HK1193076B - Stopping-time calculation module - Google Patents

Description

Residence time calculation module

Technical Field

The invention relates to a dwell time calculation module for a vehicle, a rail vehicle having such a dwell time calculation module and a method for controlling a vehicle.

Background

In the field of short-distance transportation with people on rails, for example in subway or light-rail short-distance transportation with people on rails, passengers are transported from a railway station to a railway station according to a route predetermined by a driving schedule. The passengers at least approximately evenly flood the railway station and the trains accordingly travel at the same distance from one another as possible. If (for some reason always) a train delay occurs and thus a delayed arrival of a train at a train station is accompanied by a train, more passengers wait for the train at that train station (and additionally also at all subsequent train stations) than if there were no delay. Therefore, the train must accommodate a greater number of passengers in proportion to its delay. This, on the other hand, has the result that the following train according to the schedule contains fewer passengers, since the delayed train driving ahead already takes away a part of the passengers that should have been transported by the following train.

Disclosure of Invention

The object of the invention is to provide a device with which the adverse consequences of train delays can be maintained as small as possible.

This technical problem is solved according to the invention by having a residence time calculation module according to the invention. Preferred embodiments of the inventive residence time calculation module are specified in the dependent claims.

The following is provided according to the invention with a residence time calculation module for a vehicle, comprising: communication means enabling communication with one or more other vehicles for transmitting own travel-related data and/or for receiving travel-related data of other vehicles; an evaluation device connected to the communication device is suitable for calculating an extended stop time for the current station or a following station, in particular the next station, which exceeds a stop time predefined according to the travel schedule, if a delay is indicated by the travel-related data of a preceding or following vehicle traveling on a common route having the station, and for generating a control signal which indicates the calculated stop time.

The main advantage of the inventive stop time calculation module is that the vehicles can communicate with one another via their communication means and can therefore calculate the extended stop time in the railway station by themselves or in a self-contained manner. Thus, the calculation for extended dwell time does not require the use of a central dispatch station that must monitor and control a large number of vehicles.

Another important advantage of the inventive stop time calculation module is that it can be operated more quickly than a central control desk, since for each vehicle an own evaluation device is provided, which only has to calculate its own stop time or its own stop time extension. By using decentralized dwell time calculations, the delay can be acquired significantly faster than a central scheduler, which is illustrated in connection with the numerical example: in the case of residence time calculation by the central dispatcher station, the measurement time and the control time are, as determined by the inventors, generally of such a size that only vehicle delays in the range of minutes can be compensated for. In contrast, however, by using the vehicle's own dwell time calculation module provided according to the invention, delays in the second range can already be compensated for, so that significant operating disturbances, which are caused by small delays over the entire route, can be avoided.

The calculation of the extended dwell time is preferably carried out by the evaluation device in such a way that the distance between the host vehicle and the preceding vehicle approaches or is set at a distance planned according to the driving schedule.

Vehicle-to-vehicle communication can take place in a direct manner, for example by means of vehicle-to-vehicle radio signals, or in an indirect manner, for example via an external communication network, for example a GSM network (global system for mobile communications), a WLAN network (wireless local area network) or a UMTS network (universal mobile telecommunications system). As described above, it is preferable to perform communication without a central dispatching desk (or dispatching center) containing a monitoring vehicle, that is, in other words, it is preferable to be "direct".

Instead of communication by radio, other transmission means can also be provided, for example by light (for example in the infrared range) or by wire through cables implemented on the route.

The dwell time calculation module is preferably used for vehicles carrying people in short-haul traffic. It is considered particularly preferred that the vehicle is a rail vehicle which travels on the same track section and that the extended dwell time calculated by the dwell time calculation module relates to the next stop currently traveling or on the track section.

According to a particularly preferred embodiment of the evaluation device, the following are provided: the extended stay time is calculated by the evaluation device adding a time interval proportional to the delay of the vehicle travelling before or after to the stay time planned according to the driving schedule. The scaling factor is preferably between 0 and 1.

It is considered to be particularly advantageous to configure the evaluation device such that the extended dwell time is calculated by adding a time interval of between 30% and 70% of the delay of a preceding or following vehicle to the dwell time planned according to the driving schedule. A proportionality factor between 30% and 70% enables a particularly effective adjustment of the vehicle distance according to the distance planned on the driving schedule.

It is also considered advantageous if the vehicle which recalculates its own dwell time and determines the extended dwell time transmits the result to the preceding or following vehicle. Accordingly, it is considered advantageous if the evaluation device is designed to generate a control signal which indicates the extended dwell time in the case of an extended dwell time relative to the dwell time predefined according to the driving schedule and to transmit this control signal to at least one vehicle which is directly ahead and behind in the common route.

If a preceding vehicle causes a delay and thus extends its own stopping time, the following vehicle is preferably notified by the stopping time calculation module. Conversely, if a vehicle traveling behind causes a delay and thus lengthens its own waiting time, it is preferable that the vehicle traveling ahead be notified accordingly by the stay time calculation module.

In addition, the dwell time calculation module may also take into account traffic on other road sections for which there is a possibility of transfer or which is planned according to the driving schedule. In this case, it is advantageous if the evaluation device is designed such that, in the event of a delay of a vehicle travelling on a different route section on which a transfer possibility is planned according to a predefined driving schedule, the evaluation device calculates an extended stopping time for at least one station located before the location of the transfer possibility, generates a control signal which indicates the extended stopping time, and transmits this control signal to at least one vehicle travelling directly ahead and behind on its own route section.

The extended dwell time calculated by the dwell time calculation module may be directly introduced into the control of the vehicle. For example, the dwell time calculation module can have a door control unit connected to the evaluation device, which is suitable for controlling the vehicle door in accordance with the control signal of the evaluation device. Preferably, the door control unit opens the doors of the vehicle for extended stay times calculated at the respective stations.

Alternatively, the dwell time calculation module may have a display device connected to the evaluation device, on which the evaluation device displays the extended dwell time.

With regard to the implementation of the dwell time calculation module, it is considered advantageous if the evaluation device comprises a calculation device and a memory in which a program is stored which, when executed by the calculation device, calculates an extended dwell time if a delay is indicated by travel-related data of a vehicle traveling ahead or behind on a common road section.

In addition, the invention relates to a rail vehicle having a dwell time calculation module, as described above. With regard to the advantages of the rail vehicle according to the invention, reference is made to the advantages of the residence time calculation module according to the invention explained above, since the advantages of the residence time calculation module according to the invention correspond to the advantages of the rail vehicle according to the invention.

In addition, the invention relates to a method for controlling a vehicle. According to the invention, it is provided that travel-related data of one or more other vehicles traveling on a common route having stations are received, that if a delay occurs in a preceding or following vehicle traveling on the route, an extended stop time is calculated for a following station, in particular the next station, which exceeds a stop time specified according to the driving schedule, and that a control signal is generated which specifies the calculated stop time.

With regard to the advantages of the method according to the invention, reference is made to the above description of the residence time calculation module according to the invention, since the advantages of the residence time calculation module according to the invention correspond to the advantages of the method according to the invention.

Drawings

The invention is explained in detail below with reference to examples, in which:

fig. 1 shows a first exemplary embodiment of a method according to the invention for controlling a vehicle, in which the vehicle-side delay in the case of a vehicle traveling behind is taken into account by a proportionality factor k;

fig. 2 shows a second exemplary embodiment of the method according to the invention, in which the delay of a preceding vehicle causes an extension of the dwell time with the proportionality factor k for a following vehicle;

FIG. 3 shows a third exemplary embodiment of the method according to the invention, in which a cascade of dwell time extensions with a scaling factor k is respectively carried out;

fig. 4 shows a fourth embodiment of the method according to the invention, in which the delay of a following vehicle is taken into account;

fig. 5 shows a fifth embodiment of the method according to the invention, in which the delay of vehicles travelling on other road sections is taken into account; and

fig. 6 shows an embodiment of a rail vehicle with a dwell time calculation module according to the invention.

For purposes of clarity, the same reference numbers will be used throughout the drawings to refer to the same or like parts.

Detailed Description

Fig. 1 shows an embodiment of the method, in which, in the event of a delay of a preceding rail vehicle, a following rail vehicle extends its dwell time at the next train station in order to maintain or restore the distance between the rail vehicles planned according to the schedule.

In fig. 1, three rails F1, F2 and F3 are visible, each consisting of a subway or a light rail, for example, and serving a common "link" (traffic line, for example, the subway line "U1") planned according to the schedule of travel. The rail vehicles F1, F2 and F3 thus form rail-bound railway vehicles which travel or "serve" a common route section S. On this route there are stops in the form of railway stations H1, H2 and H3, which are traversed in succession by rail vehicles F1, F2 and F3.

At time t, t0, the three rail vehicles F1, F2 and F3 travel in accordance with the schedule, so that the distance between the rail vehicles is at least approximately constant.

At time t — t1, rail vehicle F3 arrives at railway station H2, rail vehicle F2 arrives at railway station H3, and rail vehicle F1 arrives at railway station H4. According to the schedule, the stay time at the railway station should be T0, respectively.

The two vehicles F2 and F3 observed an expected stopping time T0 planned according to the schedule, whereas (for some reasons always) the vehicle F1 exhibited an extension of the stopping time at the railway station H4. Thus, the vehicle F1 leaves the train station H4 not after the expected stop time T0, but with a delay dT 1.

Fig. 1 shows that at time t1+ dT1, vehicles F2 and F3 have left their railway stations H2 and H3 and are located in the middle of the route: thus, vehicle F3 is located in the road section between railway stations H2 and H3, while rail vehicle F2 is located in the road section between railway stations H3 and H4. The vehicle F1 traveling ahead leaves the train station H4 at time t, t1+ dT 1.

In order to avoid a continuous disturbance of the driving operation and a continuous failure to comply with the predefined vehicle distance as a result of a delayed departure of vehicle F1, preceding vehicle F1 transmits a control signal to following vehicle F2, which transmits its own delay dT1 to following vehicle F2.

The following vehicle F2 forwards the received control signal with the delay specification dT1 to the vehicle F3 following the vehicle F2, so that the two following vehicles F2 and F3 respectively obtain knowledge of the delay of the preceding vehicle F1.

The two following vehicles F2 and F3 take into account the delay dT1 of the preceding vehicle F1 by correspondingly extending their stay times at the respective forward train stations H3 and H4.

If at time t, at t2, vehicle F2 arrives at railway station H4 and vehicle F3 arrives at railway station H3, both vehicles stay at the railway station longer than planned according to the schedule. The stay time T2 of vehicle F2 is, for example, T2 ═ T0+ dT1, and the stay time T3 of extended vehicle F3 is T3 ═ T0+ dT 1.

Due to the extended stay time at the railway stations H3 and H4, the distance from the delayed vehicle F1 is adapted or set to the distance planned according to the driving schedule.

Fig. 2 shows an embodiment of the method, in which, in the event of a delay of a preceding vehicle, the following vehicle calculates an extended dwell time taking into account the scaling factor.

At points in time t-t 0, t-t 1 and t-t 1+ dT1, the same applies, for example, as already explained in fig. 1. Vehicle F1 driving ahead has a delay dT1 at train station H4, which is transmitted to vehicle F2 driving behind by means of a corresponding control signal, which vehicle F2 forwards to vehicle F3 a delay dT 1.

In contrast to the exemplary embodiment according to fig. 1, in the exemplary embodiment according to fig. 2, the extended dwell times T2 and T3 are calculated taking into account the scaling factor k. Thus, the vehicle F2 calculates the extended stay time T2 at the train station H4 according to the following equation:

T2＝T0+k*dT1，

where k denotes a proportionality coefficient, dT1 denotes a delay of the vehicle F1 before traveling, and T0 denotes a stay time according to a travel schedule.

In a corresponding manner, the vehicle F3 traveling behind the vehicle F2 calculates an extended stay time T3 at the railway station H3 in terms of:

T3＝T0+k*dT1。

for the scaling factor k preferably applies:

0≤k≤1，

of these, a range between 0.1 and 0.9, in particular between 0.3 and 0.7, is considered particularly preferred.

Fig. 3 shows an exemplary embodiment of the method, in which, in the event of a delay of a preceding vehicle, the following vehicles each have an extended stop time at the next train station, the stop time extension between the vehicles differing.

As can be seen in fig. 3, the preceding vehicle F1 has a delay dT1 which is sent in the form of a control signal to the following vehicle F2. The following vehicle F2 calculates the extended stay time at the railway station H4 located ahead, taking into account the delay dT1 of the preceding vehicle F1, and in accordance with the following equation:

T2＝T0+k*dT1，

where dT1 describes the delay of the vehicle F1 before driving, T0 describes the stay time according to the driving schedule, and k describes a predetermined scaling factor. The proportionality coefficient k is preferably in the range between 30% and 70%.

Due to the extended stay time of the vehicle F2 at the railway station H4, a delay of the vehicle F2 on the section S occurs from the perspective of the following vehicle F3. The vehicle F2 transmits the delay value to the following vehicle F3 in the form of a control signal, with which the delay dT2 of the vehicle F2 with respect to the schedule is notified. The delay dT2 for vehicle F2 is:

dT2＝T2–T0＝k*dT1。

the vehicle F3 calculates an extended stop time T3 at the front-located train station H3 after obtaining a control signal regarding an extended delay time dT2 of the vehicle F2, and stops at the train station H3 longer than planned according to the schedule accordingly. The residence time of vehicle F3 at railway station H3 is, for example:

T3＝T0+dT3＝T0+k*dT2。

that is, the vehicle F3 calculates the extension dT3 of the stay time in consideration of the same proportionality coefficient k as the preceding vehicle F2. In other words, the stay time of the vehicle F3 is extended by k times the delay dT2 of the vehicle F2. With respect to the vehicle F1 causing a delay, therefore, for the extension dT3 of the stay time T3 of the vehicle F3, the following applies:

T3＝T0+dT3＝T0+k*dT2＝T0+k²dT1 or

dT3＝k*dT2＝k²*dT1。

Fig. 4 shows an exemplary embodiment of the method, in which rail vehicle F2 on common route section S takes into account the delay dT3 of the following rail vehicle F3.

As can be seen in fig. 4, the following vehicle F3 has a delay dT3 at time t, t1+ dT3, which is transmitted in the form of a control signal to the preceding vehicle F2. The preceding vehicle F2 calculates the extended stop time T2 at the train station H4 located ahead, taking into account the delay dT3 of the following vehicle F3, and in accordance with the following equation:

T2＝T0+k*dT3，

where dT3 describes the delay of the following vehicle F3, T0 describes the stay time according to the schedule, and k describes a predetermined scaling factor. The proportionality coefficient k is preferably in the range between 30% and 70%.

Due to the extended stay time of the vehicle F2 at the railway station H4, a delay of the vehicle F2 on the section S occurs from the perspective of the preceding vehicle F1. The vehicle F2 transmits the delay value to the vehicle F1 before traveling in the form of a control signal with which the delay dT2 of the vehicle F2 with respect to the schedule is notified. Vehicle F1, after obtaining the control signal with respect to delay dT2 of vehicle F2, calculates an extended stop time at one or more of the preceding train stations and stops at these train stations accordingly longer than planned according to the schedule.

An embodiment of the method is shown in fig. 5, in which rail vehicle F1 on a section S1 takes into account the delay dT2 of rail vehicle F2 on a further section S2. In fig. 5, it can be seen that at time t, t0, the delay dT2 of the rail vehicle F2 on the route section S2 is transmitted to the rail vehicle F1.

The rail vehicle F1 calculates the extended stay time T2-T0 + dT2 at the railway station H1 located on the section S1, taking into account the delay dT 2. Due to the extension of the stay time at the railway station H1, the delay of the vehicle F2 on the section S2 is at least approximately compensated and the synchronization of the driving movements of the two vehicles F1 and F2 on the two sections S1 and S2 is restored. If vehicles F1 and F2 enter railway station H2 at time t, t2, they are at least approximately synchronized, so that at railway station H2, a transfer possibility between vehicles F1 and F2 according to the schedule can be provided.

In summary, the method according to fig. 5 can therefore take into account the delays of rail vehicles belonging to different routes or traveling on different road sections in order to maintain the transfer possibilities between these rail vehicles.

Fig. 6 shows an exemplary embodiment of a rail vehicle 10 according to the invention, which is equipped with an exemplary embodiment of a dwell time calculation module 20 according to the invention.

The dwell time calculation module 20 comprises a communication device 30, to which an antenna 35 is connected, for example, for wireless communication with other vehicles. Instead of wireless transmission, wired transmission can also be provided, for example via signal transmission cables implemented in a track network.

Connected to the communication means 30 of the dwell time calculation module 20 is an evaluation device 40 which comprises a calculation device 41 in the form of a computer and a memory 42. The memory 42 stores a control program P, which is executed by the computing device 41. With regard to the embodiment of the computer program P and the manner of operation of the computing device 41 based thereon, reference is made to the above exemplary embodiments in conjunction with fig. 1 to 5.

The dwell time calculation module 20 further comprises a door control unit 50 which is connected to one or more doors 60 of the rail vehicle 10 and is adapted to open or close the doors 60 for a respectively calculated (and possibly extended) dwell time T2-T0 + dT 2.

In addition, the dwell time calculation module 20 is equipped with a display device 70, which enables the display of an extended dwell time of the rail vehicle 10.

The rail vehicle 10 according to fig. 6 can be described, for example, as follows:

1. delay of vehicle traveling ahead or behind:

if the communication means 30 of the stop time calculation module 20 receive a delay dT1 of a preceding or following rail vehicle, this delay dT1 is transmitted to the calculation means 41. The calculation means 41 calculate (controlled by the computer program P in the memory 42) an extended stay time for the next or the preceding train station, respectively. The resulting dwell time extension or the resulting delay dT2 for the rail vehicle 10 can be calculated, for example, as follows:

dT2＝k*dT1，

where k represents a scaling factor.

The evaluation device 40 transmits a delay dT2 to the preceding or following vehicle, respectively, using the communication device 30 and the antenna 35: in this case, in the event of a delay of a preceding vehicle, the evaluation device 40 transmits the extended waiting time at the next train station and thus preferably the delay of its own to be expected to the respectively following vehicle. Conversely, if the following vehicle experiences a delay dT1 and thus lengthens the waiting time of the rail vehicle 10, the evaluation device 40 transmits the resulting delay dT2 of the rail vehicle 10 to the preceding vehicle by means of the communication device 30 and the antenna 40.

2. Delay of vehicles on other road segments:

in a corresponding manner, in the event of a delay of a vehicle traveling on a further route section for which a transfer possibility is planned according to the predefined travel schedule, the evaluation device 40 can calculate an extended stop time in a stop located before the location of the transfer possibility, which stop time exceeds the stop time for this stop predefined according to the travel schedule, in order to be able to achieve a time-and location-based synchronization with the vehicle traveling on the further route section.

Although the invention has been illustrated and described in detail by means of preferred embodiments, the invention is not limited to the disclosed examples and other variations can be derived therefrom by the skilled person without departing from the scope of protection of the invention.

Claims (12)

1. A residence time calculation module (20) for a vehicle (F1, F2, F3, 10), comprising:

-communication means (30) able to enable communication with one or more other vehicles (F1, F2, F3, 10) for transmitting own driving-related data and/or for receiving driving-related data of other vehicles (F1, F2, F3, 10); and

-an evaluation device (40) connected to the communication device (30) and adapted to display a delay from the travel-related data of a preceding or following vehicle (F1, F2, F3, 10) traveling on a common road segment (S, S1, S2) with stations (H1-H4)

-calculating for the current stop or the following stop an extended stop time (T2, T3) exceeding a stop time (T0) predetermined according to the travel schedule, and

-generating a control signal, which accounts for the calculated dwell time.

2. The residence time calculation module of claim 1, wherein the subsequent station is a next station.

3. The residence time calculation module of claim 1, wherein:

-the vehicles are rail vehicles (F1, F2, F3, 10) travelling on the same rail section (S); and

-the extended stay time calculated by the stay time calculation module (20) relates to the current or next train station.

4. A stop time calculation module according to claim 1, 2 or 3, characterized in that the extended stop time is specified such that the distance between the own vehicle (F1, F2, F3, 10) and the vehicle (F1, F2, F3, 10) driving ahead is placed at a distance planned according to the driving schedule.

5. A stay time calculation module according to claim 1, 2 or 3, characterized in that the evaluation device (40) is configured to calculate an extended stay time (T2) by adding a time interval (k _ dtt 1) proportional to the delay (dT1) of a vehicle (F1, F2, F3, 10) traveling ahead or behind to the stay time planned according to the driving schedule.

6. A stop time calculation module according to claim 1, 2 or 3, characterized in that the evaluation device (40) is designed to calculate the extended stop time by adding a time interval between 30% and 70% of the delay of a preceding or following vehicle to the stop time planned according to the driving schedule.

7. The residence time calculation module according to claim 1, 2 or 3, characterized in that the evaluation device (40) is constructed such that,

in the case of an extended dwell time relative to the dwell time planned according to the driving schedule, the evaluation device generates a control signal which indicates the extended dwell time relative to the predefined dwell time; and

-the evaluation device transmits said control signal to at least one vehicle (F1, F2, F3, 10) traveling directly ahead and behind on a common road section.

8. The residence time calculation module according to claim 1 or 2, characterized in that the evaluation device (40) is constructed such that,

-in the event of a delay of a vehicle (F2) travelling on a further route for which there is a possibility of transfer according to a predefined travel schedule, the evaluation device calculates an extended stop time for at least one stop (H1) located before the position (H2) of the possibility of transfer, wherein the extended stop time exceeds the stop time planned according to the travel schedule;

-said evaluation means generating a control signal indicating said extended dwell time; and

the evaluation device transmits the control signal to at least one vehicle traveling directly ahead and behind on its own road section.

9. A dwell time calculation module as claimed in claim 1, 2 or 3, characterized in that the dwell time calculation module (20) has a vehicle door control unit (50) connected to the evaluation device, which is adapted to control one or more vehicle doors (60) in accordance with control signals of the evaluation device.

10. A rail vehicle (F1, F2, F3, 10) having a dwell time calculation module (20) according to any one of the preceding claims.

11. A method for controlling a vehicle (F1, F2, F3, 10), wherein, by means of a dwell time calculation module for the vehicle (F1, F2, F3, 10):

-receiving driving-related data of one or more other vehicles (F1, F2, F3, 10) driving on a common road section with stations;

-calculating an extended stop time (T2) exceeding a stop time (T0) planned according to a driving schedule for a subsequent stop in case of a delay (dT1) of a vehicle driving ahead or behind on said section; and

-generating a control signal, which accounts for the calculated dwell time.

12. The method for controlling a vehicle according to claim 11, the subsequent station being a next station.