bus; FIG.
• 4 Fig. 10 is a flowchart for explaining an embodiment of a method for updating a database;
• 5 shows a system according to an embodiment.

DESCRIPTION OF DETAILS

Embodiments of the invention described herein relate to a control arrangement (device) and method for running in a control arrangement, which can be realized with the embodiments described below. Corresponding embodiments can be realized in other ways and are therefore not limited to the examples described; rather, the illustrated embodiments serve a detailed and complete description.

Other objects and features will become apparent from the following description of the details taken in conjunction with the accompanying drawings. It should be understood that the figures are only illustrative and not limiting the embodiments described herein; rather, the claims determine the scope of the invention. Also, the figures are not necessarily to scale unless expressly stated; rather, the figures are intended to explain the principles of the structures and methods described.

1 shows a scenario in which a bus 100 with a passenger compartment 110 in the direction of travel 105 on a street 120 drives and a special feature 130 the street 120 approaches.

At the bus 100 may be any type of road vehicle that travels on a road to carry people, such as a double-decker bus, articulated bus, minibus, intercity bus, trolleybus, overpass bus, school transport bus, airport bus, a prisoner transport vehicle, a personal security vehicle, an ambulance for patient transport, an animal transport vehicle etc. The bus 100 can be controlled by a driver or drive without driver (ie drive autonomously), depending on the embodiment. For a simplified representation, the bus is subsequently 100 described as driver-controlled.

The street feature 130 may be a bump or another, off the road 120 protruding section, or a hole or a hollow in the road 120 , a chicane or other arrangement to calm the traffic, or even a sharp bend, a crossroads with poor visibility, a poorly lit road section, construction work, a traffic island or a bus stop, which in poor visibility conditions, such as in darkness, fog, rain, etc difficult to recognize. The road features 130 along the route can therefore be of a different nature.

The bus 100 still has a first sensor 140 , which is set up to observe the condition of the passengers in the passenger compartment 110 of the bus 100 ,

The sensor 140 may have a set of sensors of the same kind or different types. The sensor may include, for example, a camera, a stereo camera, an infrared camera, a video camera, a radar device, a lidar device, an ultrasound device, a so-called time-of-flight camera (for distance measurement) or a similar device according to the different embodiments. The sensor 140 or the set of sensors may include a pressure sensor in the passenger compartment seats (for determining, for example, the number of occupied seats), a photodetector for counting the number of passengers occupying the passenger compartment 110 enter / leave. The sensor 140 For example, in some embodiments, it may be configured to detect if a passenger seat belt is closed, provided the seats are in the passenger compartment 110 equipped with safety belts.

In one embodiment, data and information related to the bus 100 detected, recorded and stored while driving on the bus route. By means of the sensor 140 can be detected, for example, that the passengers in the passenger compartment 110 through violent Accelerations, sudden braking, cross-steering or other driving maneuvers are impaired.

The sensor signals can be evaluated, for example, by image recognition / machine vision, and / or object recognition. Machine Vision is a technique that employs techniques for obtaining, processing, analyzing, and understanding images of generally multi-dimensional data from the real world to produce numerical or symbolic information. One approach in this area is to duplicate the possibilities of human vision through electronic detection and the understanding of an image. "Understanding" in this context means the transformation of visual images (ie, the input signal to the retina) into descriptions of the environment that may be related to other thought processes for initiating an appropriate action. Such image understanding can be understood as a resolution of symbolic information from image data using models formed on the basis of geometry, physics, statistics and learning theory. Machine vision can also be understood as an attempt to automate and integrate a wide range of processes and visual understanding representations.

The image data of the sensor 140 can take various forms, such as images, video sequences, views of multiple cameras, or multi-dimensional data from a scanner.

In some embodiments, the passengers in the passenger compartment 110 and their current state can be detected with, for example, the sensor 140 obtained sensor signals by means of so-called deep learning (sometimes referred to as "deep learning", "hierarchical learning" and / or "deep machine learning"); that is, an area of computer-aided learning based on a set of algorithms that attempt to model high-level abstractions of data using multiple processing layers with complex structures or using different composite multiple non-linear transformations. The "deep learning" is based on learning guidelines regarding data. An observation (eg an image) can be presented in many ways, for example as a vector with intensity values per pixel or in a more abstract manner as a set of edges, regions or special shapes etc.

The "deep learning" typically uses a cascade of multiple layers of non-linear processor units for feature extraction and transformation. Each successive level (layer) uses the output of the previous level as input. The algorithms may be checked or unchecked, and applications include, for example, pattern analysis (not checked) and classification (checked). Furthermore, "deep learning" may be based on (untested) multi-level learning of features or representations of data. Higher level features can be derived from lower level features to form a hierarchical representation. With "deep learning" several levels of representations are obtained, which correspond to the different levels of abstraction; the levels form a hierarchy of understanding approaches. The composition of a level of non-linear processing units for use in a deep learning algorithm depends on the problem to be solved, i. the specification of an object to be recognized, in the present case are impaired (disturbed) passengers, such as falling passengers, the stop losing passengers, etc.

The geographic position of the detected passenger impairment may be determined, for example, by means of a satellite navigation system, such as Navigation Signal Timing and Ranging (Navstar), Global Positioning System (GPS), Differential GPS (DGPS), Galileo, GLONASS or the like.

On the other hand, the geographical position of the vehicle 100 also be determined for example by means of transponders, which are positioned at known locations along the route and with a corresponding sensor in the vehicle 100 be detected to determine the transponder so as to determine the respective position; also so-called WiFi networks can be detected and detected (WiFi networks along the route can be mapped with the respective geographical positions in a database); or also by receiving Bluetooth tag signals associated with geographic locations; or with other wireless-type waveforms, such as triangulation signals emitted by multiple fixed stations with known geographic locations. The position can also be entered by the driver.

In this way, geographical positions along the bus route where the passenger has detected a passenger impairment are determined and stored in a database, possibly in conjunction with an indication of the severity and / or type of passenger impairment.

Approaching the bus 100 or another cooperating bus of one of the stored ones geographic positions associated with a passenger impairment, an indication is given to the bus driver informing him of the upcoming road specificity 130 informed.

The driver is thus so on the upcoming road feature 130 informed and an impairment of the passengers can be avoided.

2A shows an example how a scenario according to 1 from the driver of the bus 100 Can be taken while driving on the road 120 near the street feature 130 , which in the present case is a bump.

The bus 100 has a control arrangement 210 in which various bills and processes for an adaptive (adaptable) passenger comfort and safety functions of the bus 100 be executed.

Furthermore, the bus 100 having means for determining its geographical position, such as the position determining means 220 , The position determination device 220 may be based on a satellite navigation system such as Navigation Signal Timing and Ranging (Navstar), Global Positioning System (GPS), Differential GPS (DGPS), Galileo, GLONASS or the like.

The geographic position of the positioning determiner 220 (and therefore also the bus 100 ) can be performed continuously with a certain predetermined or adjustable time sequence according to the respective embodiment.

Positioning by satellite navigation is based on distance measurements using triangulation with a number of satellites 230a 230b . 230c . 230d , The satellites 230a . 230b . 230c . 230d continuously transmit information regarding time and date (for example in coded form), the identity (with respect to the transmitting satellite), the status and the location at which the satellites are located at any given time. GPS satellites 230a . 230b . 230c . 230d send information that is encrypted, for example, with different encodings, not necessarily a so-called Code Division Multiple Access (CDMA) is used. This allows information from a single satellite 230a . 230b . 230c . 230d which are different from information of the other satellites are to receive according to an individual code for the respective satellite. This information can be transmitted for reception by the correspondingly adapted position-determining device 220 in the bus 100 ,

The distance measurement, in some embodiments, may include measuring the differences in times until the respective ones of the satellites 230a . 230b . 230c . 230d emitted satellite signal the position determination device 220 reached. Since the radio signals propagate at the speed of light, the distance to the individual satellites 230a . 230b . 230c . 230d be calculated by measuring the signal transmission times.

The positions of the satellites 230a . 230b . 230c . 230d are known since they are continuously monitored by about 15-30 earth stations, which are mainly located along or near the earth equator. Thus, the geographical position, ie the length and the width, of the with the position determination device 220 equipped bus 100 calculated by determining the distances to at least three satellites 230a . 230b . 230c . 230d by triangulation. In particular, four satellites may be used to determine the width in some embodiments 230a . 230b . 230c . 230d be used.

After determining the geographic position of the position-determining device 220 and therefore also the bus 100 This can be shown in a map where the position of the bus 100 is marked and also the positions of, for example, the bus route and / or bus stops on the route in front of the bus 100 ,

The bus 100 may be a database in some embodiments 240 respectively. The database 240 is set up to store geographic locations of locations along the route which (places) may cause degradation to passengers.

The bus 100 can continue an output device 250 which is arranged to give an indication to the bus driver, who informs him / her that he / she is aware of a particular road 130 approaches. The output device 250 For example, a speaker, a (graphic) display, a projector, a tactile device, a so-called head-up display (projection in the field of view), one in the windshield of the bus 100 integrated display, one in the dashboard of the bus 100 integrated display means, a device wearable by the bus driver, a set of displays near the eye (so-called "smart glasses", "smart lenses", etc.) for the driver; or combinations of such devices.

The bus 100 also has a second sensor 260 , The second sensor 260 can be forward. In the illustrated embodiment, the forward-looking sensor 260 arranged so that he is in front of the bus 100 behind the windshield of the bus 100 is positioned.

By mounting the forward-looking second sensor 260 behind the windshield, there are some advantages over externally mounted camera systems. Such advantages include the ability to use wipers for cleaning and also the use of the light of the front headlights for illuminating objects in the field of view of the camera. It also provides protection against dirt, snow, rain and also a certain protection against damage, vandalism and / or theft. Such a sensor 260 can also be used for other purposes.

The optional sensor 260 can in the direction of travel 105 to the front of the bus 100 be aligned. The sensor 260 For example, a camera, a stereo camera, an infrared camera, a video camera, a radar device, a lidar device, an ultrasound device, a time-of-flight camera, or a similar device according to various embodiments.

In some embodiments, the sensor 260 For example, have a motion detector and / or a passive infrared sensor (PIR), which is sensitive to the skin temperature of a person due to the radiation emitted there in the range of wavelengths in the mid-infrared, as opposed to the objects in the background, which are at room temperature (For example, to detect road areas where people or animals frequent the road 120 cross); or it can be continuously emitted microwave radiation and it can be detected movements on the principle of Doppler radar; or ultrasonic waves can be emitted and the reflections detected; or a tomographic motion detection system based on detection of radio wave interference, to name but a few.

This is the second sensor 260 set up, environmental conditions of the bus 100 to monitor.

The control arrangement 210 can with the above units and components in the bus 100 communicate interactively via, for example, a wired or wireless communication bus. The communication bus may include, for example, a controller area network (CAN), a media-oriented system transport bus (MOST), an Ethernet, or the like. On the other hand, the communication may also be performed via a wireless connection or at least based on one of said wireless communication techniques.

While driving on the route of the bus 100 upon detection of a passenger impairment in the passenger compartment 110 by means of the first sensor 140 which, as mentioned, can be a variety of different sensors, the geographical location of the bus 100 determined and in the base 240 stored, which belongs to the occurrence of the passenger impairment, in which so the impairment has occurred. In some embodiments, the extent of passenger impairment may be determined and stored in association with the determined geographic location.

Approaching the bus 100 then later so stored geographic position, an indication is triggered and given to the driver, for which one or more output devices 250 serve.

A third sensor 270 can in the bus 100 be provided and set up to monitor certain actions of the driver, which were carried out when the alert (alarm). Such a driver-performed protective action typically means a reduction in the speed of the bus 100 (without sharp braking above a certain deceleration threshold); an acceleration of the bus 100 without an excessive acceleration exceeding a threshold, etc. The third sensor 270 For example, it may detect a brake application by the driver, an operation on the accelerator pedal and / or on the steering wheel.

Through the third sensor 270 can be detected that the driver the hint regarding the approaching road specificity 130 neglected. In some embodiments, an automatic action may be triggered in such a situation, eg, a cautious reduction in the speed of the bus 100 up to values below a speed threshold.

2 B shows an example of a scenario similar to the scenario according to 2A However, the control arrangement 210 and the database 240 are arranged in a structure which is arranged externally with respect to the vehicle. The bus 100 can communicate via a wireless interface using a transceiver 280 , which with the extern in relation to the vehicle arranged control arrangement 210 via another communication device 290 that is located externally with respect to the vehicle communicates.

The bus 100 can be the same or similar to the bus 100 be in 2A is shown. Explained in more detail here is how a with respect to the vehicle external structure with the bus 100 communicates or with other buses and / or vehicles.

The communication between the bus 100 and in relation to this external structure and / or between other vehicles and the external structure may be via a wireless communication interface, such as vehicle-to-vehicle communication (V2V) or so-called vehicle-to-infrastructure communication ( V2I). For this purpose, the general term "vehicle-to-all" (V2X) is sometimes used, for which so-called special short-range communication means (DSRC) are used. DSRC operates in the 5.9 GHz band with bandwidths of 75 MHz and in embodiments has a range of about 1000 m.

For example, the wireless communication may be in accordance with an IEEE standard for wireless vehicle communication, such as the special operating mode according to IEEE 802.11 for vehicle networks, also called Wireless Access in Vehicular Environments (WAVE). IEEE 802.11p is an extension of 802.11 in accordance with the LAYAN Medium Access Unit (MAC) physical unit (PHY) specification.

Such a wireless communication interface may include or at least have recourse to the following communication technologies: Wi-Fi, wireless local area networks (WLAN), so-called Ultra Mobile Broadband (UMB), Bluetooth (BT), Near Field Communication (NFC), Radio Frequency Identification (RFID) , Z-wave ZigBee, IPv6 low power personal wireless networks (6LoWPAN), Wireless Highway Addressable Remote Transducer (HART) protocol, Wireless Universal Serial Bus (USB), optical communication such as infrared data link (IrDA), low power wide area network (Low-Power Wide-Area Network, LPWAN), such as LoRa, or infrared transmission, to name just a few options for wireless communication in some embodiments.

On the other hand, the communication can also take place via a wireless interface, which has or at least uses the following technologies: Radio link technologies, such as 3GPP LTE, LTE-Advanced, E-UTRAN, UMTS, GSM, GSM / EDGE, WCDMA, Time Division Multiple Access (TDMA) Networks, Frequency Division Multiple Access (FDMA) Networks, Orthogonal FDMA (OFDMA) Networks, Single-Carrier FDMA (SC-FDMA) Networks, Worldwide Linkable Microwave Systems (WiMax), or Ultra Mobile Broadband ( UMB), High Speed Packet Access (HSPA), Evolved Universal Terrestrial Radio Access (E-UTRA), Universal Terrestrial Radio Access (UTRA), GSM EDGE Radio Access Network (GERAN), 3GPP2 CDMA technologies, eg CDMA 2000 1x RTT and High Rate Packet Data (HRPD), or similar, just to mention a few possibilities for a wireless communication network.

An advantage with a database external to the vehicle 240 and control arrangement 210 This is because several vehicles share the same database 240 and that together with the information in the database 240 are reusable. This makes it possible for a bus (or other vehicle) to receive an indication of the driver from an upcoming vehicle specificity 130 warns which could affect the comfort / safety of passengers, even if the bus 100 the route first traveled. Thus, personal knowledge can be transferred from a driver experienced on the route to a driver new in relation to the route (ie, in favor of a driver who is not yet familiar with this bus line), which also promotes the safe and comfortable transportation of the passengers.

3 explains an example of a method 300 according to an embodiment. The flowchart according to 3 shows the procedure 300 which is in the control arrangement 210 is performed. The control arrangement 210 may in some embodiments in the bus 100 be arranged. In other embodiments, the control arrangement 210 in a structure 320 be arranged, which is provided externally with respect to the vehicle.

The procedure 300 The goal is to provide passengers with an adaptable level of comfort and increased safety for a bus 100 to reach, the bus passengers in a passenger compartment 110 promoted.

At the bus 100 it may be any means of carrying passengers, ie persons in addition to the driver.

• Schritt 301 umfasst die Bestimmung der geografischen Position des Busses 100.

For the achievement of the adaptive comfort regarding the passengers and the safety functions, the procedure can 300 the process steps 301 - 310 respectively. Some of the process steps 301 - 310 can at only a few certain embodiments are executed, such as the steps 304 - 307 and or 309 - 310 , Also, the steps described in more detail below 301 -310 are performed in a slightly different chronological order, so different than the numbering suggested. The procedure 300 can have the following steps:

• step 301 includes the determination of the geographical position of the bus 100 ,

The geographical position can be determined for example by GPS or by one of the methods explained above.

step 302 includes detection - in a database 240 - a geographical position that becomes a street feature 130 is heard and there is a potential for a passenger to experience an impairment.

The database 240 can geographic positions of previously discovered road features 130 include in which passenger impairments have been detected.

The database 240 can the geographical positions, which with the road feature 130 are linked with a time stamp. This allows outdated data (ie data that is older than a predefined time threshold) from the database 240 filtered out and / or deleted.

step 303 includes a conclusion that the bus 100 the detected (step 302 ) geographic position.

The distance between the currently determined geographic position of the bus (step 301 ) and the detected geographic position in the database (step 302 ) may be predetermined or predetermined according to various embodiments.

step 304 , which may be provided only in some embodiments, includes monitoring the passenger condition in the passenger compartment 110 of the bus 100 ,

Standing passengers and / or passengers in wheelchairs, baby baskets, etc., can through one or more sensors 140 in the passenger compartment 110 be detected.

On the other hand, in some embodiments, the number of the bus 100 Ascending passengers are counted by a sensor at the respective vehicle entrance (or it can also be based on the number of tickets sold). The number of standing passengers can be estimated based on the number of seats and comparison with the number of passengers boarding (assuming that most passengers prefer to sit if possible). Also can seat sensors in the seats of the bus 100 be provided and the number of seated passengers can be deducted from the number of boarded passengers.

Also, seat belt sensors can be used on the seats to detect if the seated passengers are wearing a seatbelt. If all passengers are belted seated, in some embodiments, a higher speed and acceleration may be allowed, and also a stronger deceleration and / or lateral steering.

step 305 which in some embodiments only in connection with step 304 is carried out, includes the estimation of the extent of possible impairment by the road specificity 130 according to the monitored condition of the passengers according to step 304 ,

The presence of standing passengers, a wheelchair, a baby-basket etc. in the passenger compartment 110 can cause the greatest degree of impairment. So if passengers in the passenger compartment 110 only a relatively low acceleration / deceleration / speed can be permitted, ie an acceleration / deceleration / speed less than a respective first threshold value.

If all passengers are seated but not strapped in, then the average values for acceleration / deceleration / speed can be allowed. Are all passengers in the passenger compartment 110 seated belted, relatively high values regarding acceleration / deceleration / speed can be allowed.

step 306 can be performed only in some particular embodiments where those in the database 240 stored road feature 130 is associated with an environmental condition, that is, an environmental condition (state) for the bus 100 is determined.

For example, the environmental condition may be the amount of daylight (certain road features 130 may be difficult to see under bad lighting conditions, ie the prevailing light level may be less than a threshold); it may be the time of day (pedestrians crossing the street, etc. may occur more frequently during peak traffic); it may be the season (some roads may be slippery due to leaves in autumn, and certain roads may be aquaplaning in the rain cause; certain roads can become smooth at temperatures below zero); Etc.

Such environmental conditions can be determined, for example, time-dependent, by a sensor, such as a light sensor, a rain sensor, a thermometer, etc.

step 307 which can be provided when step 306 has executed, includes a determination as to whether the in step 306 detected ambient state corresponds to a state with a stored road feature 130 is linked.

step 308 includes issuing a message to the bus driver informing about the approaching road specificity 130 is informed.

The hint given to the bus driver may in some embodiments be dependent upon in step 305 estimated extent of possible passenger impairment.

In some embodiments, where in the database 240 a limitation on the extent of passenger impairment in connection with the road specificity 130 is stored, the hint to the bus driver can then be given, if that in step 305 estimated extent of impairment of the passenger in the database 240 exceeds the stored limit.

In some embodiments, the hint may be given to the bus driver when in step 306 determined ambient condition of that environmental condition corresponds to the stored road feature 130 is linked.

In some particular embodiments, the cautionary note may also be made to passengers in the passenger compartment 110 given to them about the approaching road specificity 130 to inform, for example by means of an output device, such as a speaker, a display device, a projector, a touchable device, etc.

In some embodiments, the hint to the bus driver may always be given when there is a risk of a passenger being driven by the road feature 130 impaired, in particular injured. In other embodiments, the indication may be disabled when the driver takes a certain precautionary measure or takes certain measures when approaching the road feature 130 , such as lowering the speed below a threshold, reducing the acceleration, etc., which can be detected by a sensor. Blocking the cautionary note under certain conditions prevents the driver from being distracted by unnecessary information. Unnecessary cues can disturb the driver and reduce his / her attention and confidence in the system for adaptive passenger comfort and safety. It can therefore be provided to give the hint only if the bus 100 drives faster than a given speed threshold. Various predetermined thresholds can be linked with different road features 130 and this can be in the database 240 stored in association with the respective geographical position.

step 309 can be provided only in such embodiments, in which due to the output hint according to step 308 a precaution is detected by the driver.

Action taken by the driver as a precaution may be, for example, gentle braking, gentle acceleration, etc., depending on the nature of the step in progress 308 given notice.

step 310 , can only be provided in the particular embodiments in which step 309 has been executed and includes an activation of an automatic action to avoid disturbing passengers when in step 309 when a warning is issued, no action is detected by the driver as a precautionary measure.

Different thresholds can come with different road features 130 be linked, which accordingly in the database 240 is saved to initiate the automatic action. It can also be linked to different automatic actions with different road features 130 such as reducing speed, limiting acceleration, limiting deceleration, stopping the bus 100 Etc.

4 explains an example of a method 400 according to an embodiment. The flowchart according to 4 shows the procedure 400 as it is in a control arrangement 210 is performed. The control arrangement 210 can be arranged in a bus. In other embodiments, the control arrangement is 210 in a structure 320 disposed externally with respect to the vehicle.

The procedure 400 has the object of updating a database 240 , in the context of the procedure described above 300 corresponding 3 is used for the adaptive comfort of passengers and the safety of the bus 100 which the passengers in a passenger compartment 110 promoted.

At the bus 100 it can be any type of device for the transport and transport of passengers, ie persons in addition to the driver.

• Schritt 401 umfasst die Detektion einer möglichen Beeinträchtigung von Fahrgästen im Fahrgastraum 110 des Busses 100.

To the database 240 True to update, the procedure may 400 a number of steps 401 - 403 respectively. Some of the process steps 401 - 403 can be executed in a modified time sequence compared to the specified numbering. The procedure 400 can have the following steps:

• step 401 includes the detection of a possible impairment of passengers in the passenger compartment 110 of the bus 100 ,

The detection can be done by one or more sensors 140 the passengers in the passenger compartment 110 monitor.

Detection may include determining whether a passenger is falling, losing grip, losing balance, and / or dropping luggage, etc.

In some particular embodiments, the extent of possible impairment of the passengers may be determined.

step 402 includes the determination of the geographical position of the bus 100 at the moment the detected (step 401 ) Impairment of the passenger.

The geographic location may be determined by GPS or by any other of the methods described above.

step 403 includes the saving in step 402 specific geographic location in the database 240 in connection with the road feature 130 which in step 401 has caused detected passenger disability.

In some particular embodiments, an estimated extent of passenger impairment may also be present in the database 240 in conjunction with the in step 402 stored geographic position.

In some embodiments, a timestamp may be determined and stored with the geographic location and the particularity of the road 130 be linked.

5 shows an embodiment of a system 500 , The system 500 is set up for the generation of adaptive passenger comfort and for the functional safety of a bus 100 which is in a passenger compartment 110 Passengers transported.

The system 500 has a control arrangement 210 to provide adaptable passenger comfort and to promote the safety of a bus 100 which is in a passenger compartment 110 Passengers, using the procedure described above 300 for the adaptable passenger comfort and safety of the bus 110 is performed. The control arrangement 210 can be set up the procedure 400 to update the database 240 perform. The control arrangement 210 is set up, the geographical position of the bus 100 to determine. Furthermore, the control arrangement 210 set up, in a database 240 to determine a geographical position, which with a road feature 130 which is likely to affect a passenger. The control arrangement 210 is also set up to determine that the bus 100 approaches the determined geographical position. Finally, the control arrangement 210 still set up, via an output device 250 to give the bus driver a clue informing him that he / she is aware of the particularity of the road 130 approaches.

In some embodiments, the control arrangement 210 also be set up, the condition of the passengers in the passenger compartment 110 of the bus 100 to monitor. Furthermore, the control arrangement 210 additionally be set up, the extent of the possible passenger impairment by the road specificity 130 based on the monitored condition of the passengers.

The control arrangement 210 may be further configured to determine a threshold for passenger impairment and / or in the database 240 to save which one with the road feature 130 is linked.

Finally, the control arrangement 210 be configured to give an indication to the bus driver if the estimated potential passenger disability limits the passenger impairment threshold as stored in the database 240 exceeds.

In embodiments in which the road feature 130 in the database 240 stored in conjunction with an ambient condition (environment state), the control arrangement 210 also be set up, an environmental condition of the bus 100 determine. The control arrangement 210 can continue be configured to determine whether the detected environmental condition corresponds to an environmental condition, which with the stored road feature 130 is linked. The control arrangement 210 may also be configured to give the indication to the bus driver if the determined environmental condition coincides with the environmental condition associated with the stored road feature 130 is linked.

In some embodiments, the control arrangement 210 furthermore be set up to detect a precautionary measure (action) initiated by the driver on the basis of the information provided. Also, the control arrangement 210 be set up to initiate an automatic action to avoid passenger impairments, if no precaution is detected by the driver.

In some modified embodiments, the control arrangement 210 also be set up, the note to the passengers in the passenger compartment 110 to give these about the approaching road specificity 130 to inform.

The system 500 also has a database 240 , The database 240 is set up to include data relating to geographic positions associated with particular road characteristics 130 which could potentially affect passengers. The database 240 can on the bus 100 be arranged or in other embodiments in a structure externally with respect to the vehicle.

The system 500 also has a position-determining device 220 which is arranged to determine the geographical position of the bus 100 ,

The system 500 can be an output device 250 such as a display device, a speaker, a touch device, etc., the output device 250 can be set up, the note to passengers in the passenger compartment 110 to give them to inform them that you are a street special 130 approaches.

In some embodiments, the system may 500 also a first sensor 140 which is set up, the state of the passengers in the passenger compartment 110 of the bus 100 to monitor.

The system 500 can also have a second sensor 260 which is set up, the environmental conditions of the bus 100 to monitor.

Finally, the system can 500 also a third sensor 270 which is arranged to monitor precautions by the driver.

The control arrangement 210 has a reception circuit 510 which is adapted to receive data from the following components: the database 240 , the position determining device 220 , the first sensor 140 , the second sensor 260 and / or the third sensor 270 , The receiving circuit 510 may be further configured for communication with the structure 320 externally with respect to the vehicle.

The control arrangement 210 has a processor circuit 520 which is set up for various calculations and derivations to the procedures 300 and 400 according to the steps described above 301 - 310 and or 401 - 403 perform.

Such a processor circuit 420 may include some or more processors, such as a central processing unit (CPU), an application specific integrated circuit (ASIC), a microprocessor, or other processor logic that can interpret and execute instructions. The term "processor" as used herein may thus mean a processor circuit containing multiple processors, such as the above.

The control arrangement 210 can a memory 525 respectively. The optional memory 525 may have a physical structure for storing data or programs, ie, instruction sequences, either intermittently or permanently. In some embodiments, the memory may be 525 have integrated circuits with silicon-based transistors. The memory 525 For example, a memory card, a flash memory, a USB memory, a hard disk, or other volatile or nonvolatile memory units for storing data such as a ROM, a PROM (programmable read only memory), an EPROM (erasable PROM), an EEPROM (electronically erasable PROM), etc. according to the respective embodiments.

The ones described above steps 301 - 310 and or 401 - 403 in the control arrangement 210 can be performed by one or more processor circuits 520 in the control arrangement 210 in cooperation with a computer program for performing at least the functions according to the steps 301 - 310 and or 401 - 403 be implemented. So it can be a so-called computer program product with instructions for performing the steps 301 - 310 and or 401 - 403 in the control arrangement 210 the proceedings 300 or. 400 with at least some of the steps 301 - 310 and or 401 - 403 when the computer program enters the one or more processor circuits 520 the control arrangement 210 is loaded. The described method steps 301 - 310 and or 401 - 403 Thus, through a computer algorithm, machine executable code, an untransferred computer readable medium, or software instructions resident in appropriate program logic, such as the processor circuits 520 and the control arrangement 210 , are programmed to be executed.

The above-mentioned computer program product may be provided, for example, in the form of a data carrier containing the computer program code for executing at least some of the steps 301 - 310 and or 401 -403 according to respective embodiments when loaded into the one or more processor circuits 520 the control arrangement 210 , The data carrier may be, for example, a hard disk, a CD-ROM, a memory stick, an optical storage device, a magnetic storage device, or any other suitable device, such as a disk or tape, which stably contains machine-readable data. The computer program product may further be provided as computer program code in a server and remotely in a control arrangement 210 via the internet or a corresponding internet connection.

Some embodiments have a bus 100 on with a control arrangement 210 ,

On the other hand, other embodiments have an external structure with respect to the vehicle with the control arrangement 210 ,

The terms used herein in the description of the illustrated embodiments are intended to describe the methods 300 . 400 , the control arrangement 210 ; the computer program, the system 500 , the bus 100 and / or do not restrict the structure externally of the vehicle. Various changes, substitutes and / or changes may be made without departing from the scope of the invention as defined in the claims.

As used herein, the term "and / or" includes any and all combinations of the one or more articles referred to. The term "or" as used herein is to be understood as meaning a mathematical "OR", i. as inclusive name; not so in the sense of an exclusive OR (XOR), unless it is expressly determined otherwise. The expressions in singular "one", "one" and "the one" that are to be understood as "at least one ..." thus also contain several objects (sizes) of this kind, unless it is expressly different certainly. Furthermore, the terms "including", "having", "including" and / or "comprising" are to be understood as meaning that the features, actions, quantities, steps, operations, elements and / or components named in each case are present, but not the Presence of additional features, actions, sizes, steps, operations, elements, components and / or groups thereof is excluded. A single unit, such as a processor, may perform the functions of various features recited in the claims. The fact that certain features are mentioned in various dependent claims does not mean that a combination of these features is not advantageous. A computer program may be stored / distributed in a suitable medium, such as an optical storage medium or a solid state storage medium, which may be provided as part of or in conjunction with the hardware, but distribution may be in other forms, such as via the Internet or via a wired or wireless communication system.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• WO 2016202360 [0007]
• US 2014277830 [0008]
• EP 3159235 [0009]
• US 2009326796 [0010]
• JP 2012190398 [0011]

Claims (15)

A method (300) in an adaptive passenger comfort and safety control arrangement (210) of a bus (100) that carries passengers in a passenger compartment (110), the method (300) comprising: Determining (301) the geographic location of the bus (100); Detecting (302) a geographic location in a database (240), the geographic location associated with a road feature (130) that may cause passenger degradation; Determining (303) that the bus (100) is approaching the detected geographical position; and Issuing (308) an indication to the bus driver informing him of the approach to the road feature (130). Method (300) according to Claim 1 , further comprising: monitoring (304) the passenger condition in the passenger compartment (110) of the bus (100); and estimating (305) the possibility of passenger impairment by the road feature (130) based on the monitored passenger condition; wherein the indication to the bus driver is given based on the estimated possibility of passenger impairment (308). Method (300) according to Claim 2 wherein: a threshold regarding the possibility of passenger impairment is stored in the database (240) in association with the road feature (130); and wherein the indication is given to the bus driver (308) if the estimated possibility of passenger impairment exceeds the passenger impairment threshold stored in the database (240). Method (300) according to one of Claims 1 to 3 wherein the road feature (130) is stored in the database (240) in conjunction with an environmental condition, and wherein the method (300) comprises: determining (306) an environmental condition of the bus (100); Detecting (307) that the detected environmental condition corresponds to an environmental condition associated with the stored road feature (130); and issuing (308) the hint to the bus driver when the detected ambient condition corresponds to the ambient condition associated with the stored road feature (130). Method (300) according to one of Claims 1 to 4 , further comprising: checking (309) whether a precautionary measure has been initiated by the driver based on the given indication (308); and triggering (310) an automatic measure to avoid passenger impairment if no precautionary measure is detected by the driver (309). Method (300) according to one of Claims 1 to 5 wherein the indication is also given (308) to passengers in the passenger compartment (110) to inform the passengers about the upcoming road feature (130). A control arrangement (210) for adaptive passenger comfort and safety of a bus (100) carrying passengers in a passenger compartment (110), the control arrangement (210) being arranged to: determine the geographical position of the bus (100); determining in a database (240) a geographic location associated with a road feature (130) that may cause passenger degradation; determine that the bus (100) is approaching the determined geographic location; and around output an indication to the bus driver via an output device (250a, 250b), the indication informing the bus driver of the approach to the road feature (130). Method (400) in the control arrangement (210) according to Claim 7 for updating a database (240) used in the method (300) according to any one of Claims 1 to 6 for adaptive passenger comfort and safety of a bus (100) carrying passengers in a passenger compartment (110), the method (400) comprising: detecting (401) a passenger impairment in the passenger compartment (110) of the bus (100); Determining (402) the geographic location of the bus (100) at the time of detected passenger impairment; and storing (403) the determined geographic location in the database (240) associated with the road feature (130) that caused the detected passenger impairment. A system (500) for adaptive passenger comfort and security of a bus (100) that carries passengers in a passenger compartment (110), the system (500) comprising: a control arrangement (210) according to Claim 7 ; and a database (240) arranged to have data relating to geographical locations respectively associated with road features (130) that may cause passenger impairments; a position determining means (220) arranged to determine the geographical position of the bus (100); and an output device (250a, 250b). System (500) according to Claim 9 , further comprising: a first sensor (140) configured to monitor the passenger condition in the passenger compartment (110) of the bus (100). System (500) according to one of Claims 9 or 10 , further comprising: a second sensor (260) arranged to monitor the ambient state of the bus (100). System (500) according to one of Claims 9 to 11 , further comprising: a third sensor (270) arranged to monitor driver precautions. System (500) according to one of Claims 9 to 12 wherein the output means (250a, 250b) is further arranged to give the indication to the passengers in the passenger compartment (110) to inform them about the approach to a road feature (130). A computer program comprising program code for carrying out a method (300, 400) according to one of Claims 1 to 6 or 8th when running the program in a computer. A bus (100) for carrying passengers in a passenger compartment (110) with a system (500) according to any one of Claims 8 to 12 ,

Images